22202122KSP Policy Consultation Report Mexico-D

Presented by the MOEF, Republic of Korea
2021/22 KSP Policy Consultation Report

Mexico Improvement of Public Transport Network and the
Aggregation of the Integrated Transport System in
Mexico City
Government Publications
Registration Number
11-1051000-001284-01

Mexico Improvement of Public Transport Network and the
Aggregation of the Integrated Transport System
in Mexico City
Project Title Improvement of Public Transport Network and the Aggregation of the Integrated Transport
System in Mexico City
Prepared for The United Mexican States
In Cooperation with Ministry of Movility of Mexico City
Supported by Ministry of Economy and Finance (MOEF), Republic of Korea

Prepared by KOTRA(Korea Trade-Investment Promotion Agency)
Project Director Chulho Park, Director General, Development Cooperation Office, KOTRA
Project Manager Sunghee Lee, Deputy Director, Development Cooperation Office, KOTRA
Project Officer Hojin Lee, Assistant Manager, Development Cooperation Office, KOTRA
Principal Investigator Sangyeon Hong, Research Fellow, The Seoul Institute
Authors Chapter 1. Sangyeon Hong, Research Fellow, The Seoul Institute
Jiyoung Cho, Researcher, The Seoul Institute
Chapter 2. Hyoungmin Jin, Senior Vice President, Studio Galilei Co., Ltd.
Kyungsu Kim, Senior Researcher, Studio Galilei Co., Ltd.
Wootaek Jeon, Senior Researcher, Studio Galilei Co., Ltd.
Seohee Lee, Researcher, Studio Galilei Co., Ltd.
Gyung Sang Yoo, Research Fellow, The Seoul Institute
Seung-jun Kim, Research Fellow, The Seoul Institute
Chapter 3. Teagyun Kim, Director, Studio Galilei Co., Ltd.
Suhwan Lim, Senior Researcher, Studio Galilei Co., Ltd.
Dongjun Kim, Researcher, Studio Galilei Co., Ltd.
Hosung Shin, Researcher, Studio Galilei Co., Ltd.
Jae Hwan Yang, Associate Research Fellow, The Seoul Institute
Chapter 4. Wonho Kim, Office of Research Strategy, The Seoul Institute
Hyuk Ryul Yun, Vice President, The Seoul Institute
Chapter 5. Hyuk Ryul Yun, Vice President, The Seoul Institute
Jindong Kang, Executive Vice President, Studio Galilei Co., Ltd.
Chapter 6. Sangyeon Hong, Research Fellow, The Seoul Institute
English Editor Korea e-Work Association for the Disabled
Improvement of Public Transport Network and the Aggregation of
the Integrated Transport System in Mexico City
Contents
Chapter 1
Project Overview
1. Background and Purpose············································································································ 013

1.1. Background ··························································································································· 013
1.2. Project Objectives ················································································································ 013
2. Scope of the Project ····················································································································· 015
2.1. Time Scope ···························································································································· 015
2.2. Spatial Scope ························································································································· 015
2.3. Research Scope ····················································································································· 016
3. Research Flow ······························································································································ 017
Chapter 2
Status Analysis of Mexico City
1. General Status of Mexico City ····································································································· 019

1.1. Overview of Mexico ············································································································· 019
1.2. Geographical Characteristics ······························································································· 020
1.3. Socioeconomic Characteristics ···························································································· 020
1.4. Road and Traffic Characteristics ·························································································· 023
1.5. Public Transportation Characteristics ·················································································· 025
2. Policies and Plans ························································································································ 035
2.1. Public transportation laws and policies ·············································································· 035
2.2. Mobility Strategic Plan (2018-2024)····················································································· 039
2.3. Gender-sensitive policy for the safety of female public transport users ·························· 045
3. Public Transportation Challenges ······························································································· 050
3.1. Unsystematic bus route system ··························································································· 050
3.2. Lack of governance (or weak governance) ········································································· 050
3.3. Segmented transportation fare payment system by modes ············································· 051
3.4. Absence of an integrated traffic management system ······················································ 052
4. Cooperation with International organizations and Major countries ········································ 052
5. On-site Survey ······························································································································ 054
5.1. Visit to local institutions ······································································································· 054
5.2. Conduct Survey on Public transport system ······································································ 058
Chapter 3
Diagnosis of Public Transportation Problems from User’s Perspective
1. Overview of Current Public Transportation Challenges ····························································· 065

1.1. Convenience·························································································································· 065
1.2. Equity - Access to public transportation for the underprivileged ······································ 066
1.3. Safety: Low rate of female use due to molestation and sexual harassment
in the subway ························································································································ 067
2. Movement Efficiency and Equity Empirical Analysis ·································································· 067
2.1. Method ·································································································································· 067
2.2. Analysis results ····················································································································· 075
Chapter 4
Experience in the Establishment of Integrated Transportation System in Seoul
1. Historical Background of Public Transportation System ··························································· 089

1.1. Phase 1: When Bus was Seoul’s main public transport (1950-1980s) ······························· 089
1.2. Phase2 : Implementation of a comprehensive transportation system
(Early 1980s to early 1990s) ································································································· 091
1.3. Phase 3 : Completion of the second subway system and bus structural reform
(from the early 1990s to the early 2000s) ··········································································· 092
1.4. Phase 4 : Quasi-public Bus period (Early 2000s to late 2000s) ·········································· 093
1.5. Phase 5 : Reform of the city bus system (Late 2000s ~ mid 2010s) ··································· 094
2. Seoul Quasi-Public Bus Operating System ················································································· 095
2.1. Policy Background ··············································································································· 095
2.2. Law and Institutional System ······························································································· 097
2.3. Governance ··························································································································· 101
2.4. Technology and Infrastructure ···························································································· 112
2.5. Seoul Public Transportation Governance ············································································ 114
3. The security system to prevent subway molestation ································································· 117
3.1. Experience of sexual harassment by a woman using the subway····································· 117
3.2. Subway security system ······································································································· 118
3.3. Sub-conclusion······················································································································ 121
Contents
Chapter 5
Improvement of Public Transportation System in Mexico City
1. Strategies for Improving Public Transportation System ···························································· 123

2. Key Improvement Policies ··········································································································· 126
3. Impact Analysis on the Transfer Discount Fare System ····························································· 128
3.1. Calculation of Subsidy amount to implement Transfer Discount Fare System ················ 128
3.2. Conclusion····························································································································· 142
Chapter 6
Results
1. Policy Recommendations ············································································································ 145

2. Expected Effect (The case of Seoul)····························································································· 146
3. Additional Case Study: Metro Sheriff in Seoul ··········································································· 146
4. Strategy Proposals for Integrated Public Transport ·································································· 147
References ········································································································································ 148

Appendix··········································································································································· 150
This report is the implementation plan for 2022 KSP policy consultation, which supports Mexico City government in
improving and reorganizing the existing systems.
Contents l List of Tables
Chapter 2
<Table 1> Global City Population································································································· 021

<Table 2> A Comparison of Road Statistics in Mexico City and Seoul ······································· 023
<Table 3> Statistics of Mexico City by Road Type········································································ 024
<Table 4> Major Road Length Changes in Mexico City ······························································ 024
<Table 5> A Comparison of Registered Private Cars in Mexico City and Seoul ························ 025
<Table 6> The Development of Public Transportation by Mexico City by Period ····················· 026
<Table 7> Metro Operation Status ······························································································ 030
<Table 8> Metrobús Operation Status ························································································ 030
<Table 9> A Comparison of Public Transport Length in Mexico City and Seoul ······················· 031
<Table 10> Total Number of Transport by Public Transportation(2017-2021) ···························· 032
<Table 11> Average Number of People using public transportation per day by Metro
Route(2019-2021) ········································································································ 032
<Table 12> Public Transportation Improvement Plan of Mexico City(2019-2024)······················ 034
<Table 13> Main contents of 『GENERAL LAW OF MOBILITY AND ROAD SAFETY』 ······················ 036
<Table 14> 『PLAN ESTRATÉGICO DE MOVILIDAD DE LA CIUDAD DE MEXICO 2019』
Strategic Goal ·············································································································· 039
<Table 15> 『GENERAL LAW OF MOBILITY AND ROAD SAFETY』 ··················································· 041
<Table 16> Policy to prevent sex crimes in public transportation ··············································· 046
<Table 17> The role and name of related Organization······························································· 051
<Table 18> Mexico’s Economic Cooperation ················································································· 053
<Table 19> Current Status of International Development Organization’s Projects
in Mexico ······················································································································ 054
Chapter 3
<Table 20> Mexico City Station Average Transfer Time by Travel Purpose ································ 065
<Table 21> Resources for problem diagnosis ··············································································· 068
<Table 22> EOD Overview ·············································································································· 069
<Table 23> EOD Survey ·················································································································· 070
<Table 24> EOD Data Explanation ································································································· 071
<Table 25> Privately Collected Traffic Information (BingMaps API) ············································ 072
<Table 26> Analysis overview by utilization data ·········································································· 074
<Table 27> Vulnerable OD in using public transportation in Mexico City ··································· 084
<Table 28> Vulnerable zone for public transport in Mexico City ················································· 085
Contents l List of Tables
Chapter 4
<Table 29> Effects of Traffic Problems and Policy Introduction in the 1950s and 1980s ··········· 090
<Table 32> Major Traffic Problems and Policy Introduction Effects in the Early
2000s ~ Late 2000s ······································································································ 095
<Table 33> Major Traffic Problems and Policy Introduction Effects in the Early
2000s to the Late 2000s ······························································································ 096
<Table 34> Key Component of Good Governance ······································································· 104
<Table 35> Summary of Activities of Citizen Advisory Committee on Seoul Bus Policy ············· 106
<Table 36> Activity of Citizen Advisory Committee on Seoul Bus Policy ····································· 108
<Table 37> Members of Citizen Advisory Committee on Seoul Bus Policy ································· 111
<Table 38> Summary of Key components of Seoul Bus Reform ·················································· 116
<Table 39> Major tasks and details of subway security control ·················································· 118
<Table 40> Seoul metro “Subway App TooTA” ·············································································· 120
Chapter 5
<Table 41> Survey Overview ·········································································································· 130

<Table 42> Main survey contents ·································································································· 130
<Table 43> Demand and fare change after discount by scenario and modes ··························· 138
<Table 44> Result of analysis of price elasticity of demand (PED) by scenario and
by modes (1) ················································································································ 139
<Table 45> Result of analysis of price elasticity of demand (PED) by scenario and
by modes (2) ················································································································ 140
Contents l List of Figures
Chapter 1
[Figure 1] Seoul Public Transport Governance ··········································································· 015

[Figure 2] Spatial Scope of project······························································································· 016
Chapter 2
[Figure 3] Geographical Characteristics of Mexico ····································································· 020

[Figure 4] Changes in Population in Mexico City ········································································ 021
[Figure 5] Urban Sprawl in Mexico City ······················································································· 022
[Figure 6] Major Road Network in Mexico City ··········································································· 023
[Figure 7] Registered Private Cars in Mexico City ······································································· 025
[Figure 8] Current Public Transport Statistics in Mexico City ····················································· 028
[Figure 9] Public Transportation Fares in Mexico City ································································ 028
[Figure 10] Metro map of Mexico City ··························································································· 029
[Figure 11] Metro Operation Status ······························································································ 029
[Figure 12] Mode Share of Public Transportation in Mexico City ················································ 031
[Figure 13] Number of People Transporting through Public Transportation by month
and means ··················································································································· 033
[Figure 14] Revenue from Metro Fare by Payment Method ························································ 033
[Figure 15] Public Transportation Facilities in Mexico City··························································· 035
[Figure 16] Mexico City Integrated transportation card ······························································ 040
[Figure 17] Cablebus status ··········································································································· 042
[Figure 18] Pink (female only) Transportation ·············································································· 048
[Figure 19] Protection policy scenario according to the travel patterns of women
using public transportation ························································································ 049
[Figure 20] Organizational Chart of Mexico City Public Transport Organization ························ 050
[Figure 21] KOTRA,Calypso Network meeting··············································································· 055
[Figure 22] Sistema de Transporte Colectivo(STC) meeting ························································· 055
[Figure 23] Secretaria de Movilidad(SEMOVI) meeting ································································ 056
[Figure 24] Servicio de Transporte Electricos(STE) meeting························································· 057
[Figure 25] Red de Transportes de Pasajeros(RTP) meeting ························································ 057
[Figure 26] Centro Infromativo de Transporte inteligente(CITI) meeting··································· 058
[Figure 27] Mexico City Metro Field Investigation ········································································ 059
[Figure 28] Metrobús in Mexico City ····························································································· 059
[Figure 29] Metrobús station in Mexico City ················································································· 060
Contents l List of Figures
[Figure 30] Trolebús in Mexico City ······························································································· 060

[Figure 31] RTP in Mexico City ······································································································· 061
[Figure 32] Microbús in Mexico City ······························································································ 061
[Figure 33] Ecobici in Mexico City ·································································································· 062
[Figure 34] Privately Collected Traffic Information (BingMaps API) Data ··································· 072
Chapter 3
[Figure 35] Centroid (Left), OD(zone to zone) (Right) by Zone of ZMVN (85) in CDMX ··············· 073
[Figure 36] Overview of analysis from a macro perspective ························································ 074
[Figure 37] Analysis from a microscopic point of view ································································· 075
[Figure 38] Result of analysis of movement patterns according to the purpose of
travel by time period ··································································································· 076
[Figure 39] Result of analysis of movement patterns by modes and time·································· 076
[Figure 40] Modes-sharing ratio of the whole modes in Mexico City(%) ···································· 077
[Figure 41] Counting the number of times used by all modes in Mexico City (times) ··············· 077
[Figure 42] Comparison of movement equity of inflow modes to a specific point ···················· 078
[Figure 43] Comparison of movement equity of outflow modes to a specific point ·················· 078
[Figure 44] Average travel information when using a car···························································· 079
[Figure 45] Average travel information when using public transportation ································ 079
[Figure 46] Conceptual schematic of ‘Stage’ in Mobility Service Level. ······································· 081
[Figure 47] Mobility Service Level Analysis Results: Stage in 4 Major Cities ······························· 081
[Figure 48] Mobility service level analysis result: Average number of transit transfers
per zone ······················································································································ 082
[Figure 49] Mobility service level analysis result: Average walking travel time within the
first mile by zone ········································································································· 083
[Figure 50] Vulnerable OD in using public transportation in Mexico City ··································· 083
[Figure 51] Vulnerable zone for public transport in Mexico City ················································· 085
Chapter 4
[Figure 52] Step 1: When Seoul Public Transportation was a Bus (1950-1980) ·························· 090
[Figure 53] Phase 2: Time when buses, subways, and private cars implement a
comprehensive transportation system ····································································· 091
[Figure 54] Step 3: Completion of the 2nd Subway and Promotion of Bus Structure Reform
(mid-1990s ~ mid-2000s) ···························································································· 093
[Figure 55] Phase 4: The period of quasi-public bus service (from the early 2000s to the late
2000s) that was just uploaded due to the reorganization of the public
transportation system ································································································ 094
[Figure 56] Phase 5 : Reform of the city bus system (mid 2000s to mid 2010) ··························· 095
[Figure 57] Governance Structure of Citizen Advisory Committee for Seoul Bus Policy ··········· 107
[Figure 58] Seoul Public Transport Governanc ············································································· 115
[Figure 59] Report of crime in the subway and procedure for dispatch of sheriffs ··················· 119
Chapter 5
[Figure 60] Effect of adoption of Transfer Discount on major stakeholders ······························· 124
[Figure 61] Transfer Discount Fare System ··················································································· 126
[Figure 62] Establish a Automatic Fare Collection(AFC) Center ·················································· 127
[Figure 63] Sustainable Public Transportation Governance ························································ 128
[Figure 64] Transit Discount Policy Scenarios ··············································································· 132
[Figure 65] Age-specific gender ratio of all respondents (%)······················································· 133
[Figure 66] Respondent information by groups(%) / Proportion of major occupational
groups ·························································································································· 133
[Figure 67] Key Respondent Path OD ···························································································· 134
[Figure 68] Level of Stage (Private car user) ················································································· 134
[Figure 69] Survey area number image························································································· 134
[Figure 70] High-density area for private car users······································································ 134
[Figure 71] Reasons for not using public transportation ····························································· 135
[Figure 72] Required items for public transportation improvement ··········································· 135
[Figure 73] Transit discount policy conversion rate by scenario ··················································· 135
[Figure 74] Traffic level (single public transportation user) ························································· 136
[Figure 75] Main boarding areas for single public transportation users ··································· 136
[Figure 76] Single-way user modes of passage ············································································ 136
[Figure 77] Inconvenient items when using public transportation ············································· 136
[Figure 78] Percentage of mode conversion by transfer discount policy scenario ···················· 137
[Figure 79] Traffic level (multi-public transportation users) ························································ 137
[Figure 80] Main boarding areas for users of multiple public transport modes ························ 137
[Figure 81] Public transportation inconvenience when transferring ·········································· 138
[Figure 82] Combination of major transit modes (Top 4) ····························································· 138
[Figure 83] Calculation of demand increase and subsidy amount by scenario ·························· 142
01
CHAPTER
Project Overview
Sangyeon Hong, Research Fellow, The Seoul Institute
1. Background and Purpose

2. Scope of the Project
3. Research Flow
Project Overview
1. Background and Purpose
1.1. Background
Mexico City is the capital of Mexico and a social and economic center of the country.
Mexico City has a high rate of modal share of bus, metro, and private cars, especially micro 013
buses called ‘Colectivo’ (37%) and private cars (22%). In addition, various operating entities
CHAPTER 01 Project Overview

are participating in the Mexico City public transportation system, but further operational
improvement is expected due to insufficient connection between operating institutions.
Department of Transportation of Mexico City (‘SEMOVI’) has established the 2020-2024

Comprehensive Mobility Program (PIM) and is building an integrated public transportation
system. However, the city government is struggling in the process of integrating private
micro buses (Colectivo) with public transportation.
Mexico City applied for the KSP project to the Ministry of Strategy and Finance of
Republic of Korea in 2019 and requested comprehensive policy consulting through the Seoul
Metropolitan Government’s experience and knowledge of the integrated public
transportation system. In 2022, the Ministry of Strategy and Finance of Korea approved to
contribute to the efficient and effective public transportation system of Mexico City by
sharing the Seoul’s experience of building the public transportation system and support the
establishment of the integrated transportation development strategy of Mexico City.
1.2. Project Objectives
The purpose of this project is to support the successful improvement of the public
transportation system through the establishment of integrated transportation system in
Mexico City. The Seoul Metropolitan Government succeeded in integrating the segmented
public transportation into unified system in 2004. Professionals recongnized applying public
transportation transfer discount fare was the one of the key success factors in 2004 Seoul
public transportation reform.
This public transportation transfer discount fare system is a prerequisite for the
“integration” of public transportation for the following reasons :
First, if the public transportation transfer discount fare system is introduced, users will
use more diverse combinations of public transportation than before due to fare discounts,
and the need for connection and integration between public transportation (e.g. subway-
bus-walk) with different operator increases.
Second, the government should provide subsidies to private bus companies to provide
stable public transportation services to citizens because the introduction of the transfer
discount fare system will cause a decrease in profits for private bus companies. In this
process, the government needs fair and objective standards to provide an appropriate level
014
of subsidies to private companies. Based on the subsidy payment, it is necessary to evaluate
Improvement of Public Transport Network and the Aggregation of the Integrated Transport System in Mexico City
the performance of public transportation (e.g. number of operations, punctuality, and

service quality, and etc.), and the fare should be settled later after the performance
evaluation.
Third, the public can increase the convenience of citizens’ fare payment by introducing
integrate smart card and can manage public transportation information to collect bus
operating data. For this purpose, the government has a logical basis for creating public
transportation governance by establishing operating organizations such as the Citizens’
Committee for Bus Policy, and the Joint Management Association for Transport Revenue
Settlement.
Fourth, the significance of the Transfer Discount Fare system can contribute to increasing
citizens’ policy credibility by separating the economic flow, which is the amount of
revenue generated from bus fare- and the political flow-conflicts of major stakeholders-
and the information flow-the real-time data and information on bus service contribute to
government’s transparent decision-making process(See Figure 1). As a result, the application
of transfer discount fare system can assist the Mexico City government in making fair and
transparent public transport policy decisions.
[Figure 1] Seoul Public Transport Governance
The objectives of this project are summarized as follows;

015
To share the experience of the Seoul Metropolitan Government adjusting the conflict

between public transportation providers (private bus companies) and public transportation
consumers (general citizens) in the process of introducing the transfer discount fare system.
And to build a capacity of integrating public transportation system in Mexico City by

diagnosing problems and finding solutions by partner countries themselves through the
workshops.
2. Scope of the Project
2.1. Time Scope
The total duration of the project is signing date of contract to September 30, 2022
2.2 Spatial Scope
Mexico City and its surrounding area

[Figure 2] Spatial Scope of project
2.3. Research Scope

016
Item Contents
① A Survey and Analysis of Public Transportation System in Mexico City

- Mexico City Government, Union (institution, role and work of public private carriers)
- A Survey on Public Transportation Payment Methods in Mexico City
- Analysis of the data-based public transportation service equity and major issues
- A Price Elasticity (PED) Survey of Public Transport Demand in Mexico City for the Introduction of
the Integrated Transfer Discount System
- Visit by institution, survey, expert interview, literature survey
② A Study on the Experience of Public Transportation System Establishment and Operation in Korea
- The Background of the Seoul Metropolitan Government’s Public Transport Reform and the
Introduction of the Bus Semi-public System in 2004
Research
- Sharing experiences such as semi-public system and city bus reorganization
- Propose laws, institutions, technologies, and infrastructure that can be introduced in the mid- to
long-term in partner countries, such as the integrated transfer discount fare system
- A Study on the establishment of public transportation governance, such as Bus Evaluation
Citizens’ Committee
③ Policy Recommendations for the Integrated Public Transportation System in Mexico City
- Introduction of the integrated transfer discount fare system
- Study on the improvement of major functions of Automatic Fee Collection System (AFC) and
integrated settlement system
- Sustainable governance for the operation and management of public transportation
④ Conduct a workshop for policy officials to visit Korea

- Conducting a capacity building workshop in Korea for SEMOVI officials in Mexico City
- Selection of lecture topics and visiting institutions by collecting opinions from partner countries in
Capacity advance
Building - A final report meeting shall be held during the training period to announce the details of the
provisional policy proposals for the means of policy practice
- Assistance in diagnosis of reality and establishment of mid- to long-term strategies reflecting the
preferences of partner countries
Item Contents
- ⑤ Propose and implement follow-up projects related to the establishment of AFC and integrated
public transportation system
- Propose a follow-up project that can contribute to the establishment of a foundation for public-
Follow private partnerships between the two countries within the scope of meeting the policy advisory
UpProject topic
- Enhance the possibility of Korean companies participating and stimulate economic cooperation
between two countries.
- Collect the requirements of partner countries for matching public-private companies
Final - Provide advice to senior policymakers and policymakers

Report - Publication of final policy advisory report and deliver to partner countries
3. Research Flow
Overview
Backgrounds Project Scope Expected Result
Current Status of Public Transportation in Mexico City 017

Literature Review,
General Status Policies and Plans Public Transport Field Survey

▼
Diagnosing the Problems of Using Public Transportation

Expert Interview
Accessibility of vulnerable Safety

User convenience
people of Female users
An Empirical Analysis of Travel Behaviours
1. Share of travel and public transportation by time of travel Empirical Analysis

2. Level of accessibility for public transportation users
3. Convenience of movement: Number of transfers, First Mile traffic ratio
4. Analysis of vulnerable areas using public transportation
Case study of Integrated Public Transportation System of Seoul

Literature Review,
Backgrounds Semi-public Bus System Metro Sherif
Integrated Transfer Discount Fare System

Field Survey
Empirical Analysis
Method Scenarios Subsidy Estimation
Policy Recommendations
AFC Data Clearing Governanace
Conclusion
02
CHAPTER

Hyoungmin Jin, Senior Vice President, Studio Galilei Co., Ltd.
1. General Status of Mexico City

2. Policies and Plans
3. Public Transportation Challenges
4. Cooperation with International organizations and Major countries
5. On-site Survey
Hyoungmin Jin, Senior Vice President, Studio Galilei Co., Ltd.
1. General Status of Mexico City
1.1. Overview of Mexico
Country name United Mexican States

019
Capital Mexico City
CHAPTER 02 Status Analysis of Mexico City

Population 130 million(2020)
Race Mestizo(60%), Native American(30%), White(9%)
Area 1,960,000㎢
President Andres Manuel Lopez Obrador(2018.12.~)
City Mexico City
Area 1,495㎢
Population 9.21 million(2020) - about 7% of the whole country

Project Site
• Metro : 12 route
• LRT : 1 route
Transportation
• Metrobús : 7 routes
• RTP, STE, Taxi, etc.
1.2. Geographical Characteristics
Mexico City is located in south-central Mexico, bordering States of Morelos to the south
and State of Mexico to the north, east, and west.
The official name of Mexico City is Ciudad de Meixco(CDMX), with a population density
of 6,160 people/km², and about 22 million people live in the metropolitan state of Mexico.
Mexico City is located at a height of 19.4978° north, 99.1269° west, and 2,240m above sea
level, and is a historic city that extends from the Aztec Empire in the past.
Geographically, it is a city built by filling a lake, so there is a characteristic of weak

ground.
It covers a total area of 1,495 km and consists of 16 Alcaládías.
[Figure 3] Geographical Characteristics of Mexico

020
1.3. Socioeconomic Characteristics
Overall, the city’s population has been on the rise since 1990, with a population of about
9.2 million, 7% of the country’s total population living in Mexico City, and a population
density of about 6,163 people/km². In the case of Seoul, the Republic of Korea, the population
density is about 15,669 people/km², with a total of 9.7 million people residing. Both countries
have a characteristic of being densely populated in the metropolitan area, so the population
of Mexico City and Seoul is similar, but the population density of Seoul is about 2.5 times
higher than that of Mexico City due to differences in area.
According to the TomTom Traffic Index, as of 2018, Jakarta, ranked seventh. Bangkok in
eighth, and Mexico City in ninth, with a population of about 9 to 10 million, a city with
similar population city.
Mexico City continues to grow in population, but the population growth of cities
surroundingMexico City is slower. Also, the population density is similar to Bangkok, one of
the world’s major cities. However, Mexico City has a large conservation area, so the
population density of the city area is expected to be higher
<Table 1> Global City Population

Traffic Congestion
Population Area Population Density 021
City Severe city Ranking
(2018 → 2021)
(people) (km²) (people/km²)

Mexico City 9,209,944 1,485 6,163.3 9th → 28th
Seoul 9,668,465 605 15,975.7
Jakarta 10,770,487 662 16,281.9 7th → 46th
Bangkok 10,899,698 1,569 6,946.9 8th → 74th
Note: 2021 TomTom Traffic Index: https://www.tomtom.com/en_gb/traffic-index/ranking/?population=MEGA
[Figure 4] Changes in Population in Mexico City
Note: Mexico Natinal Statistical Office(INEGI)

According to “PROGRAMA INTEGRAL DE MOVILIDAD DE LA CIUDAD DE MéXICO 2020-
2024”, Mexico City has been experiencing an urban sprawl in which cities are converted
indiscriminately for about 100 years from the beginning of the 20th century to 2010.
In 21st century, problems such as lack of mobility services and congestion are
intensifying in Mexico City due to the increase in population, traffic congestion due to urban
expansion, and indiscriminate expansion of cities.
[Figure 5] Urban Sprawl in Mexico City
022
Note: PROGRAMA INTEGRAL DE MOVILIDAD DE LA CIUDAD DE MÉXICO 2020-2024

1.4. Road and Traffic Characteristics
1) Road Network
Mexico City’s road network is radial, with a total length of about 12,634 km.
The total area of the 16 administrative districts is 1,485km2, and the total length per unit
area(1km2) is about 8.51 km/km2. Seoul is more than twice as small as Mexico City, but the
total length per unit area is 5km/km2 longer.
<Table 2> A Comparison of Road Statistics in Mexico City and Seoul

Mexico City Seoul
Total Extension(km) 13,150.5 8,328.4
Area(km2) 1,485.0 605.2
Total extension per unit area(km) 8.9 13.8
Total extension per person(km) 14.3 8.5
023
In the southern part of Mexico City, there is a large nature conservation area, and the

residential area is concentrated in the north. As a result, there are many areas where major
public transportation routes do not exist, and private cars are concentrated in cities, and as
a result, the traffic congestion rate is the second largest in the world(2017), and there is a
severe congestion problem.
[Figure 6] Major Road Network in Mexico City

Mexico City has about 372 cars per kilometer of road. Considering that Turkey, which has
the highest number of cars per kilometer of road length among OECD member countries, is
313.2 vehicles/km, even considering that it is an urban area, Mexico City has a high number
of vehicles per road.
<Table 3> Statistics of Mexico City by Road Type

Road Type Road Length(km) Road Grade Speed(km/h)
Via de acceso Controlado 232.04 80
Eje Vial 364.05 Arterial Road 50
Arteria principal 416.62 50
Laterales en vias de acceso controlado 147.62 40

Auxiliary Road
Vias sevundarias 11,130.07 40
Calles peatonales, Callejones y cerradas 860.15 Local Road 10
Note: Comision de clasificaion de vialidades
Mexico City’s major road network continues to expand, and by grade, the road length of
024
major roads increased from 2015 to 2019.
Recently, road expansion and construction projects such as the “Carretera levada de
Zaragoza” project are continuing to reduce road congestion, and when the project is
completed, Mexico City’s road network will increase by at least 15 kilometers.
<Table 4> Major Road Length Changes in Mexico City

Road Type 2015 2019 2022
180.52km 232.04km 222.84km

Via de acceso Controlado
(18%) (23%) (22%)
401.38km 364.05km 379.82km

Eje Vial
(40%) (36%) (37%)
424.31km 416.62km 411.66km

Arteria principal
(42%) (41%) (41%)
1,006.21km 1,012.71km 1,014.32km

Subtotal vias primarias
(100%) (100%) (100%)
2) The number of Registered Private Cars
In 2020, the number of private cars registered in Mexico City is about 5.4 million, and the
number of cars registered per unit area is about 3,641/km². Compared to Seoul, it is small,
but the number of registered cars per 1,000 people is about 260 vehicles/person, and the
total number of registered cars per road extension is 30 vehicles/km² more.
The number of registered private cars in Mexico City is on the rise every year, up about
20% from about 4.49 million in 2015 to 5.4 million in 2020. However, between 2019 and 2020,
relatively recently, the number of registered cars increased slightly.
<Table 5> A Comparison of Registered Private Cars in Mexico City and Seoul
Mexico City Seoul
Registered private cars (thousand vehicle) 5,406 3,177
Registered private cars per unit area (vehicle/km²) 3,641 5,249
Registered private cars per road length(vehicle/km) 411.13 381.43
Total road length per thousand people (vehicle/thousand people) 587.66 327.49
[Figure 7] Registered Private Cars in Mexico City
025

1.5. Public Transportation Characteristics
1) History of public transportation development
Mexico’s urban transportation projects have brought great economic and social benefits
in recent decades. In particular, the Metrobus project enabled the relocation of commercial
areas and parking lots in Mexico City, redesign of public spaces, and other urban
development projects. These projects contributed to increasing the accessibility of the
population who had difficulty accessing public transportation, such as the low-income
classes and the socially disadvantaged.
For example, Metrobus has installed ramps and other devices, which are facilities to
promote the convenience of the mobility impaired in wheelchairs, while keeping fares low
for the majority of citizens. Accordingly, remarkable results have been achieved by
expanding convenience facilities for road travel so that transportation users in Mexico City
can move safely and conveniently.
<Table 6> The Development of Public Transportation by Mexico City by Period

~1920s ~1960s ~2000s Seoul
Electric Tram Metro Tren Ligero, Metrobús Trolebús, Cablebús
Taxi and Bus Services Microbús RTP bús ECOBICI, Shared Mobility
Note: Michael K. Bess(2016)
(a) In the 1920s
026
Since the mid-19th century, Mexico City’s main mode of transportation has been animal-
powered streetcars, with flags colored blue in first class, red in second class, and yellow in
third class.
On 15 January 1900, the first electric tram was opened, operating from 6 a.m. every
morning, and running from Zccalo to the western outskirts of Tacubaya. Trams were
gradually expanded and more stops and routes were installed in other cities.
In 1902, the first automobile was introduced to Mexico City, and over the next decade, the
first taxi and bus services were also introduced.
At that time, taxis and buses were expanded into popular alternative transportation,
competing with trams that disrupted operations due to union strikes.
(b) In the 1960s
In the late 1930s, bus services were suspended due to a lack of gasoline and bus parts due
to political control of the oil industry.
After World War II, operating existing trams and bus systems were not enough to meet
the demand for transportation due to rapid industrialization, economic development, and
population growth, and the need to introduce subways began to be suggested.
Initially, it was suspended due to geographical reasons, such as periodic earthquakes, but
in 1967 when the central government approved plans to build a subway system, it built
Metro Lines 1 and 2, pink and blue lines through Chapultepec Park, Tlalpan, and the city
center.
In the late 1960s, taxis began to be called Microbús because passengers traveled from
various origin points to destinations in the city, and each passenger paid one peso.
Early taxis began with vehicles that could accommodate six passengers, and over time,
the vehicles began to change.
(c) In the 2000s
In 1970, the tram was closed due to various reasons, including strikes and traffic
accidents, and the last tram line was closed after the construction of the subway. And in
1986, STE opened a Light Rail Transit (LRT) under the name of the closed tram line.
027
In the 1980s, cars smaller than conventional trucks transported passengers, and in 1995,

the Ruta 100(R-100) became a major means of transportation when bus services to local
governments in Mexico City and Mexico went bankrupt from 1981 to 1995.
Five years later, RTP bus, also known as Mobility System 1, began operating.
In the 21st century, the BRT system Metrobús has been in effect since 2005, and it has
become a preferred means due to the advantages of faster connectivity and more flexible
connectivity than other means of transportation, as well as the increase in the number of
public transportation users due to low costs.
(d) Present
In 2010, a public bicycle sharing system called ECOBICI appeared, with 480 stops including
28 pedal-assisted electric bicycles, 340 bicycles, and 6,800 public bicycles in Mexico City.
In 2012, the Trollbús electric bus was opened, and the 12th line, the last of Metro, was
opened. As part of its strategy to connect the city center to the east, the current government
plans to complete the Trolebús 10 line, which passes through the high street connecting
Metro 8 and Cablebús 2.
Since 2013, major ride-hailing operators such as Uber, Easyaxi, Cabify, and Didi Chuxing
have emerged. With cash payments allowed for ride-hailing services in the fall of 2018, a
new market began to open in Mexico, where 60% of the population had no bank accounts. In
addition, local vanpool services such as Jett, Urban, and Via, or car-sharing services such as
Carrott, gradually began to enter the transportation market in Mexico City
Cablebús, which began construction in September 2019, officially opened Line 1

connecting Indios Verdes Station in July 21, providing inexpensive and safe public
transportation to the lower-income class living on high hills.
[Figure 8] Current Public Transport Statistics in Mexico City
AutomÓviles Metro LRT y trolebús
5.50 millones de automÓviles

12 líneas, 226km 1 línea, 9 líneas,
028 (Longitud de los caminos
195 estaciones 24 carros 360 carros
10,200km)
AutobÚs pÚblico y microbÚs Otro
6,500 vehículos
7 líneas, 98 líneas, 28,000 Línea 1, 9.2km
(Longitud de los caminos
720 autobuses 850 autobuses peseros (184 carros)
200km)
[Figure 9] Public Transportation Fares in Mexico City

AutobÚs Empresa AutobÚs
Tren urbano BRT LRT AutobÚs pÚblico
eléctrico de bus general
6 pesos Normal 2 pesos

5 pesos (aeropuerto 30 3 pesos Semanal Sistema proporcional a
Larga distancia y la distancia
pesos) 2 a 5 pesos express 4 pesos (23:00 a 06:00 20%
recargo)
Recargable Nocturno Express 4 pesos
Recargable Recargable
tarjeta de
tarjeta de tarjata de
transporte
transporte transporte
integrada, efectivo
integrada. integrada.
efectivo
Entre rutas Tras el primer
transbordos viaje en un lapso - - -
ilimitados de 2 horas
Sin transbordos a otro medio
2) Public Transportation Network
Mexico City’s public transport network is radially extended to all 16 districts.
Metro, one of the major public transportation vehicles, has a total length of 226.49 km,
and Metrobüs has a total length of 239.86 km.
The total area of the 16 administrative districts is 1,495km2, and the length of the route
between Metrobüs and Metro is approximately 0.31 km/km2 per unit area.
The total area of Seoul is 605km, about 40% of Mexico City, but the extension of the total
public transportation route per unit area is about twice as long.
[Figure 10] Metro map of Mexico City
029

Note: Mexico City Metro website
[Figure 11] Metro Operation Status
Note: Mexico City Metrobús website

<Table 7> Metro Operation Status
Route Number Extention Origin Destination Opening Year
18.83 km Observatorio Pantitlán 1969
23.43 km Tasqueña Cuatros Caminos 1970
23.61 km Universidad Indios Verdes 1970
10.75 km Santa Anita Martín Carrera 1981
15.68 km Politécnico Pantitlán 1981
13.95 km El Rosario Martín Carrera 1983
18.78 km Barranca del Muerto El Rosario 1984
20.08 km Constitución de 1917 Garibaldi / Lagunilla 1994
15.38 km Tacubaya Pantitlán 1987
17.19 km Pantitlán Pantitlán 1991
23.72 km Buenavista Ciudad Azteca 1999
25.10 km Mixcoac Tláhuac 2012
030 Total Extension 226.49 km

Note: Mexico City Metro website
<Table 8> Metrobús Operation Status

Route Number Extension Origin - Destination Opening Year
54.50 km Indios Verdes - El Caminero 2005
36.74 km Tacubaya - Tepalcates 2008
32.26 km Tenayuca - Etiopía 2011
31.34 km Buenavista - San Lázaro - Aeropuerto 2012
19.52 km Río de los Remedios - San Lázaro 2013
37.68 km El Rosario - Villa de Aragón 2016
27.82 km Indios Verdes - Campo Marte 2018
Total Extension 239.86 km
Note: SEMOVI
In particular, the “total length of public transportation per 1,000 population,” a major
indicator of the level of public transportation networks, is perceived to be good in Mexico
City with about 0.0506km/thousand people.
This is a major indicator that can confirm the degree to which the resident population of
urban areas is receiving benefits, and Seoul and Mexico City are similar.
<Table 9> A Comparison of Public Transport Length in Mexico City and Seoul
Mexico City Seoul
Metro: 226.5 Subway: 342.6

Road Length(km)
Metrobús: 239.9 BRT: 124.2
Area(㎢) 1,495 605
Public Transportation Extension per unit area (km/㎢) 0.31 0.77
Public Transportation Extension per thousand people

0.0506 0.04909
(km/thousand people)
3) Characteristics of Public Transportation Use
In Mexico City, five public transportation vehicles are mainly operated, and a total of
1,200, 127,863 public transportation users(as of 2021) are transported annually, so public
transportation within the city is a important transportation.
In particular, public transportation is a popular means used by all classes, and the
demand for movement of the urban population continues to increase, but roads are 031
congested and public transportation networks are insufficient, facing problems in urban

society.
In addition to the means mainly operated by public institutions, Mexico City has a public
transportation type called Microbüs operated by private companies(The exact amount of use
is unknown because the integrated payment card in Mexico City is not available).
Therefore, when reviewing the mode choice, it is judged that Microbüs has the largest
approximate number of transportation, but this section only describes the current status of
public transportation.
[Figure 12] Mode Share of Public Transportation in Mexico City

Metro, which transports the largest number of public transportation users, transports
794,299,549 people per year (as of 2021), and 1, 2, and 3 out of a total of 12 routes are the
main routes that transport the most users.
In addition, the annual traffic volume of metro buses is 245,130,734 units (as of 2021),
and out of the total seven routes, routes 1, 6 and 2 are the main routes that transport the
most users.
<Table 10> Total Number of Transport by Public Transportation(2017-2021)

(unit: thousand people)
Average number of
2017 2018 2019 2020 2021 People using public
transportation
Metro 1,560,829 1,591,984 1,594,651 894,224 794,300 1,287,198
Metrobús 297,369 335,748 371,733 194,000 245,131 288,796
Trolebús 55,433 48,566 42,938 31,155 51,262 45,871
Tren Ligero 30,340 33,767 27,304 14,636 16,167 24,443
032 RTP bús 131,171 145,459 157,348 95,112 93,269 124,472

<Table 11> Average Number of People using public transportation per day by Metro
Route(2019-2021)
(unit: thousand people)
Route Average Number of People using publing transportation per day
1 23,090
2 20,116
3 19,970
4 5,555
5 11,603
6 8,241
7 13,942
8 13,959
9 16,793
A 16,912
B 14,166
12 11,681
Note: SEMOVI
[Figure 13] Number of People Transporting through Public Transportation by month and
means
Over the past three years, the number of public transportation users has decreased
worldwide due to COVID-19, and traffic in Mexico City has also decreased. 033

In particular, according to the daily average number of passengers data provided by the
Mexican City Transportation Ministry, Metro saw an average of 4,972 people decrease by
route, especially routes 12, 2, and 6.
Accordingly, Metro’s total import amount was about 638,825MXN before the outbreak of
COVID-19 (2019), but after the outbreak of COVID-19, it plunged to 376,796MXN (2021).
[Figure 14] Revenue from Metro Fare by Payment Method
Recently, Mexico City, like other countries and cities, is trying to recover its number of
public transport users and income level to a similar level to that of pre-COVID19 through
policies such as the city government’s economic support in line with post-COVID19.
In particular, it is striving to provide better services than before by actively promoting
strategies related to public transportation improvement and integration.
4) Public Transportation Facilities
Over the past five years, Mexico City’s public transportation has seen many changes both
internally and externally as infrastructure such as vehicles, bus stops, and routes has
improved significantly.
In particular, efforts are being made to integrate transportation cards, implement

transfer and card charging services, and improve the design of route maps.
<Table 12> Public Transportation Improvement Plan of Mexico City(2019-2024)

Mode Contents Improvement Plan
• Modernization of Electricity Supply for Routes 1,

• Application of Power System for Routes 1, 2, and 3
2 and 3 • New Central Control Office for Route 1, 2, 3, 4, 5, 6
Metro • Electromechanical devices on lines 3, 4, 7, • 1 train, track and control system on a single line
034 8, 9 • Route A track and train renovation
• Modernization of the fare system • 12 Route and structural renovation and extension
of observation deck
• 3, 4, 5 route expansion
• 10 electric buses on route 3 • 3 route electric buses : 60 to (unit) early next year.
• 1-6 Route Bus Replacement (239 units) • 5, 6, 7 line a new payment method.
Metrobús
• Line 1 and 3 Extension Work • Center for a fuse metrobus
• 2 Narrow Lane Maintenance • 1, 2, 4 70 buses, and new line extension.
• New payment method (CoDi, bank card)
• High-quality buses to reduce emissions

• Acquisition of 171 buses to improve service
RTP bús and improve accessibility
outside of the city (1,000 planned)
• 297 units secured
• 2 and 7 Route Expansion • Expensive Trolebüs operations and 250 old

Trolebús • 201 new buses on routes 1, 2, 6, and 7 vehicles replaced
• 9 Route Restoration Work • 500 new Trolebüs
Tren Ligero • Rebuilding of Routes and Wires • Tren Ligero 6 volumes
• New route 1 with a daily capacity of

9.2km and 50,000 operations
Cablebús • Route 3 to be newly established
• New Route 2, which operates 10.6km and
7.5 million times a day
• 1,214 old vehicles replaced with 489 new

buses • 1,418 scrapped cars to be replaced with 272 new
• GPS to monitor 12,799 buses, help button buses
Microbús
• light installation • Improvement of local services and quality
• Improvement of local services and quality • 5,800 MI cards introduced
• Fuel voucher for service maintenance
However, not all existing public transportation have changed, so improving the
appearance of Mexico City’s public transportation facilities and means, as well as the aging
and cleanliness of internal facilities, is one of the areas that the Mexican city government
should pay great attention to in the future.
[Figure 15] Public Transportation Facilities in Mexico City
MI Card Metrobús stop Metro map Cablebús
2. Policies and Plans
2.1. Public transportation laws and policies

035
1) National laws and Systems

『GENERAL LAW OF MOBILITY AND ROAD SAFETY』, one of the traffic-related laws in
Mexico, is a law that deals with matters related to national mobility and road safety. It aims
to establish the basis and principles for ensuring the right to mobility in terms of road safety,
accessibility, efficiency, sustainability, and equality.
Therefore, a comprehensive approach to regional order and urban development policies

lays the foundation for linking mobility and road safety policies with applicable sectoral
policies.
According to the mobility class specified in this law, the movement of certain vulnerable
groups¹ and cargo is given priority in a vulnerable situation, and measures to reduce
negative socioeconomic issues, inequality, and health and environmental impacts are
described.
Public transport in Mexico is provided as a modes and service to ensure the right of
movement of the people operating under the public goals in terms of mobility, equality, and
sustainability as a whole country. In particular, Table 19, Article 42 summarizes the
1　 Low-income groups, people with disabilities, pregnant women, the elderly, the LGBTTTTIQ community, women, girls, boys, youth,
and other groups facing exclusion in the exercise of traffic safety and mobility as a result of inequality due to certain conditions
definition of ‘integration’ between the various modes currently promoted by this KSP project
and delivers the implications necessary for improving the integrated transportation system
in the future.
2) Public Transportation Oriented Development (TOD) Policy
Mexico City is implementing a low-carbon, sustainable transport policy. A sustainable

transport system refers to a transport system that promotes access and mobility to people,
goods, and services while achieving economic growth and social development without
compromising the quality of the environment.
Mexico, which is notorious for its high air pollution levels since the 1980s, is continuing
various efforts to reduce emissions. As a representative example, it is trying to reduce
exhaust gas by operating eco-friendly modes of transportation through the distribution of
electric buses and public bicycles.
Recently, the trend of converting all taxis in the city to electric vehicles continues. In line
036
with this, the government is implementing a Transit Oriented Development (TOD) policy that
reduces the use of private cars and pursues public transport-oriented development.
The public transport-oriented development policy is a policy that aims to optimize land
use for residential and commercial use and maximize public transport access.
The goal of this policy is to integrate mobility and urban development to reduce the need
for long-distance travel and increase city accessibility.
According to the 『Towards A Transit Oriented Development Strategy For Mexico City』
published in 2017 by the Institute for Transportation and Development Policy (ITDP), Mexico
City’s public transport (Metro, Metrobús, Tren Ligero, Trolebús) has only operated within the
city, but the service itself has been limited in the outskirts.
<Table 13> Main contents of 『GENERAL LAW OF MOBILITY AND ROAD SAFETY』
Item Main contents
• Exclusion of obstacles, barriers to access, and discrimination, and

Principles
physical, cultural, and economic restrictions, and full access to public
Article of mobility Article 13.
spaces, infrastructure, services, vehicles, public transportation and
4 and road Accessibility
mobility systems across urban, rural and island areas are guaranteed
safety
under same conditions with equal dignity and autonomy.
Item Main contents
• Optimize available environmental and economic resources by

Article 15.
maximizing agile and rational movements for both users and goods &
Efficiency
products.
• Meeting mobility needs by minimizing negative impacts on the

Article 16.
environment and people’s quality of life and ensuring the lasting
Sustainability
benefit of present and future generations.
• Ensure that mobility systems, infrastructure, services, vehicles, and

Principles
Article 19. public transport have the requirements and conditions for optimal
Article of mobility
Quality functioning with acceptable characteristics to meet the needs of
4 and road
people.
safety
• Government should address the mobility needs of all people in public
Article 21 spaces, infrastructure, services, vehicles, public transport, and
Equality mobility systems in an inclusive, equitable and non-discriminatory
manner.
• Recognize the differentiated conditions and aspirations to achieve the

Equity equal exercise of rights and opportunities for women, men, and other
groups in situations of vulnerability.
• Mobility and transportation systems and road infrastructure must be designed to

withstand human error so as not to cause serious injury or death and to reduce risks
Systemic that threaten the integrity and dignity of groups in vulnerable situations.
037
Article Approach
5 and Safe • Road design and transportation services should be modified or adjusted to include

Systems positive measures without disproportionate or undue burden to ensure comprehensive
security and accessibility of groups in vulnerable situations according to the needs of
each region.
• The planning, design, and implementation of public policies, plans and programs on
mobility should always benefit individuals and groups in situations of vulnerability,
ensuring the priority of the use and provision of roads according to the following
mobility classes:
Hierarchy
Article • I. Pedestrians, persons with disabilities and persons with limited mobility with an
of
6 equitable and differentiated approach
mobility
• II. Users of bicycles and non-motorized vehicles
• III. Public transport users and operators with a fair but differentiated approach
• IV. Transportation service providers and product distributors
• V. Personal car user
• Mobility is the right of anyone with a comprehensive, quality, and accessible mobility
Article system that allows the movement of people and goods under the conditions of equality
9 From the and sustainability, which should contribute to the exercise and guarantee of other
right to human rights and will be centered on people.
mobility
Article • Mobility allows people to choose how to move freely within and between different
10 population centers to access the goods, services, and opportunities they offer.
• Public and private transport services for passengers and cargo can be developed as an
Integrated integrated system capable of progressively integrating the physical, operational,
Article systems of information, image, and payment methods of various modes.
42 modes of • The integrated transport system can be considered within the planning and
transport implementation of mobility and road safety policies and programs, and can be properly
operated according to urban planning.
Item Main contents
• Public transportation service is a technical activity directly carried out by public

administration with the aim of enjoying road safety on public roads, enjoying road
safety through appropriate circulation regulation, and freely circulating on it, in
accordance with the hierarchy of this law.
• The uniform and continuous performance of the Services, including public spaces,
Of the roads, infrastructure, services, and mobility systems, shall be permanently guaranteed,
Article public regulated and controlled.
43 transport • Competent authorities should ensure that rates determined for public transit services
service are posted in state newspapers or official gadgets for all users to know, with reasonable
estimates.
• Mexico City’s federal agencies, municipalities and territorial boundaries should provide
free public transportation in rural and island areas, avoiding walking longer than 30
minutes or 1 km for primary education, or walking longer than 60 minutes or 3 km for
secondary and secondary education.
Source : DECREE issuing the General Law on Mobility and Road Safety (Mexico City)
As a result, the outlying areas were assumed to be vulnerable to public transport, which
resulted in an increase in the use of private cars and high social costs in the form of negative
externalities such as traffic congestion and environmental pollution.
038 This phenomenon is problematic in that the urban sprawl was not carefully considered
in the mobility plan. These problems can be solved from the reconstruction of urban living
spaces.
An alternative to this is to expand the public transportation network in the city and
encourage the use of walking, bicycle, and public transportation to supplement vulnerable
areas in the city and increase the utility of public transportation.
The basic condition of the TOD policy is the accessibility of public transportation. Hong
Kong, one of the exemplary cities with excellent public transport accessibility, has a well-
established TOD policy, with about 5 million residents living less than 1 km from the metro
station, accounting for 75% of the total population.
As a general TOD policy, it is recommended that a walking distance of 800m² or less from
residence and work is recommended as an appropriate approach to public transportation.
In Mexico City, as of 2017, 43% of the population lived within 800 meters of a public
transport stop.
However, the State of Mexico as a whole, only 24% of the total population lives within
800m of a public transport station due to the limitations of the public transport network.
2　 800m takes about 10 minutes on foot

This shows that the public transport network and infrastructure are distributed around
Mexico City.
Therefore, it is essential to establish a TOD policy through the reconstruction of urban

space and relocation of public transportation infrastructure.
Mexico City government is establishing an integrated transportation strategy to

successfully maximize TOD policy.
From 2013 to 2018, SEMOVI (Mexico City Transportation Authority) developed a strategy
to transform the transportation system into an integrated transportation system.
This is to physically integrate various modes of transportation in the city and to carry out
the service integration plan.
2.2. Mobility Strategic Plan (2018-2024)

039
『PLAN ESTRATÉGICO DE MOVILIDAD DE LA CIUDAD DE MÉXICO 2019』, reported by the

Mexico City government in 2019, is the short-term mobility strategic goal of Mexico City and
it proposes three subdivided themes of; 1) INTEGRAR (integration), 2) MEJORAR
(improvement), 3) PROTEGER (protection). Details are shown in Table 20.
<Table 14> 『PLAN ESTRATÉGICO DE MOVILIDAD DE LA CIUDAD DE MEXICO 2019』 Strategic Goal
1. INTEGRAR 2. MEJORAR 3. PROTEGER
Integration of operating Establishment of safety

Public transport structure
1.1 systems by public 2.1 3.1 infrastructure for
improvement
transportation modes pedestrians and cyclists
Expanding the coverage of Signal and parking system

1.2 2.2 3.2 Road safety policy
public transport networks management
Installation of GPS for Regulation of private

1.3 2.3 3.3 Improving Citizenship
Private Operations mobility services
Expansion of public bicycle Innovation and technology

1.4 2.4
infrastructure improvement
Cargo transportation -
2.5
strategy
2.6 Civic interest increase
Source : PLAN ESTRATÉGICO DE MOVILIDAD DE LA CIUDAD DE MEXICO 2019

1) INTEGRAR
“INTEGRAR”, which is the first theme of Mexico City’s short-term mobility strategy goal,
means “integration”. The lack of integration between the physical and operational elements
of various transportation systems in the city is a problem that is mainly pointed out as a
cause of lowering the mobility of citizens.
Therefore, ‘INTEGRAR’ ultimately aims to improve the accessibility and mobility of

citizens through the physical and operational integration of various public transportation
systems in Mexico City. There are four specific strategies to achieve this.
The first strategy is to establish an integrated operating system for each public
transportation modes.
A good example of this strategy includes unifying payment methods for all public
transportation in Mexico City into one integrated transportation card.
040
Among all public transportation services, the modes of unification with the integrated
transportation card are currently limited to six publicly operated modes. The unified modes
are Metro, Metrobús, Tren Ligero and ECOBICI, and the rest of the private operating modes
such as Microbús are still operating as cash payment methods as payment by integrated
transportation card itself is not possible.
[Figure 16] Mexico City Integrated transportation card
Mexico City Integrated Mexico City Integrated

transportation card (front) transportation card (back)
Source : Author
Differences in payment methods caused by different operating entities limit financial

control between modes and become an obstacle to integration of operating systems.
In order to solve this problem, strategic measures are needed to install related equipment
so that payment can be made in a method that is not possible with the integrated
transportation card payment method.
However, in the case of private modes such as Microbús, if a payment method is added
with an integrated transportation card, the income cannot be settled immediately on the
day, which may cause financial problems for companies and drivers.
Therefore, in the short term, it may be possible to consider a method to apply the
settlement method differently to the private operating entities, and in the long term, the
Mexico City Transport Ministry can benchmark the quasi-public system currently promoted
by Seoul to devise a strategy as shown in Table 2.
<Table 15> 『GENERAL LAW OF MOBILITY AND ROAD SAFETY』

Type of Quasi-public
Contents
management system
• A method in which local governments or the government manage and

Income management type redistribute revenues from routes while acknowledging the operator’s right to
operate routes
041
• The ownership of the route is managed by the local government or the

government, and the operation right of the route is taken through bidding for a
Route management type
certain period of time.
• Globally, route management is the main quasi-public management system
• A method of entrusting operation with financial support such as vehicle

purchase and loss compensation for a specific route to a bus transportation
Consignment management type
business association, corporation, or private bus transportation operator by a
local government or the government
The second strategy is to expand the coverage of the public transport network.
Currently, public transportation in Mexico City is limited to residential areas within

walking distance in the western part of the city. As a result, there is a limit to the use of
public transport in the eastern part of the city and in the mountainous region, so it is
necessary to expand the transport network.
Therefore, the Mexico City government plans to build four Cablebús routes in the eastern
part of the city to secure the accessibility and mobility of citizens.
Currently, Lines 1 and 2 are in operation with lengths of 9.2km and 10.55km, respectively,
and Line3 is under construction. As both routes are designed to be linked with other public
modes at each stop, it is positive that the accessibility and mobility of the vulnerable can be
greatly increased.
[Figure 17] Cablebus status
Cablebús Line1 Line2

The third strategy is to install a GPS (Global Positioning System) in civilian operating
vehicles.
Privately operated modes cannot grasp vehicle operation information, so there is a limit
to linkage and integration between modes.
042
The GPS device attached to the vehicle can track the movement route, movement speed,
and even the driver’s driving habits, so the information collected from the device will be
used to build an integrated framework for public transportation services.
The fourth strategy is to expand the distribution of ECOBICI infrastructure.
This is not only the goal of the government to promote eco-friendly modes according to
the city’s eco-friendly policies, but also the intention to link and integrate between modes by
converting short-distance modes of transportation to bicycles.
Therefore, the government plans to install public bicycle infrastructure near public
transportation stops for efficient access linkage between other public transportation modes.
Specifically, it is planning to increase the supply of ECOBICI infrastructure by 100%.
In addition, according to the plan to expand the bicycle lanes by about 15%, the mobility
of citizens using bicycles will be further secured if the entire network is extended by about
30km.
2) MEJORAR
The second topic “MEJORAR” means “improvement”. Here, “improvement” refers to

increased mobility with efficiency and accessibility. Its ultimate goal is to increase public
transport access, improve safety, and ultimately improve the quality of networks and
vehicles, with a focus on interconnection of modes and services in Mexico City.
In response, the Mexico City government proposed six strategies, but reviewed three
strategies directly related to the public transportation system.
The first strategy is the structural improvement of public transportation. Improvements

include maintenance policies and networks. According to STC-Metro’s 2018 data, Metro
experienced 22,195 train breakdowns per year, with 33% of Trolebús out of service for
maintenance. In the case of Tren Ligero, currently only two out of three are in operation, so
it is necessary to supplement the maintenance policy for public transportation.
Therefore, it is planned to improve operational efficiency by managing the maintenance

policy of Metro trains and securing 900 buses (100 Tren Ligero·Trolebús, 800 RTP bús). In
addition, in order to solve the problem of significant traffic congestion in the city, it is
planned to install public transport exclusive lanes on the road to separate public transport
and general vehicle movement. This has the effect of not only improving the quality of
043
modes by increasing the mobility of public transportation, but also alleviating traffic

congestion in the city.
The second strategy is signal and parking system management. There are a total of 18,000
primary intersections in Mexico City. Of these, only 3,200 intersections have signalled
systems. The signal system is being operated individually at each intersection, and there are
no rules that can be linked to the operation of the signal.
Therefore, it is necessary to improve the signal system at intersections, and to establish a

communication system between intersections to manage traffic through efficient signal
operation.
Two types of parking meter systems (EcoParq, Opevsa) are in operation in the case of a
parking system in the city.
The two systems are composed of different mobile apps and payment systems, causing
confusion for users, and the issue of operational transparency is raised. Therefore, by
integrating the operating system of the parking meter system, management efficiency is
improved, and citizens’ convenience is improved.
The third strategy is the regulation of private mobility services. As smartphones became
common, a number of mobility systems through mobile apps appeared. The indiscriminate
expansion of mobility services in cities causes deterioration of service quality and user
safety issues.
In the case of taxis, with the commercialization of mobile app based taxi operation such
as Uber, official and unofficial taxi systems are being operated with different operating
systems.
In the case of sharing modes through mobile apps, the short-distance mobility of citizens
has improved with the spread of bicycles and PM (Personal Mobility), but regulations on
safety issues including pedestrian accidents are necessary.
Therefore, the government plans to strengthen regulations on private mobility services

operated by mobile apps.
3) PROTEGER
044
The third topic “PROTEGER” means “protection”. Although “protection” simply means
reducing traffic accidents, the ultimate goal is to ensure the safety and security of citizens
when using public transport.
In fact, problems such as violence and harassment due to gender inequality frequently
occur in Mexico City.
Therefore, the government plans to form a safe transportation culture through the
following three strategies.
The first strategy is to build a safety infrastructure for pedestrians and cyclists.
While the government encourages the use of pedestrians and bicycles, there are
insufficient safety facilities for pedestrians and bicycle users, which poses a high level of
safety risk to the citizens. According to INEGI data, a total of 301,678 traffic accidents
occurred in Mexico City in 2020.
3,826 people died and 71,935 people were injured due to traffic accidents. Therefore, the
government plans to carry out short-term projects targeting 32 major intersections.
Improve the safety of citizens by improving the space by installing geometric adjustments
and appropriate infrastructure according to the characteristics of each intersection.
Furthermore, it is judged that the application can be extended to all intersections.
The second strategy is to implement road safety policies. Establish a road safety policy
emphasizing the protection of the transportation vulnerable, centered on the 10 rules for
road coexistence for mutual respect for road users. In addition, it plans to cause changes in
users’ behavior through a series of processes, such as supplementing the monetary fine
system in force for violations of traffic laws through the driver point system.
The third strategy is ‘improving citizenship’. Harassment and violence are frequent due
to gender inequality in the city. In particular, since discrimination and violence against
women have become a significant social problem, so it is necessary to present long-term and
short-term strategies to regulate and prevent them. In the short term, the strategy
guarantees mobility right for women by implementing awareness-raising campaigns and
providing women-only transportation. In the long term, it plans to establish a safe public
transportation culture by strengthening legal punishment rules for bullying and violence
that occurs in transport modes.
045
2.3. Gender-sensitive policy for the safety of female public

transport users
According to a survey conducted by UN Women and EPADEQ in 2018, 54.4% of 3,214

women who responded to the survey answered that they felt anxious about sex crimes
when using public transportation.
In addition, it was mentioned that there are limitations in mobility, such as refraining
from traveling alone by women and not going out at night or early hours.
The government installed CCTV cameras and lighting in the city and integrated transit
center (CETRAM) in 2019 as these women’s anxiety increased.
This somewhat relieved the anxiety felt by women and improved security, which helped
to some extent, but it could not completely solve the women’s safety problem that occurs
when using public transportation.
Experts say that the cause of sexual crimes in public transport is that public transport
infrastructure and services are designed incorrectly.
That is, infrastructure and services have been developed without taking into account the
mobility needs and patterns of men and women.
Therefore, the government is implementing various systems to solve problems caused by
sex crimes in public transportation, focusing on infrastructure and services.
<Table 16> Policy to prevent sex crimes in public transportation

Year of
Policy Modes of application Applied area Contents
introduction
1970
Female-only Metro, Metrobús, Enforcement of women-only
Vehicle (2008
vehicle Tren Ligero, Trolebús vehicles
Expanded)
Pink modes /
Introduction of women-only
Athens Program RTP bús, Taxi Vehicle 2008
transportation
Emergency Installing an emergency

Taxi, Microbús Vehicle 2017
button button in the car
Hazme el Paro, Educational project for

Microbús Vehicle 2013
Stage 1 solving sexual crimes
Metro, Metrobús,
Police stationed at
Tren Ligero, Station Police stationed at each stop 2019
the station
Trolebús, Microbús
046 Communication Vehicles, stations, Campaign to raise awareness

Various regions 2008
campaign and surroundings of women’s issues
A project to induce a change

Public space Access
Various regions in perception of public 2007
restoration environment
places
Metro, Metrobús, Establishment of public

Information All
Tren Ligero, Trolebús, transportation information 2012
system (Stop data))
RTP bús database
Establishment of procedures
Metro, Metrobús, for receiving sex crime
Response protocol Tren Ligero, All reports and responding to 2008
Trolebús, RTP bús employees in public
transportation
Strengthening the
Station and
Hazme el Paro, Public places, management system for
surrounding 2017
Stage2 Metrobús women’s safety in public
environment
places
One of the exemplary systems for solving the problem of sexual crimes is the operation
of women-only vehicles. →
The establishment of the first two metro trains for women was the first system adopted
by the government in 1970 to solve the problem of sex crimes in public transportation.
Although the level of institutionalization was insufficient at the beginning of its

introduction, in July 2000, the first two metro trains on 6 routes were officially set as women-
only vehicles, and only women and children under the age of 12 used them.
In 2007, the target of women-only vehicles was expanded to include women, children
under the age of 12, and the disabled.
Since 2008, Metrobús, Tren Ligero and Trolebús have also designated some rooms as
women-only vehicles.
Police are stationed at Metro stops to manage women-only vehicles, and physical barriers
are used to mark the vehicles.
However, there is a limit to accommodating all women in the city with only the specified
number of trains.
Pink modes is a system that overcomes the limitations of women-only vehicles.
047
Pink modes means women-only buses and taxis, and it is different from women-only

vehicles, where only a part of the train is used by women in that the entire vehicle is used
only by women.
Pink modes was introduced in 2008 by InMujeres (National Institute for Women in
Mexico) through the Atenea program.
Pink modes have two meanings.
First, it is to solve the security problem related to women in public transportation by

providing more dedicated space for female users compared to female-only vehicles as a
separate mode of transportation.
Second, to gain wider visibility on the need to ensure women’s rights and to use striking
colors as part of an education campaign to serve as a publicity campaign.
In fact, InMujeres decided to use the color of the vehicle to stand out in order to raise
awareness of women’s rights issues and the need for equal mobility, and according to the
color of the vehicle, it was called Pink Bus/Taxi.
[Figure 18] Pink (female only) Transportation
Pink Bus Pink Taxi
In addition, the government is implementing systems such as establishing and

supplementing safety infrastructure such as installing emergency buttons in vehicles and
strengthening public place management systems for women’s safety or deploying police at
public transportation stops.
Also, above all, to improve citizens’ awareness of sex crimes, related education programs
048 are being implemented and continuous efforts are being made to solve sex crimes in public
transportation.
However, the current system only separates the gender in public transportation use, and
there is a limit to solving the fundamental problem.
Women spend more money and time to use safe modes such as pink modes, and this
phenomenon is called “Pink tax”.
Due to this, the problem of disproportionate and heterogeneous public transportation

traffic patterns according to gender is serious.
Therefore, when establishing a system to solve the problem of sexual crimes occurring in
public transportation, it is important to consider the difference of traffic patterns by gender.
[Figure 19] Protection policy scenario according to the travel patterns of women using public
transportation
ORIGIN DESTINATION
SCENARIO 1
WALKING/BIKING MASS TRANSIT WALKING
SCENARIO 2
WALKING/BIKING CONVENTIONAL WALKING
SCENARIO 3
WALKING/BIKING CONVENTIONAL CETRAM MASS TRANSIT WALKING
049

SCENARIO 4
WALKING/BIKING TAXI MASS TRANSIT WALKING
INITIATIVE/PROGRAM
Temporary initiatives/pilots/studies
Panic Buttons Hazme el Paro Second Hazme El Paro : Access Environment Conditions
Full programs/policles
Women-Only Cars/Cabins “Pink” Transport/Atenea Program Reporting Protocol
Rehabilitation of Public Spaces Information Systems Police Officers Located in Stations
Source : TOWARDS A TRANSIT-ORIENTED DEVELOPMENT STRATEGY FOR MEXICO CITY, ITDP

3. Public Transportation Challenges
3.1. Unsystematic bus route system
The main modes of public transportation are the urban railroad, BRT, LRT, electric bus,
and public bus.
Since public transportation in Mexico City differs from operator to operator, there is a
lack of organization to achieve the common goal of increasing the public transportation
share, and operation policies such as name, fare, and transferability of each method are
different, so it is operated inefficiently.
The minibus most used by citizens is owned by the driver, and unofficial bus route
adjustments are taking place, such as adjusting routes between drivers.
There is a problem of overlapping and sporadically running a number of buses on routes

050 with high profits.
3.2. Lack of governance (or weak governance)
1) Public transportation operation status
[Figure 20] Organizational Chart of Mexico City Public Transport Organization
Organizational Chart of Public Transportation Operating Institutions
Mexico City’s public transport operators are largely divided into two main entities: 1)
public and 2) private.
2) The role of transportation institution
<Table 17> The role and name of related Organization

Organization Name Role
• The Government of Mexico City has established a mobility regulatory framework

Mexico City Government
with security, accessibility, efficiency, equity and multi-modal operation as the top
(CDMX)
priorities.
• A government agency responsible for regulating and supervising mobility-related

Mobility Department
organizations and companies, in particular, granting permission to operate a
(SEMOVI)
corridor system to transportation companies
• Responsible for the construction, maintenance and operation of mass

Collective Transport System
transportation modes, and administrative tasks such as fare collection and
(STC)
settlement between modes such as urban railroad, LRT, and BRT
Electric Transport Services • Responsible for research, design, and construction of new electric-powered
(STE) transportation routes as well as operation of light rail and electric buses
Passenger Transport • It mainly provides a radial public transport network around Mexico City and poor
Network areas and plays a role in linking the surrounding areas with modes such as urban
(RTP) railroads, LRTs, and electric buses.
• Responsible for planning, management, and control of the public transportation

Metrobús
trunk system
051
Environment Department
• Responsible for supply, operation and maintenance of public bicycle system

(SEDEMA)
• A committee composed of representatives of SEMOVI, BRT, and service operators,

Committee of the operating with the goal of improving service levels, adjusting programming, and increasing
companies profits (reducing operating costs)
• Provide feedback on service plans and periodically review operational results
The public transport governance is largely operated by the public and private sectors,
and the Public Transport Steering Committee is reviewing ways to improve service level,
adjust programming, increase revenue, and improve service.
Howwever, there is no physical facility where various stakeholders can gather and hold
meetings based on real-time traffic information.
3.3. Segmented transportation fare payment system by modes
Mexico public transportation fare payment system is divided into a transportation

operated by public and private sector. Therefore, it is necessary to improve the public
transportation system by introducing an integrated transfer discount fare system and
expanding integrated public transportation cards.
In some public transportation operated by public sector, transportation cards can be

used, but subway and microbus companies prefer cash because they value liquidity.
Mexico has low trust in the financial sector, low credit card usage for the purpose of tax
evasion, and a unique culture that prefers to use cash. In order to increase the use of the
integrated transportation card, an inducement that integrates various functions is needed.
3.4. Absence of an integrated traffic management system
Integration includes physical integration, operational integration, and payment method

integration. An integrated plan that can check the routes of all modes of transportation in
the (physical) map should be possible.
Bicycle is one of the factors added to the integration of public transport. Bicycles are the
most used for first/last mile traffic, but they were not included as a mode of transportation in
the past and are used only on bicycle-only roads, so it should be planned to use the bus lanes.
(Operation organizer) The small bus most used by citizens is owned by the driver, and
integration with public transportation is necessary to introduce integrated traffic
management.
052
(Payment method) Since users of public transportation in Mexico City arrive at their
destination through multiple routes, it is necessary to introduce an integrated payment card.
4. Cooperation with International organizations and

Major countries
1) Current status of economic cooperation with Mexico in major countries
There are a total of five countries that have promoted economic cooperation with
Mexico: France, Chile, Colombia, the United States, and the Republic of Korea. Table 22
shows the status of economic cooperation by country.
<Table 18> Mexico’s Economic Cooperation

Category Economic Cooperation
• Sustainable Jalisco Rio Verde Basin Project

• Technical support for sustainability of infrastructure construction planning process
France
• Strategic Academic-Science Mexico-France Partnership
• Extended collaboration in academic, science and technology, health and research fields
• Programs and Projects for the Chile-Mexico Joint Cooperation Fund

Chile • International cooperation for development and continuity
• Strengthening cooperation in economy, innovation, technology, and business fields
Category Economic Cooperation
• Bilateral Agreement on Administrative Mutual Aid and Customs Information

• Exchange
Columbia
• Promote the flow of trade and investment between the two countries
• Technical cooperation for land policy implementation
• National Development Cooperation Strategy (2020.09~2025.08)

• Promote economic growth, expand the market
USA • United States-Mexico-Canada Agreement (USMCA)
• Supporting the backbone of win-win trade and regional economic recovery
• Create jobs, improve worker protection
• Policy advice for strengthening economic capacity (2013~2014)

• Improvement and expansion of the industry-university-linked education system of TESCo, Mexico
• Establishment of CETAI development plan for nurturing professional manpower in the automobile
industry in Queretaro
• Policy advice for the creation of a new industrial complex in Altiplano
• Establishment of design center and manufacturing support center to enhance innovation capacity
of small and medium-sized enterprises in Chihuahua metal parts industry and establishment of
operation plan
• Reinforcement of innovation capacity for sustainable economic
• development (2015~2016)
Republic of • Implementation of industry-government-academic linkage strategy in Colima Technopark regional
Korea innovation system
• Development of SME policy for sustainable growth of Chihuahua
• Strengthening vocational education and training to improve productivity 053
• Industry-academic linkage plan and implementation for technical support for SMEs and human

resource development in Mexico
• Strategies for nurturing small and medium-sized enterprises (SMEs) for the
• revitalization of a sustainable local economy (2016-2017)
• Research on the expansion of CAI centers and evaluation methods to promote human resource
development and strengthen the competitiveness of SMEs
• Measures to ease financial restrictions on SMEs in Chihuahua
• Strategies to activate Colima Technopark
2) Current Status of International Development Organization’s Projects in Mexico
There are four international development organizations that promoted urban and
transportation-related projects in Mexico: The World Bank, IDB (Inter-American
Development Bank), the United Nations (UNOPS), and the EU.
The main projects promoted by each organization are shown in Table 26.
<Table 19> Current Status of International Development Organization’s Projects in Mexico

Category Major Business
• Urban transportation project (May 28, 1987 ~ January 18, 2018)

• Corridor improvement, public transportation, road maintenance
• Federal Roads Modernization Project (June 25, 1997~Jan. 18, 2018)
World
• Strengthening institutional capacity for road network management
Bank
• Sustainable Transportation and Air Quality (2009.12.23.~2018.01.18.)
• Decrease in the growth rate of greenhouse gas (GHG) emissions
• Inducing policy change for sustainable transport projects
Category Major Business
• MX Urban Transportation Transformation Project (2010.03.25.~2019.10.30.)

• Low-Carbon Growth Path
World
• Environmental Sustainability and Urban Resilience (2020.12.17.~2021.07.08.)
Bank
• Enhancing environmental sustainability and resilience
• Expanding access to resilient urban infrastructure and social housing
• Support for modernization of urban transportation companies (2008.10.06.~End)

• Public transport (bus, train, cable), infrastructure and equipment
• Sustainable city mobility support project (2015.11.12.~end)
• City transport infrastructure
IDB
• Knowledge exchange for public transportation Dual Concessions (2019.07.31.~Closed)
• Mexico City Public Transportation Expansion Support Project (2019.09.23.~Enforced)
• Sustainable Jalisco Rio Verde Basin Project (2014, UNOPS)

• Technical support for the sustainability of the infrastructure planning process
• Transportation Modernization in Mexico City (2019, UNOPS)
• Mexico City transportation network upgrade support
UN • Delivery of new transportation business (2020.08.06., UNOPS)
(UNOPS) • Technical support to help improve compliance with international standards for project management
• Inter-Korean Cooperation between the United Nations and Mexico (2014),
• United Nations
• SSC system support, best practices systematization, network activation
054
• Support the institutional and operational development of SSC
• Social Cohesion Laboratory II (2017)

EU
Equal opportunities for basic public services, employment, justice, security and human rights
5. On-site Survey
5.1. Visit to local institutions
1) Calypso Network Association
Mexico City’s integrated card system has a DB of boarding location, fare, and time, and
other modes collected route data through GPS.
In addition, the level of technological prowess for constructing an integrated payment

system in the future, such as the versatility and scalability of the Mexico City integrated card
system, was identified, and necessary information and future directions were confirmed for
the establishment of the Mexico City integrated system.
[Figure 21] KOTRA,Calypso Network meeting
Source : Researcher’s field detailed survey (2022.05.12.~05.20.)
2) Sistema de Transporte Colectivo(STC)
STC is an organization that operates Metro in Mexico City and operates a total of 12 lines,
about 226 km, and 195 stations. It has been operating since 1969 and has started the
improvement project starting with Line 1 for the improvement of aging facilities and plans
055
to implement the improvement project sequentially.

In addition to the routes, the control center is also being improved. Metro is currently
operated as a free transfer system between routes, and BRT operation is being used in the
case of the improvement project section. The replacement BRT also has a free transfer
system with Metro.
[Figure 22] Sistema de Transporte Colectivo(STC) meeting

3) Secretaria de Movilidad(SEMOVI)
SEMOVI, Mexico City’s Ministry of Transport, is in the process of transferring the private
buses operated by each of them to a company that can manage them.
When establishing an integrated system, a discount system between modes and transfers
is under review for the integrated fare system, and there was an opinion that it is difficult to
promote a distance-based fare due to the low-income class living in the outskirts.
There is a need for a research direction on promoting public transportation

improvement and providing similar service quality by all modes in a direction that promotes
coexistence with private companies.
[Figure 23] Secretaria de Movilidad(SEMOVI) meeting
056
4) Servicio de Transporte Eléctricos (STE)
STE is the organization operating the electric power modes, operating Trolebús and Tren
Ligero. Trolebús is currently operated with 300 buses on 9 routes.
Currently, about 66% of public transportation users use the integrated transportation
card, and this is being expanded to all.
The 10th line currently under construction is a line connecting Mexico City and State of
Mexico, and there are plans to expand the 11th and 12th lines in 2022 and 2023, respectively.
[Figure 24] Servicio de Transporte Electricos(STE) meeting
5) Red de Transportes de Pasajeros(RTP)
RTP is an organization that operates public buses and operates about 1,000 vehicles.
About 80% of integrated card terminals are installed, and it is expanding to the whole.
Vehicles are normally used for 10 years, but due to budget constraints, they have been
057
used for about 20 years.

In the future, we plan to introduce eco-friendly modes to transition to a sustainable mode
of transportation.
[Figure 25] Red de Transportes de Pasajeros(RTP) meeting
6) Centro Infromativo de Transporte inteligente(CITI)
CITI is a control center that controls Metrobús in real time.
Cameras are installed on the inside of the bus and at each bus stop to manage them so
that they can respond to risks in real time.
Information is provided in real time so that you can check the arrival information of the
next bus for each stop on Metrobús stop monitor, mobile phone and website. Depending on
the road conditions, it is divided into roadside or central bus stops, and modes transfers
between Metrobús are possible.
In the future, it is planned to gradually develop into a mode that can be used more
conveniently by citizens.
[Figure 26] Centro Infromativo de Transporte inteligente(CITI) meeting
058
5.2. Conduct Survey on Public transport system
To improve the public transport system in Mexico City, on-site survey was conducted to
investigate current public transport system. To compile basic information for demand
analysis, we experienced various transport modes such as subway, buses and shared
bicycles and investigated related public transport facilities.
1) Metro
The Metro in Mexico City is smaller and older than the subway in Seoul, and, the subway
is gradually being replaced with a new one.
Public transport users use integrated transportation card for metro, and transfer
between routes by tagging the transportation card only at the boarding gate.
Information on waiting time is also provided through electronic signage, and police are
stationed at each station to ensure the safety of citizens.
[Figure 27] Mexico City Metro Field Investigation
2) Metrobús
Mexico City’s BRT (Metrobús) operates in three types: regular buses, double-decker buses,
and articulated buses, and operates a dedicated lane. You can use 100% transportation cards
(including one-time use) and transfer between routes for 2 hours based on the ride.
059

Depending on the route, ride at the central lane stop and, on the street, and operate
variable lane stops. At the central lane stop, the card is tagged at the stop, and at the variable
stop, payment is made on the bus.
[Figure 28] Metrobús in Mexico City

[Figure 29] Metrobús station in Mexico City
3) Trolebús
Trolebús in Mexico City has wheelchair ramps for the handicapped-people and seats for
women.
060 Currently, the new bus and the old bus are mixed and operated at 2 pesos on the general
route and 4 pesos on the dedicated lane route.
[Figure 30] Trolebús in Mexico City
4) RTP
Both old and new RTP buses are operated.
Dedicated garages are used and most of them are equipped with integrated
transportation card terminals, but only cash can be used in case of terminal failure.
[Figure 31] RTP in Mexico City
Source : Researchers’ field detailed survey (202.05.12.~05.20.)
5) Microbús
Mexico City Microbús is a privately operated bus that has been approved by the city
government and there is also a route that has recently been integrated into a company
managed by the Mexico City Department of Transportation.
061
The integrated transportation card cannot be used on buses other than routes operated

by the Ministry of Transportation, which are the most used modes by citizens, and there is
no fixed stop, and passengers are getting on and off the bus at the desired place.
There is a plan to integrate personal modes into a company operated by the Ministry of
Transport, and when incorporated into a company, it will be operated as a new vehicle on
the right side of Figure17.
[Figure 32] Microbús in Mexico City
6) Ecobici
Mexico City citizens use bicycles a lot, so the shared bicycle system is well established
and a dedicated bicycle lane is installed.
Bicycle lanes are shared with some buses, so there are areasthat require attention for
safety. Rentals and returns are carried out through the equipment installed next to the rental
office.
[Figure 33] Ecobici in Mexico City
062
03
CHAPTER
Diagnosis of Public Transportation Problems

from User’s Perspective
Teagyun Kim, Director, Studio Galilei Co., Ltd.
1. Overview of Current Public Transportation Challenges

2. Movement Efficiency and Equity Empirical Analysis
Diagnosis of Public Transportation Problems
from User’s Perspective
Teagyun Kim, Director, Studio Galilei Co., Ltd.
1. Overview of Current Public Transportation

Challenges
1.1. Convenience
1) Transfer time 065
CHAPTER 03 Diagnosis of Public Transportation Problems from User’s Perspective

According to a 2007 survey, it took an average of 46 minutes to travel within a station for
a departure from or destination in Mexico City, and an average of 85 minutes to travel
between Mexico City and the metropolitan area.
A person who reside or works in Mexico City will need at least 82 minutes per day to
travel, assuming at least two trips per day. On the other hand, those who lived in Mexico City
and worked in the suburbs, or vice versa, took at least 175 minutes per day.
On average, it was surveyed that the travel time of public transportation is longer than
that of theprivate car owners, which is mainly used by the low-income class and takes up
more than 50% of the city’s travel. For example, using STC Metro takes an average of 39%
more time than private cars, which means that group transport (54%), suburban buses (33%)
and RTP also take longer than private users.
<Table 20> Mexico City Station Average Transfer Time by Travel Purpose
(unit: minutes)
Travel Purpose Average Male Female
Home 54 60 48
Work 64 65 61
School 41 41 41
Travel Purpose Average Male Female
Shopping 29 37 25
Sports, Recreation 43 42 43
School pick-up 26 32 24
Other Purpose 52 55 51
Hospital 54 54 54
Religious Activity 36 39 34
Others 51 51 50
Source : Statistics Mexico (2017)
2) Transfer distance
If you live or work in Mexico City and use public transportation such as trams, subways,
trains, buses, and cable cars to get to work or commute to work, the average distance is 10.6
km. The proportion of Mexicans traveling above is 59%.
066
1.2. Equity - Access to public transportation for the
underprivileged
Guarantee the right to move for the underprivileged who live in the suburbsof the
Mexico city
The Mexico City government views ‘mobility’ as a fundamental right of all human beings,
and the guarantee of mobility is an important issue directly related to the opportunity for
people to work and pursue well-being. However, recently, the need for improvement has
been raised by the Mexico City government on the problem of geographical and social
inequality closely related to transportation due to the fragmented transportation system.
A total of 5-6 types of public transport can be used in the downtown area of Mexico City,
whereas in the mountainous areas of the outskirts, transportation is limited to 1 or 2 and the
interval is long. So, it takes quite a long time for low-income people living in outer areas to
commute to and from the city center.
In addition, it was found that most of the people living in areas far from the city center
had a very high proportion of transportation expenses in their total income (PIM, 2024).
In the case of undeveloped areas outside Mexico City, public transportation facilities are
inefficient, and infrastructure is not properly managed and neglected. In addition, mobility
inequality between urban and outer areas is severe as buses or cars are almost impossible
to operate due to lack of infrastructure compared to user demand.
1.3. Safety: Low rate of female use due to molestation and sexual
harassment in the subway
In an interview with 3,214 people in the “Survey on Sexual Violence in Transportation

and Other Public Places in Mexico City” conducted by UNMujeres and EPADEQ in 2018,
88.5% of all respondents said they had experienced sexual violence when traveling to urban
transportation or public places in the past 12 months.
Sexual violence mainly occurs on subways(16.1%), on foot(15.5%), on minibuses (11.4%),

bus stops (8.1%), and the perpetrators are mainly males(89.2%) and public transport
drivers(4.7%) ,police(3.3%).
In particular, the most common sexual assaults by public transport drivers were found
067
to be obscene or aggressive sexual praise, derogatory remarks, and criticism of appearance

(EPADEQ and ONUMujeres, 2018).
According to the 2019 Gender Mobility Strategy Report of the Mexico City Department of
Transport, historically, women’s policy participation in the design and implementation of
Mexico City’s transport policies and the operation of transport services has been low.
Consequently, in terms of mobility, the policy failed to reflect the reality that women and
men have different travel goals and times.
2. Movement Efficiency and Equity Empirical Analysis
2.1. Method
1) Overview of data used to diagnose problems with the current public transport
system
The Modal Split Ratio is considered as representative indicator that shows the percentage
of travellers using particular modes of transport compared to the ratio of all trips made in a
city.
However, this indicator does not explain the cause of the problem as it is an indicator
that shows the selection result reflecting the relative competitiveness of private cars in
public transportation.
Therefore, realistic problems in the public transportation system can be diagnosed by

evaluating the efficiency and equity of public transportation in the target city.
The efficiency of public transportation can be judged by comparing the difference

between the speed of movement using public transportation in the city and the speed of
using a car.
Public transport equity can be evaluated by analysis whether the overall effect and fair
distribution of services are both excellent in any area in the city.
In this section, in order to diagnose problems with the public transportation system,
evaluation through data analysis is performed using EOD(Encuesta Origen-Destino) data
collected by SEMOVI in 2017 as well as private transportation information collected in this
068
study.
Ultimately, by comprehensively examining Mexico City’s overall transport behavior and

public transport service level, it is intended to select vulnerable areas that need
improvement.
First of all, the two data to be used in this section are divided as shown in Table 28, and
although each time and content range are different, the content to be analyzed is
complementary according to the characteristics of the data that can be compared before and
after the COVID-19 situation.
<Table 21> Resources for problem diagnosis

Data Name Time Span Spatial Extent Content Scope
Identification of traffic characteristics of

① EOD 2017.01.23.~2017.03.3. 66,625 households (purpose, time, modes,
cost, etc.)
ZMVM(Metropolitan
② Privately- Zone of the Valley of
collected 2022.04.13.~ Mexico) Identification of actual traffic flow
traffic 2022.04.14. (Collection characteristics for 7,150 OD pairs in ZMVM
information period) (time, modes, route, etc.)
(BingMaps)
① EOD Data
The purpose of EOD is to obtain information on the characteristics, purpose, time, and
modes of residents’ passage.
The results of this survey provide detailed information on the traffic patterns of
residents, such as traffic volume and direction.
This information is used for road infrastructure planning, the relationship between
urban structure and traffic, and analysis of the relationship between sociodemographic
characteristics and general traffic.
Canada, Spain, Chile, Argentina, the United States, Colombia, etc. have implemented EOD
other than Mexico, and each country’s transportation policy was established based on the
survey results.
It is necessary to continuously update the data collected by EOD for successful

069
transportation policy establishment and project design support.

Mexico’s EOD was conducted from 23 January to 3 March 2017 for residents aged 6 years
and older living in the Metropolitan Zone of the Valley of Mexico (ZMVM).
Through this survey, information such as 1) weekday and weekend traffic volume
estimation and comparison, 2) identification of the modes of transportation used to reach
the final destination, 3) identification of peak times with high traffic volume, and 4) traffic
purpose, time, and cost were collected.
<Table 22> EOD Overview

Category Contents
Time Span January 23, 2017 - March 3, 2017
Spatial Extent ZMVM(Metropolitan Zone of the Valley of Mexico)
Acquire detailed traffic information such as traffic characteristics, purpose, time, and
Purpose
modes
Necessity Support for successful transportation policy establishment and project design
Subject of
Selected among the population aged 6 and over living in ZMVM (66,625 households)
Investigation
Investigation Details Identification of traffic characteristics (purpose, time, modes, cost, etc.)
<Table 23> EOD Survey
Number of
Category
Questions
1. Resident and household

3
information
2. Available vehicle information 2
3. Socio-demographic characteristics 8
4. Passer information 4
5. Weekday traffic information 31

070
6. Weekend traffic information 32
The spatial range of EOD data analysis is CDMX, and in ZMVM, the spatial range of the
entire EOD, only 85 zone data corresponding to CDMX were selected as analysis zones, and
traffic information of 221,584 people out of a total of 531,594 people was analyzed.
Data consists of information on starting and ending points for each user, modes
information, traffic time information, and user information.
Information on the starting point is the starting point name (zone name), the starting
point type (home, school, office, etc.), and the departure time from the starting point. The
end point information is composed of the same information as the starting point name
information, but additionally includes traffic purpose information.
Information on modes indicates whether the user uses the modes used while passing
from the starting point to the last point, and the number of times it is used.
In the case of using the relevant modes, it is indicated as 1 (used), and in the case of not
using it, it is indicated as 2 (not used).
Here, the modes are largely divided into cars, taxis, public transport, and others. Public
transport includes Colectivo/Micro bús, RTP/M1 bús, Metrobús, Metro, Trolebús, Tren ligero,
etc. Other modes include walking and bicycles.
<Table 24> EOD Data Explanation

Category Contents
Your home, school, office, other people’s

Type of origin
house, restaurant, etc.
Starting point
Name of origin (zone
Name of administrative district (zone name)
name)
Departure time
Departure time from the starting point (up to
minutes)
Your home, school, office, other people’s

Endpoint type
house, restaurant, etc.
End point
Administrative district name (zone name)
Endpoint (zone name)
Arrival time
Arrival time (up to minutes)
Purpose of traffic
Homecoming, going to work, going to school,
shopping, etc.
Car Automóvil 1 (used), 2 (unused), number of uses

071
Taxi Taxi 1 (used), 2 (unused), number of uses

Colectivo/Micro 1 (used), 2 (unused), number of uses
Metro 1 (used), 2 (unused), number of uses
Autobús RTP o M1 1 (used), 2 (unused), number of uses
Autobús 1 (used), 2 (unused), number of uses

Public
Transport
Trolebús 1 (used), 2 (unused), number of uses
Mode
Metrobús o Mexibús 1 (used), 2 (unused), number of uses
Tren ligero 1 (used), 2 (unused), number of uses
Mexicable 1 (used), 2 (unused), number of uses
Bicicleta 1 (used), 2 (unused), number of uses
Moto 1 (used), 2 (unused), number of uses

Others
Caminar en la calle 1 (used), 2 (unused), number of uses
Otro 1 (used), 2 (unused), number of uses
② Privately-collected traffic information data
Privately collected traffic information refers to information constructed in the form of

data by collecting and processing traffic information from private institutions through APIs,
etc.
Among various methods, the Web Crawling method using API was used for the collection
method of this data, which is to automatically search for data existing on the web, and to
directly collect and store data that meets the desired conditions.
Therefore, for comparison with the traffic behavior of Mexico City public transport users
in 2017, before the COVID-19 outbreak, traffic information for 7,140 OD pairs in ZMVM in
April 2022, after the outbreak of COVID-19, was collected from BingMaps.
In BingMaps, real-time route search results of cars and public transportation can be
collected as information.
<Table 25> Privately Collected Traffic Information (BingMaps API)

Category Contents
Time Span April 13, 2022 ~ April 14, 2022, available at any time
Spatial Extent 7,140 OD pairs in CDMX in the Metropolitan Zone of the Valley of Mexico (ZMVM)
Purpose Acquisition of detailed traffic information such as actual travel time, modes, and route
072 Necessity Comparison and analysis with traffic characteristics in 2017 (before COVID-19)
Subject of Investigation Real-time traffic flow of 7,140 OD pairs via BingMaps API
Investigation Details Acquisition of real-time traffic information (using API)
[Figure 34] Privately Collected Traffic Information (BingMaps API) Data

Classification Contents
• Enter the coordinates corresponding to the center of the

Starting point Centroid coordinates
origin
• Enter the coordinates corresponding to the center of the

Endpoint Centroid coordinates
endpoint
(Car/Public Transportation) Total

• Real-time optimal travel distance acquisition
distance traveled
(Car/Public Transportation) Total

Real-time traffic • Real-time optimal travel time acquisition
travel time
information
(obtain)
• Acquisition of real-time optimal route information
• Pedestrian information: walking time, location of the
(Car/Public Transportation) Route walking end point, etc.
• Transfer information: transfer location, transfer waiting
time, etc.
[Figure 35] Centroid (Left), OD(zone to zone) (Right) by Zone of ZMVN (85) in CDMX
073
2) Data Analysis Overview

Methods for diagnosing problems in terms of public transportation efficiency and equity
are analyzed in two categories according to different utilization data.
The first is to analyze the overall movement pattern of the city by using EOD data. This is
to analyze the current situation from a macro perspective, such as the movement pattern
according to the OD travel purpose for each time period or the share of all modes of
transportation.
The second is to analyze the level of access between private cars and public
transportation, which play a representative role in the mobility of citizens in the city, using
privately collected traffic information data and analyzes the current status from a more
microscopic perspective by quantitatively calculating the quality benefits of public
transportation users.
In addition, since the actual travel time and distance between ODs calculated based on
the actual travel route can be collected through privately collected traffic information data,
it has the advantage of being able to analyze the current situation from a macro perspective
which analyzes the CBD and the city center as a model point.
<Table 26> Analysis overview by utilization data
Material Name Privately collected traffic information
EOD Material
Analysis Item data
1) OD traffic analysis between

Analysis of zones
movement Many-to-many analysis 7,140 1) Many to One / One to Many analysis, 85 OD
patterns across (85*84) OD 2) Many to Many analysis 7,140 (85*84) OD
Macro
the city 2) OD pattern by time period/
Level
purpose
Analysis of the Analysis of the share of modes

-
share of modes (2020)
• Many to One / One to Many analysis, 85 OD

Analysis of
• Analysis of CBD and city center as
Private Car-Public
endpoints
Transportation
• Analyze specific areas such as densely
Access Level
populated areas as base/end points
Micro
Level
• One to One analysis
Convenience of • Number of stages of individual zone and
public OD (number of transfers)
transportation • Ratio of walking and first-last mile in total
traffic
074
[Figure 36] Overview of analysis from a macro perspective
[Figure 37] Analysis from a microscopic point of view
075

2.2. Analysis results
1) Level of public transport user traffic
(1) Analysis results from a macroscopic perspective: Analysis of overall city

movement patterns
Using EOD data, the movement pattern according to the purpose of travel by time
(weekday) was first confirmed in terms of the city as a whole.
As a result, in the case of morning and afternoon peak hours that exist twice a day, the
pattern is similar to that of other cities, but in Mexico City, in particular, there is one more
peak hour pattern between 14:00 and 15:00. Confirmed.
Second, the same differential characteristics of daily travel patterns for each mode were
confirmed through analysis
[Figure 38] Result of analysis of movement patterns according to the purpose of travel by
time period
[Figure 39] Result of analysis of movement patterns by modes and time
076
(2) Analysis results from a macro perspective: an analysis of the modes-sharing

ratio
As a result of analyzing the share of all modes in Mexico City with a total of 157,329
individual travel data using EOD data, Microbús was the most used modes, followed by
private cars and Metro.
Unlike Seoul, Mexico City has a very high share of privately operated modes in addition
to publicly operated modes, which can be interpreted as meaning that citizens are highly
dependent on travel modes.
The modes-sharing ratio indicator shows the selection result reflecting the relative
competitiveness of public transportation for private cars, but does not explain the cause of
the problem, so it is necessary to examine a more microscopic causal-type indicator.
[Figure 40] Modes-sharing ratio of the whole modes in Mexico City(%)
[Figure 41] Counting the number of times used by all modes in Mexico City (times) 077
2) Level of accessibility for public transport users
(1) Analysis results from a macro perspective: Comparison of private car-public

transportation access level
First, by using EOD data and privately collected traffic data, an area used for a specific
purpose in the overall city can be selected, and the accessibility level at the time of inflow
can be evaluated in terms of travel time and distance from the remaining 84 zones.
As a result of the analysis, it can be seen that a private car can reach about 90% of the
entire zone in less than 50 minutes, and it can be seen that public transport mobility and
spatial equity are relatively weak.
Second, it is possible to evaluate the level of access to the runoff in terms of travel time
and distance from a specific departure area to the remaining 84 areas.
As a result of the analysis, the difference in reach between the two modes in terms of
time can be assumed to be very poor compared to the difference in terms of distance.
[Figure 42] Comparison of movement equity of inflow modes to a specific point
078
[Figure 43] Comparison of movement equity of outflow modes to a specific point

There is a difference of about 15 kph between the average travel speed when using a car
in Mexico City and when using public transportation.
[Figure 44] Average travel information when using a car
ce
20%
Coche privado Travel Distan
Velocidad media
de los conductor Average 23.66
15%
es de vehículos St. DEV 13.18
= 33.2 km/h CV 0.557
10%
5%
0%
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 80<
079
[Figure 45] Average travel information when using public transportation

Transporte público
20% Travel Time
15% Average 130.71

St. DEV 117.06
CV 0.896
10%
5%
0%
10 30 50 70 90 110 130 150 170 190 210 230 250 250<
3) Convenience level for public transportation users
(1) Analysis result from a microscopic point of view: Analysis of mobility

convenience (stage, number of transfers)
Mobility analysis is an analysis that has recently attracted attention for MaaS (Mobility as
a Service) level evaluation and is an analysis technique for evaluating the public
transportation system from a user-centric rather than a supplier-centric one and to solvee
problems.
User-centered evaluation mainly measures the mobility and convenience of public

transportation, and the indicators include causal indices such as the percentage of walking
among total travel time, the number of transfers, and the number of stage.
In the case of public transportation service providers, only their service spaces are
monitored, so it is possible to manage only a part of the entire movement route through
which citizens use public transportation.
However, from the point of view of MaaS to improve users’ convenience in using public
transportation, it is necessary to improve the problems of the rest of the movement.
In the case of the existing method, only analysis within the public transportation system
is performed, whereas in the case of MaaS, it is a big difference to perform analysis by
setting the entire door-to-door travel process from the concept of stage to the scope of
080
analysis. By changing the scope of analysis, the importance of approaching by foot and the
First-Last Mile is being greatly emphasized.
Stage is a concept that classifies the actual traffic experienced by users of public
transportation, and it is possible to provide more detailed traffic information according to
the classification of each mode.
In particular, the ‘stage’, which identifies the inconvenience of moving, can be viewed as
a cause index that sensitively increases or decreases depending on the number of transfers
between modes and the ratio of first-last mile.
The average number of stages in Mexico City is about 6.55, which is about 1.8 higher than
that of Seoul, and the ratio of stages 7 and 9 is high, indicating that the traffic rate using
transfer is very high.
[Figure 46] Conceptual schematic of ‘Stage’ in Mobility Service Level.
From Home to Work
Stage 1 If Stage = 5 :
‘Walk’
[Walk-Transit-Walk-Transit-Walk] Is very usual
Stage 4 Stage 5
Stage 2 ‘Walk’
‘Subway’
‘Bus’
Stage 3
‘Walk’
SUBWAY
A B
1 Stages: 48%
A B
2 Stages: 19%
A B
3 Stages: 23%
A B
4 Stages: 3%
A B
5 Stages: 5%
More than 5 A B 081

Stages: 2%

In particular, in Mexico City, it is necessary to review whether there are classes or
regions where transportation through transfers is unavoidable at a high level compared to
Bangkok and Jakarta, which are experiencing a similar level of traffic congestion.
[Figure 47] Mobility Service Level Analysis Results: Stage in 4 Major Cities
[Figure 48] Mobility service level analysis result: Average number of transit transfers per zone
The average number of transfers in Mexico City is about 1.89, which is about 0.5 times
082
different from 1.32, which was surveyed as the average number of transfers in Seoul in 2019.
Similar to the density of metro lines and stations, which are mainly used modes, the
number of transfers tends to be distributed differently, and the closer it is to the city center,
the more it is about 1 to 1.5 times.
(2) Analysis results from a microscopic point of view: Movement convenience

analysis (First mile travel ratio)
The average first mile of Mexico City, that is, the time taken on foot for the first stage
from the departure point to the first public transportation boarding point, was analyzed as
about 18.08 minutes for all zones.
This is more than double the 8.69 minutes surveyed as the average first mile walking
time in Seoul in 2019, and it can be judged that the public transport users in Mexico City
have relatively poor access to public transport stops.
The walking time on the first mile compared to the total travel time is about 15.76%, and
the ratio of the first-last mile and the transfer time is about 30.34%, so it can be assumed that
most public transportation users have poor mobility.
However, since this result confirms the average value including areas that cannot be
reached by public transportation services, it is necessary to review the results of reanalysis
taking this into account.
[Figure 49] Mobility service level analysis result: Average walking travel time within the first
mile by zone
083

4) Results of analysis of areas vulnerable to public transportation use
(1) Result of OD analysis on public transportation vulnerability
[Figure 50] Vulnerable OD in using public transportation in Mexico City

<Table 27> Vulnerable OD in using public transportation in Mexico City
O_ D_ Number of Ratio of travel time when
O_ zone _ D_ zone _
zone_ zone_ transfers using public transportation
name name
ID ID (times) compared to private car (%)
1 65 Padierna 73 El Molino Tezonco 2 1894%
2 59 Cuajimalpa 73 El Molino Tezonco 1 1258%
Santa Martha
3 82 73 El Molino Tezonco 2 1227%
Acatitla
4 58 Las Lomas 73 El Molino Tezonco 4 1202%
Chapultepec
5 16 73 El Molino Tezonco 2 1121%
- Polanco
Among the total of 7,140 OD in the ZVMX in CDMX, the OD with the largest difference in
travel time compared to private cars was selected as the OD vulnerable to public
transportation use.
As a result of the analysis, it was confirmed that the five ODs moving El Molino Tezonco
084 (zone 73) to the endpoint were the most vulnerable.
The number of transfers that can determine the level of convenience of travel through
five OD is judged to be 1, 2, and 4, but there is a problem in the connection between the two
zones because it is diagnosed that the actual travel time is excessive compared to the
estimated straight distance time.
This may be caused by problems in the internal public transportation system, such as the
absence of operational public transportation modes and routes, a large detour rate, or a
problem with the interval being too long.
In addition, since the possibility that real-time traffic flow information collected from
private traffic information has not been updated cannot be excluded, it is necessary to
recalculate the analysis results in consideration of the actual data from the field
investigation later.
(2) Result of analysis of vulnerable zones using public transportation
[Figure 51| Vulnerable zone for public transport in Mexico City
085

<Table 28| Vulnerable zone for public transport in Mexico City
Average number of stages
Zone Average number First-mile travel
Zone_name (※ corresponding zone =
ID of transfers time (minutes)
starting point)
1 80 Santa Maria de Xalpa 2.27 19.04 7.10
2 23 Reclusorio Norte 2.61 7.58 7.90
3 59 Cuajimalpa 2.16 13.56 7.26
4 58 Las Lomas 2.44 8.56 7.71
5 74 Tlahuac 2.02 19.73 6.51
6 22 Cuautepec 2.65 5.22 8.08
7 20 Industrial Vallejo 1.92 21.85 6.58
La Magdalena
8 63 1.87 27.21 6.29
Contreras
Parque Cerro de la
9 41 1.80 25.81 6.48
Estrella
Pedregal de Santo
10 48 2.01 13.50 6.79
Domingo
11 19 El Rosario 2.20 10.28 7.17
12 33 San Juan de Aragon 2.00 13.26 6.79

Average number of stages
Zone Average number First-mile travel
Zone_name (※ corresponding zone =
ID of transfers time (minutes)
starting point)
13 27 Tepeyac 1.71 45.17 6.13
Nueva Industrial
14 25 2.46 2.46 7.67
Vallejo
15 26 Politecnico 2.13 9.55 7.17
16 83 Juan Escutia 2.00 14.56 6.51
17 18 Tezozomoc 2.33 6.65 7.30
18 66 San Pedro Martir 2.31 5.44 7.38
19 49 Xotepingo 1.69 22.41 6.19
Desarrollo Urbano
20 78 2.07 9.60 6.77
Quetzalcoatl
For areas vulnerable to public transport use, the 20 zones with the highest total were
selected by comprehensively considering the average number of transfers, first mile walking
086 time, and average number of stages.

As a result of selecting a vulnerable zone when using a total of 20 public transportation,

most of the cases were the zone where the extension of Metro and Metrobús did not exist, or
the zone where the first or last stop of the route was located.
The average number of transfers in the 20 zones was slightly higher than the average,
but the accessibility to public transportation on foot was often worse than the average.
However, until the situation in which microbús, a private operating mode other than
publicly operated modes, is connected to an unofficial route, there are cases where it is not
reflected in the real-time information collected in private traffic information, so a further
review is necessary.
04
CHAPTER
Experience in the Establishment of Integrat-

ed Transportation System in Seoul
Wonho Kim, Office of Research Strategy, The Seoul Institute
1. Historical Background of Public Transportation System

2. Seoul Quasi-Public Bus Operating System
3. The security system to prevent subway molestation
Experience in the Establishment of
Integrated Transportation System in Seoul
Wonho Kim, Office of Research Strategy, The Seoul Institute
1. Historical Background of Public Transportation System
This section summarizes the effects of the policies presented by the Seoul Metropolitan
Government experimentally in coordinating the conflicts between the Seoul Metropolitan
Government and the bus industry over the legitimacy and implementation of the Seoul Bus
Reform in 2003. 089
CHAPTER 04 Experience in the Establishment of Integrated Transportation System in Seoul

Through this, we would like to examine why the introduction and reform of the Seoul
Metropolitan Government’s quasi-public bus system, which contains sharp conflicts between
officials, was successful, focusing on conflict management of stakeholders.
1.1. Phase 1: When Bus was Seoul’s main public transport (1950-
1980s)
City buses were first introduced in Seoul shortly after the Korean War in 1954, and city
buses were almost the only means of transportation. This period was a period when the bus
transportation capacity was insufficient compared to the demand for city buses.
The bus stopped for a long time for operation maintenance and profit, or went bankrupt
due to difficulties in operation maintenance due to soaring fuel costs. During the time when
students and office workers flocked, the demand for city buses soared, and the internal
facilities of the buses were also very poor.
The Seoul Metropolitan Government introduced direct buses, one-minute stops, 5.8 lines,
and city buses during school hours to solve the shortage of transportation power, but the
public policy, which guarantees the sacrifice of bus companies, was eventually suspended or
abolished due to the deficit of bus companies, and citizens’ inconvenience was not resolved.
[Figure 52] Step 1: When Seoul Public Transportation was a Bus (1950-1980)
090 <Table 29> Effects of Traffic Problems and Policy Introduction in the 1950s and 1980s
Period Problem Policy Result
• Bus companies difficult to • Aggravation of civil

maintain due to soaring fuel • Direct bus system inconvenience
costs • One-minute stop system • Soaring traffic demand
• Bus company stops for a long • 5.8 Line System • 5. 8 Abolition of the Line
time to increase profits System (1961)
• Student-only bus stop

• Bus company’s profitability
• The time difference
• Problems of students’ commuting deteriorates (Abolition)
system for office workers
to school • The time difference system for
• Buses for students to
• Shortage of office workers office workers(Continued)
commute during rush
• Abolition of operating deficit
hour, city buses (1967)
• City Bus, Joint Taxi • Additional bus routes

1st term, • Poor city bus conditions Dispatch Supervisory • Increase in the number of
1950s to Service (1962) buses
1980s
• Complaints from deficit-bound
• Rotation Dispatch
companies due to the one-line • Abolition
System
system
• Lack of transport capacity for • Enlargement of the • Integration the number of city
city buses microbus bus companies from 91 to 50
• Implementation of
• Traffic congestion at the stop • Mitigating congestion at stops
Skip-Stop System
• Increased ride time on cash

payment • Introduction of Token • Installation of downtown token
• Absurdity of handling cash System (1977) stores (2,127)
handling
Note: Seoul Transportation Policy Transformation History (Lee, Kwang-Hoon, 2017) References
1.2. Phase2 : Implementation of a comprehensive transportation
system (Early 1980s to early 1990s)
With the opening of the first subway in October 1985, the existing public transportation
sharing structure in charge of city buses and taxis began to change. Automobiles continued
to increase as the 1988 Olympics were held and national income improved significantly.
Nevertheless, city buses were the center of Seoul transportation, and traffic congestion
was serious. In order to solve the congestion in the city center, the Seoul Metropolitan
Government divided the bus vehicles of the route into holes and even numbers and marked
them in different colors, but the operation method was too complicated, causing only
inconvenience to citizens.
As the 1988 Seoul Olympics approached, the Transportation System Improvement Project
(TSM) was introduced to respond to traffic congestion, but this focused on cars, and the bus-
only lane system was the system that improved the driving environment.
091
With the complete opening of the first subway, the demand for buses moved to the

subway, and bus route adjustment began. When the subway line was expanded to Uijeongbu
in 1986, excessive competition between bus companies occurred, and the Seoul Metropolitan
Government implemented a joint bus dispatch system from Uijeongbu to Seoul. However, it
was not promoted due to a dispute of interest between companies and was canceled.
[Figure 53] Phase 2: Time when buses, subways, and private cars implement a comprehensive
transportation system
<Table 30> Effects of Traffic Problems and Policy Introduction in the 1950s and 1980s
• Opening of subway line 1 • Stop bus vehicle numbers by • Complexity of Operation of

• Changes in the structure of dividing them into odd and Urban Stops
sharing transportation even numbers • Increase waiting time
• Smooth communication of
• Transportation System
• Traffic congestion intensifies private cars
Improvement Project (TSM)
at the 1988 Seoul Olympics • Improvement of bus driving
• Bus-only lane
2nd term, environment
1980s to 1990s
• Joint Bus Dispatch System
• Decrease in the number of
for All 382 Routes (1988) • As the conflict of interest
bus passengers due to the
• The Rules of the Urban between bus companies
extended operation of
Planning Act shall be intensified, the joint route
subway lines (1986)
amended to allow public dispatch system could not
• Excessive competition
garages to be installed be promoted and failed
among bus companies
within the greenbelt
1.3. Phase 3 : Completion of the second subway system and bus

structural reform (from the early 1990s to the early 2000s)
092
In 1989, the Seoul Metropolitan Government completed the construction of the subway
feasibility and began construction of the second subway. Construction of the second subway
line began in the first stage of the extension section of the first subway line 2, 3, and 4, and
some sections of the line 5 were opened annually until 2000.
During this period, the number of subway users surged to 25% and the number of private
cars increased to 10.9%, but the number of city bus users decreased by 7.8%.
Cho Soon, who took office as the first elected mayor of Seoul in 1995, promoted a
transportation policy that emphasized public transportation and promoted the reform of the
bus structure of Seoul. Bus-only lanes were expanded, buses were advanced, and local
circulation buses were operated in areas with high demand for private cars. In 1996, when
the bus card system was introduced, the fare was automatically calculated by tagging the
terminal when riding, greatly improving user convenience.
[Figure 54] Step 3: Completion of the 2nd Subway and Promotion of Bus Structure Reform(mid-
1990s ~ mid-2000s)
093
<Table 31> Effects of Traffic Problems and Policy Introduction in the 1990s and 2000s

• Seoul Mayor Cho Soon Launched • Trunk bus (residential area

• Second subway construction
the Policy Bus Reform Planning with poor subway facilities-
reduces the number of lanes
Group from Automobile to Public city-sub-city connection)
on the main road
Transportation (1995) • Branch bus (links to
• Traffic congestion due to the
• Expansion of bus-only lane residential areas, subways,
explosive increase in cars
• Advanced Bus Card System and community centers)
• Management deteriorates
(1996) • City bus system (separated
3rd due to the number of people
• Systematization of bus functions, into out-of-clock buses,
term, using city buses (decreased
such as dualization of trunk and trunk buses, circular buses,
1990s to by 7.8%)
branch lines, etc and village buses)
2000s
• Seoul Mayor Cho Soon’s bus

• Mayor Goh Kun of the second renovation plan failed
term of the popular election is • The Foundation for the
• Road congestion
interested in resolving road Reorganization of Public
traffic congestion congestion Transportation System in
Lee Myung Bak Market
1.4. Phase 4 : Quasi-public Bus period (Early 2000s to late 2000s)
Seoul’s bus reform was reviewed in earnest in August 2002, with the inauguration of the
third mayor of Seoul with a consensus of social urgency that it should be done, and
academic, transportation experts, and public officials participated in the bus reform.
Preparations were completed in just one or two years and reorganized and implemented
on July 1, 2004. The reason for the successful establishment of the bus semi-public system is
that it has improved transparency and improved policy reliability by separating three
functions, such as income allocation management, operation information system, and bus
policy evaluation, which have been unclear (Figure 52)
[Figure 55] Phase 4: The period of quasi-public bus service (from the early 2000s to the late 2000s)
that was just uploaded due to the reorganization of the public transportation system
094
1.5. Phase 5 : Reform of the city bus system (Late 2000s ~ mid 2010s)
Seoul Mayor Oh Se-hoon, who succeeded Mayor of Lee Myung Bak, was more interested
in eco-friendly bus policies from the perspective of air pollution such as electric buses and
LNG buses than in the bus operation system.
In addition, as the 2nd Generation New Town development was promoted, the demand
for transportation connecting the outter city of Seoul and the New Town increased rapidly
due to the suburbanization phenomenon, and the metropolitan express railway was
promoted, but it drifted due to the specification problem.
[Figure 56] Phase 5 : Reform of the city bus system (mid 2000s to mid 2010)
<Table 32> Major Traffic Problems and Policy Introduction Effects in the Early 2000s ~ Late 2000s
095

• The operation of city stops
• Eco-friendly bus policy
• Air pollution is complicated
(electric bus, LNG bus)
• Longer waiting time
• Financial question
• Demand for wide-area bus
5th term, • Gyeonggi-do Provincial • Complaints increase as free
routes connecting the
late 2000s to Government promotes the transfers between buses in
outskirts of Seoul and the new
mid 2010s GTX(Great Train Xpress) Gyeonggi-do and buses in
city is increasing
Seoul are not applied
• The number of buses and • Suggesting a transfer at the • Conflict between Seoul and
wide-area buses in Gyeonggi- border of Seoul Subway Gyeonggi-do (difference in
do continues to increase Line 2 position)
Note: Seoul Transportation Policy Transformation History(Lee, Kwang-Hoon,2017) References
2. Seoul Quasi-Public Bus Operating System
2.1. Policy Background
As the economy grew until the 2000s, the era of one car per person arrived, and the use
of buses decreased due to the construction of the Seoul Metropolitan Subway. The number
of bus passengers decreased, and bus companies suffered from operating deficit, and the
Seoul Metropolitan Government’s financial support to ensure stable bus service began to be
burdensome. This vicious cycle persisted for years.
At that time, the bus operation in Seoul was purely operated by private bus companies
on a self-supporting accounting system basis. After the Seoul Quasi-public Bus Operating
system was introduced in July 2004, the public transportation system was completely
reorganized.
The Seoul Quasi-public Bus Operating System is a hybrid operating system.
A public-private system that sets and manages reasonable bus routes, fares, and bus
operation standards by the Seoul Metropolitan Government, while operating private buses
in according with standards, while the public guarantees an appropriate level of profit to
ensure stable use of public for citizens.
The core goal of this Quasi-public Bus Operating System is to promote interest of the
public, which is the advantage of the public system, to ensure that citizens can receive stable
services, and to let the private sector take charge of bus operation. It is intended to take only
the advantages of the private system.
096
<Table 33> Major Traffic Problems and Policy Introduction Effects in the Early 2000s to the
Late 2000s
Public sector Private sector

Quasi-Public Bus
Definition and • Route adjustment and subtraction rate decision
• Bus operation management
Role • Revenue management
transparency and operation reporting
• Bus Operation Management Supervision
Pros • Public Security • Pursue management efficiency
In the background of the introduction of the bus Quasi-public management system in

Seoul, not only the need to respond to the dual problems of a decrease in bus use rate and an
increase in car use, but also the leadership of Mayor Lee Myung-bak acted as a major factor .
Mayor Lee Myung-bak started reforming the public transportation system of Seoul
immediately after taking office in 2002. An external expert who will lead bus reform was
appointed to key positions, and the Seoul Institute ( which was Seoul Development Institute
by then) , a policy research institute of Seoul, had a public transportation support center to
begin preparing a reform plan .
In order to restore the function of the bus in the policy for automobiles, the Bus Reform
Citizens’ Committee was launched with the participation of experts and stakeholders
centered on 7 civic groups including the Gyeongsil Training Institute .
As a result, the Seoul Metropolitan Government has prepared a public transportation
system with seven package policies.
2.2. Law and Institutional System
Institutional support for the stable establishment of the Quasi-public bus management
system
1) Public transportation integrated transfer fare system
The Seoul Metropolitan Government is implementing an integrated fare system for

public transportation. The integrated public transportation fare system is a fare system in
which fares are charged according to the total distance used, even when transferring
between public transportation means as if using one mode of transportation. The existing
public transportation fare system was an independent fare system in which a fare was paid
for each transfer, and it was an unreasonable system in which a transfer was unavoidable
because there were no routes going at once, and inevitably had to pay as much as the fare
097
was changed. Accordingly, in 2004, the Seoul Metropolitan Government reorganized the bus-

centered public transportation system and implemented the ‘ Public Transportation
Integrated Fare System’.
If this fare system is applied, the irrationality of paying twice or three times the fare for
each transfer will disappear, and individually operated public transportation will be
comprehensively operated and managed from the point of view of the user through the new
fare system, providing the convenience of citizens and public transportation. It can enhance
the competitiveness of the means at the same time.
The maximum number of transfers is up to 5 boardings(4 transfers), and the 6th

boarding is treated as a separate pass. When getting off, the integrated transfer discount
system is applied only when the transportation card is in contact with the terminal. The
integrated fare system is applied only if the transfer time from getting off the previous
means of transportation to boarding the next means of transportation is less than 30
minutes.
2) Standard Transport Cost
In 2004, the city of Seoul introduced the Quasi public bus management system along with
the reorganization of the public transportation system. The quasi-public bus system is a
method in which, instead of transferring revenue from transportation to the Seoul
Metropolitan Government, bus companies pay in proportion to the distance traveled
regardless of transport revenue.
The standard transport cost freed the city bus company from the pressure to generate
profits, so there were positive effects such as eliminating unreasonable operatio, improving
the punctuality of city buses, and improving the quality of bus services.
The city of Seoul established the standard transport cost as a standard for calculating
transportation costs to bus companies.
Standard transport costs are largely divided into operating costs and holding costs.
Operational cost refers to the cost that increases for every km the bus travels. This includes
the driver’s labor cost, fuel cost, and tires. refers to fixed costs in business administration,
and the costs incurred when operating a bus regardless of the distance traveled include
maintenance personnel, vehicle insurance, and maintenance costs.
098
3) Ordinance on Revenue Joint Management
The Seoul Metropolitan Government establishes the “Council of Revenue Management

Companies (hereafter referred to as the Handicraft Association) ” within the business
association to enhance transparency by managing transport revenues, applying for financial
support , and paying standard transport costs .
In accordance with Paragraph 9 of Article 8 (Joint Management of Transport Revenues)

of ｢Guidelines for Joint Management of Transport Revenues｣, audited by an external
accounting firm
4) Ordinances related to the evaluation of city bus companies
The Seoul Metropolitan Government has established the following legal system to induce
competitiveness among bus companies through evaluation of city bus companies and to
provide high-quality public transportation services.
Article 18 of ｢Act on Promotion and Promotion of Public Transportation｣
Article 5 of ｢Ordinance on Financial Support and Safe Operation of City Buses｣
12 Paragraph 1 of ｢Guidelines for Joint Management of Transport Income｣

5) Ordinance on the operation of the Bus Policy Citizens Committee
The role of Bus Policy Citizens Committee is to prepare measures for the sustainable
development of city buses, and to enhance the professionalism and efficiency of city bus
policies, and to secure citizen participation and cooperation.
Seoul Metropolitan Government Bus Policy Citizens Committee Ordinance(enacted on

March 10, 1998)
6) Ordinance on operation of bus citizen monitoring group
Organized the Bus Citizens Monitoring Group in 2012(February 12, 2012) to check the
safe operation of city buses and service conditions, and promote substantial operation by
assigning practical roles.
Seoul Metropolitan Government Bus Policy Citizens Committee Ordinance(Article 12

Citizen Monitoring Group)
099

7) Ordinance on city bus financial support plan and settlement
｢Private Transportation Business Act｣ Article 50 (Financial Support), Article 94-3

(Financial Support) of the Enforcement Regulations of the same Act
｢Seoul Metropolitan City Ordinance on Financial Support and Limited Licenses for
Private Transport Business｣ Article 3 (Subject to financial support)
8) Ordinance on the payment of subsidies for bus fuel prices
In order to alleviate the burden of fuel costs in the transportation industry, the Seoul
Metropolitan Government has been providing subsidies for diesel fuel prices since January
‘01 , and has been providing subsidies for fuel prices to CNG bus vehicles from July ‘17 due to
the revision of the law (December 2016 ) .
｢Private Transportation Business Act｣ Article 50 (Financial Support) Paragraphs 4 and 5
Article 3 of ｢Seoul City Ordinance on Financial Support and Limited Licenses for Private
Transport Business｣
Guidelines for the payment of oil price subsidies by the Ministry of Land, Infrastructure
and Transport (Ministry of Land, Infrastructure and Transport announced)
9) Financial support for businesses with deficits in village buses
In order to improve the poor business environment by providing financial support to

businesses with deficits in town buses, the following financial support basis was prepared to
increase the level of transportation service and to improve the treatment of transport
workers, such as a wage increase.
Article 50 of ｢Passenger Transportation Business Act｣
Subsidization or financing of necessary funds for the operation of unprofitable routes
Article 3 of ｢Seoul Metropolitan City Ordinance on Financial Support and Limited

License for Passenger Transport Business｣
Article 3 of ｢Seoul Metropolitan City Ordinance on Financial Support for Village Buses
100
and Standards for Safe Operation｣
｢2020 Village Bus Financial Support Plan｣Bus Policy Division -14076 (‘20.5.12.)
｢2020 Plan for Adjustment of Financial Support Standards for Local Bus Businesses in
Loss｣Bus Policy Division -29004 (‘20.9.17.)
10) Ordinance on Support for Equipment Expansion of Village Bus Facilities
It was intended to improve the public transportation service level by improving the
operation environment of the town bus by supporting the village bus facility and equipment
expansion project.
｢Passenger Transportation Business Act｣ Article 50 Paragraph 1(Financial Support)
｢Seoul Metropolitan City Ordinance on Financial Support and Limited Licenses for
Passenger Transport Business｣ Article 3 (Subject to financial support)
11) Ordinance on Incentive Support for Town Buses
This ordinance in to support management of town bus companies. The following ordinance
was prepared to evaluate the service level and pay incentives according to the results to
improve the service level for citizens and induce autonomous competition by companies.
Article 18 of ｢Act on Promotion and Promotion of Public Transportation｣ (Management

and Service Evaluation)
｢Seoul Metropolitan City Ordinance on Financial Support and Limited License for
Passenger Transport Business｣ Article 9, Paragraph 4
12) Ordinance on town bus route management
The Seoul Metropolitan Government operates ordinances and guidelines for the efficient
distribution of city and twon bus routes to ensure efficient use of public transportation and
to maintain a sustainable bus system.
Relevant laws: ｢Enforcement Decree of Passenger Transport Business Act｣ and

｢Enforcement Regulations of Passenger Transport Business Act｣
Article 10 of ｢Seoul Metropolitan City Ordinance on Financial Support and Limited

101

License for Passenger Transport Business｣
13) Ordinance on operation of city bus Quasi-public management system
The purpose of Seoul Metropolitan Government is to ensure the transparency and

appropriate financial support for city buses by stipulating matters related to the
implementation and operation of the city Quasi- public bus manangement system, and to
contribute to the improvement of service and safety of city buses to citizens.
Ordinance on the operation of the Seoul City Quasi-Public Bus Management System
2.3. Governance
1) Literature review
(1) Theory of Governance
Governance, which has been recently discussed in various academic fields, has become
difficult to solve in the existing state-centered system for various problems occurring in a
changed environment, so it has emerged in the process of solving problems through direct
participation of members(Heo Tae -wook, 2018)
The concept of governance is interpreted differently by scholars, but in a broad sense, it
means that the public sector, including the government, and civil society and the private
sector work together in the public decision-making process. The scope of governance is
understood as a much broader concept than government by including other actors such as
civil society, business, international organizations, local governments, and experts (Kejar,
2004a; Parage et al., 2013; Pierrre, 2002).
Another factor emphasized when defining the concept of governance is the interaction of
networks(Rhodes, 1996; Pierre. 2002). Governance as a network is important for the survival
of an organization in a changing internal and external environment, including the exchange
and coordination between organizations, the combination of actors with power and access
to participate in the policy-making process, and the execution of decisions related to
achieving public policy outcomes. All of them presuppose a change in the existing role of the
central government, and the relationship between the government and civil society also
presupposes a change (Myung -Seok Lee, 2002).
102 Meanwhile, critical social theory Jürgen Habermas ‘ ‘ Collaborative Governance ‘, which
emphasizes ‘ deliberation ‘ and ‘ consensual orientation ‘ along with ‘ formality ‘ , has been
proposed in the decision-making process since the 1990s .
In this section, Governance is defined as ‘ the whole process of the Seoul Transportation
Policy Citizens’ Committee deciding policies through interaction and deliberation centered
on the public domain, private bus companies, and civil society, and jointly executing them
and providing evaluation feedback,and how such governance is implemented in Seoul’s
public bus policies.
(2) The main characteristics of governance
The characteristics of governance can be summarized in five main points. The first is
citizen participation. Citizen participation is the biggest difference between government and
governance, and it is the most important factor in governance (Harphan and Boateng, 1997).
As governance can be realized through the expansion and reinforcement of partnerships
between the government and corporate civil society, the participation of ordinary citizens,
who have been relatively marginalized in the policy-making process, is an important factor
(Sunjin Yoon , 2005). The policy production capacity of citizens or civic groups participating
in the governance process and their influence on politics are important factors in increasing
policy satisfaction (Kim Se -Hoon , 2007).
The second characteristic is that governance emphasizes the process rather than the
outcome. Governance can be viewed as a policy process or a political process in which the
participating stakeholders solve social problems through communication and interaction(Jin
-Soo Kim, Sun- Tak Seo, 2012). In the past, government-centered decision-making processes
focused on results and outcomes, but the government differs in that governance places
importance on the consensus process of members leading to consensus.
Collaborative governance(cooperation), first proposed by Jurgen Habermas, emphasizes

the consensus process with various stakeholders. Ansell and Gash (2008) viewed face-to-face
conversations with members, trust building, fidelity to the process, mutual understanding,
and interim performance as key variables for judging cooperative governance through an
analysis of 137 cases around the world.
And above all, institutional mechanisms that enable numerous stakeholders to

participate and play their roles in the governance process, and the leadership of the
coordinator who facilitates and leads meetings are very important to the cooperative
process. 103

Openness, fairness, equity, and transparency of members should be considered, and legal
regulations stipulating the roles and authorities of stakeholders in the governance process
are included. It is considered a key factor in the success of governance because it plays an
important role in establishing relationships, establishing basic principles of meetings, and
forming trust based on the spirit of cooperation and cooperation (Ansell and Gash, 2008;
Vagan and Huxham 2003; Cheol-Joo Cho, Myung-Jun Jang , 2011).
The third characteristic is that consensus orientation and deliberation are important.
Consensus orientation does not mean that the members always have to reach an agreement,
but rather that the final goal is to reach an agreement, and even if an agreement cannot be
reached, it means that efforts are needed to obtain the minimum agreement of the members.
However, since cooperative governance is consensus-oriented, if citizens do not have
sufficient capacity and cannot make accurate judgments because they are excluded from
important information, conflicts may arise or the government may use them (Byung- Doo
Choi, 2015). Deliberation is a time of deliberation within, in which the pros and cons of an
issue are debated in an open place on an issue, and after an active discussion, both sides
have a certain amount of time to compare and judge the opposing points of view in a
thoughtful way to weigh the superiority of persuasion. will have It is to give time and
opportunity for judges to fully reflect on the information newly acquired through sufficient
communication, exchange of opinions, and discussions with others.
The fourth characteristic is interaction. Governance requires interlocking interests
among participating actors, and since they are dependent on each other, they need to
constantly interact to exchange resources and achieve publicity (Rhodes, 1996; Stocker,
1998).
The fifth characteristic is the network. Governance can be seen as a network between
participating actors such as the state, civil society, and corporations (Soyeon Park and
Byungseol Byun, 2015). Governance is, after all, a network of activities of participating
actors, and governance is the process of managing the network. And these networks
influence government policy.
These characteristics not only appear in Seoul’s bus policy, but the role and importance
of governance are further emphasized.
<Table 34> Key Component of Good Governance

Main Features Key components
1. Citizen Participation • Guaranteed Citizen Participation

104
Focus on process over • Face to face conversation, trust building, mutual understanding, facilitator
2.
results leadership
Consensus Orientation and • Systems such as consensus-oriented, consensus procedures (Meeting

3.
Deliberation operation, deliberation), etc.
4. Interaction • Mutual understanding
5. Network • Subject, horizontal interaction between subjects, reflected in final policy
2) Analysis frame
Based on the aforementioned governance characteristics and components, the research

and analysis framework was constructed as follows.
Citizen participation, dialogue and deliberation, trust building, interaction, and

consensus-oriented are key elements of governance , and institutional design to include
these key elements , and a coordinator who can lead to dialogue, deliberation and
cooperation among stakeholders Because the facilitator leadership (the mediator ) is very
important, it was included in the analysis.
The policy, which is the result of governance through this governance process, is derived,
which in turn represents a cyclical structure that affects the governance process. This
analysis frame refers to the reconstruction by Choi Seung-guk et al. (2021) referring to the
model of Ansell & Gash (2008; 550).
Source : See Choi Seung- guk , Choi Geun -hee et al. (2021)
① Major achievements of the Seoul Bus Semi-Public Management Festival
July 2004, went beyond simple and partial changes such as route reorganization or
improvement of bus facilities, which have been widely applied so far, to a comprehensive 105
reform that includes improvement in the quality of routes, operating systems, facilities, and

bus services.
The contents, achievements, and limitations of the major reforms in Seoul’s public
transport system reform are as follows.
Looking at the major achievements, the bus services of citizens have improved in the
areas of BMS/TOPIS/BIS, advanced transportation card systems, exclusive median bus lanes,
bus vehicles , and bus facilities .
On the other hand, the public transport operation system, route system, and fare system
did not achieve the goals of bus operation efficiency, securing publicity of routes, and
stabilizing the bus industry (Financial soundness) .
In particular, in relation to the system, the functions of the governance organization that
manages the semi-public bus system and the committee for decision-making and
deliberation are considered to be quite limited and weak. Therefore, the need for
reorganization and reinforcement of the bus management organization was raised to induce
the roles of public and private companies in the bus semi-public management system (Hyuk-
ryeol Yoon et al. , 2011).
<Table 35> Summary of Activities of Citizen Advisory Committee on Seoul Bus Policy
The role of
Improving
System Improvements Major Achievements Quai-Public
need
Policy
• Joint management of income

• Settlement according to
• Bus work environment
Operating system operation performance ○ ○
improvement
• Routes and Service Levels
Public Coordination Rights
• of inter - branch system

• bus function redefinition
○ ○
• (main line , branch line ,
Route system
circulation , wide area)
• Introduction of the trunk
bidding system
• Public transport integrated • Increased use of public
○ ○
distance-proportional fare transport
Fare rate system
system • Increased convenience
• Free transfer plan for citizens
• Increased use of public

• Installation and operation of
transport
the bus command center
• Increased convenience
BMS/TOPIS/BIS • Provision of bus operation
106 for citizens
management information using
• Increase bus operation
ITS
efficiency
Fee payment
• Increased convenience
system
• Introduction of smart card for citizens
Advanced
system • bus management
transportation
transparency
card

• Main road axis
transport
Central bus lane • Introduction and operation of
• Increase bus operation
exclusive median bus lanes
efficiency

• Low-floor bus, articulated bus, transport
Bus vehicle
CNG bus introduction • Increased convenience
for citizens
• Introduction, sub- center, clock

in and out , station area , • Increased use of public
Bus facilities
transfer center construction transport
(Transfer Center /
• Bus stop, environment • Increased convenience
Bus Stop / Garage)
improvement, introduction of for citizens
bus arrival information system
• Bus-related management
Policy
organization,
(Management
• Establishment of the Bus Policy
organization /
Citizens' Committee ○ ○
Decision making
• When signing a quasi-public
system /
system agreement, write an
Agreement)
agreement
Source : A Study on the Development Plan for the Seoul Bus Semi-Public Management System (2011)
② Current status and characteristics of the Bus Policy Citizens Committee
Governance
March 1998, before the introduction of the bus semi -public system, to prepare measures
for the sustainable development of city buses, enhance the professionalism and efficiency of
city bus policies, and promote citizen participation and promotion. In order to secure
cooperation, the Bus Policy Citizens’ Committee has been formed and operated.
The Bus Policy Citizens Committee deliberates on matters related to city bus policy
direction, bus route and fare adjustment, adjustment of bus operation system, improvement
and evaluation of citizen service, and matters related to mediation of conflict resolution
between stakeholders and serves as an advisor to the mayor of Seoul.
The official governance organization of the Citizens’ Committee for Bus Policy is the
Citizens’ Committee, but its actual activities were centered on five subcommittees: ① Bus
Policy, ② Route Adjustment, ③ Facility Improvement, ④ Management Rationalization, and
⑤ Citizen Innovation Subcommittee. The Bus Citizen Monitoring Group is operated as a sub-
107
organization of the subcommittee to evaluate service satisfaction for Korea.

The Debuty mayor of administration is the vice chairperson. And the meeting is
concurrently held by the bus policy subcommittee, and about 40 commissioned members of
the subcommittee are directly recommended by the mayor.
[Figure 57] Governance Structure of Citizen Advisory Committee for Seoul Bus Policy
Mayor of Seoul
(Chair)
Vice Mayor of Administration
(Vice Chairman)
Chairman of Bus Policy Subcommittee
Bus Policy Route Adjustment Facility Improvement Management Rationalization Citizen Innovation
Subcommittee Subcommittee Subcommittee Subcommittee Subcommittee
City Bus Policy Pathway

Matters related to citizen
Fare adjustment
City bus vehicle participation, such as
Improvement of bus Rationalization of the city Mateers concerning the
improvement and safety service evaluation system
operating system bus route adjustment support standards and
Garage and boarding and on-site surveys, such
Stakeholder route system methods of subsidies
stand as citizen satisfaction
Conflicts adjustment
evaluation
Establish city bus policy
Citizen Monitoring Group

Inspect city bus safety operation and service
The committee mamber is appointed by the mayor.
The Citizens Monitoring Group is composed of public officials and citizens, and mainly
checks the actual conditions of bus companies according to the city bus evaluation manual,
and submits the results to the chairperson (1st deputy mayor of the administration) semi-
annually. In areas that require technical expertise, such as the safety of bus vehicles,
relevant public officials inspect them, and citizens evaluate only bus service evaluations.
20 meetings were held over 7 years for each subcommittee. The meeting was held when
the mayor of Seoul or the chairperson deems it necessary or when a majority of the
members request it. Table 46 analyzes the activities of the Bus Policy Citizens Committee.
<Table 36> Activity of Citizen Advisory Committee on Seoul Bus Policy

Date Subcommittee Major Agenda Meeting results
Management • 1 item for deliberation

2016 3.31. rationalization • Calculation of standard transport cost • 1 original approval
division for city buses in 2015 (plan)
• Hold
• City bus company in 2016
• 2 report items
• Evaluation plan
• Evaluation of city bus companies and
amendment
108 payment of performance profits in 2015
• City bus company in 2016
• Improving city bus service by utilizing
Bus policy • Performance profit
payment method →
2016 5.26. ideas from citizens and contests
division
• 2 items for deliberation
• License conversion
• 2016 city bus company evaluation plan
company low floor bus
• 2016 city bus company performance
• Separate evaluation is
profit payment method
abolished , and other
matters remain current
• Promotion of short-distance circular

bus pilot route
Bus policy • Reinforcement of transparency in city
2016 4.5. • Approval of original bill
division bus accounting and management
• 2017 City Bus Company Evaluation Plan
(Plan)
• 1 report item (2017 city bus financial

support plan)
Management • 2 items for deliberation (plan for
2017 5.11. rationalization calculating the standard transport cost • 2 original draft approvals
division for city buses in 2016)
• Plan to adjust the level of compensation
for deduction for city buses
• 1 pending case
• 1 report item (Report on the
(Improvement of the
implementation status of the city bus
severance pay
completion system)
accumulation method for
• 3 items for deliberation (Proposal to
Management city bus workers_
improve the method of collecting
2017 11.15. rationalization • Approved 2 cases (plan to
severance pay for city bus workers)
division utilize surplus spare
• City bus surplus spare vehicle
vehicles for city buses)
utilization plan
• Support for the early
• Support plan for the early abolition of
abolition of Namsan
Namsan electric buses
Electric Bus (Proposal)

• 7 cases of complaint resolution
• 10 original draft approvals
Route • 4 cases of improving operational
• 8 amendments _
2018 1.31. adjustment efficiency
• 2 pending _
division • 4 long - distance route improvements
• 1 denial _
• 6 overlapping route adjustments
related to the opening of the light rail
Management • 1 item for deliberation • written deliberation

2018 6.28. rationalization • Standard Shipping Cost Calculation • Approval of deliberation
division Plan for 2017 items

Route • 5 cases of resolving reverse complaints
2018 7.26. adjustment • 2 cases of non-establishment of
• 3 denials _
division consultation with other organizations
• 1 case of improving driving safety
• 2 report items
• Eco-friendly city bus pilot operation
status
• Promotion of expansion of low-floor
buses for the transportation
Management
disadvantaged • Approval of deliberation
2018 12.21. rationalization
• 1 item for deliberation items
division
• 2019 City Bus Standard Transport Cost
109
Calculation Plan
• 1 item for discussion

• Standard Shipping Cost Revision
Promotion Matters
Management • 1 item for deliberation • written deliberation

2019 4.12. rationalization • Non-payment of surplus spare vehicle • Approval of deliberation
division holding fee items
• 1 original approval ( new

evaluation item for
‘company management
evaluation’)
• Approved 1 amendment
(adjustment of the method
Bus policy • Evaluation Manual
2019 4.23. for evaluating the
division • 1 report item
adequacy of personnel
• Airport bus fares
expenses for executives)
• 1 pending case (Method of
selecting a target for
performance profit
payment)
• 1 item for deliberation

• Adjustment plan for performance profit • 1 amendment _
Bus policy payment • Subject to performance
2019 5.31.
division • 1 report item profit payment
• Whether or not to re-bid for the bus • Criteria correction
stop at the central bus stop
• 2 report items
• Measures to improve the quasi-public
Bus policy
2019 10.30 management system
division
• Eco-friendly electric bus slogan
selection plan

• Resolve 10 complaints
• 3 cases of expansion of large apartment
Route • 2 amendments _
complexes
2019 12.23 adjustment • 9 pending _
• 4 conflicts of interest mediation
division • 1 conditional approval
• 52 hours per week 5 cases
• 3 denials _
• 8 cases of securing break time by
improving long-distance routes
• 2 report items (Promotion plan for

improvement of city bus completion
Bus policy
2020 2.19. system)
division
• Smart Shelter Pilot Project Promotion
Plan
Management • 1 item for deliberation

• written deliberation
2020 4.9.~4.10. rationalization • Deliberation of 2019 standard shipping
• 1 original approval
division cost calculation (draft)
• 1 item for deliberation

• Adjustment proposal for performance
profit payment
Bus policy • 2 reports and advisory items
2020 5.27. • 1 original approval
division • Corona-related quarantine promotion
110 status , city bus financial support
• Establishment of restrictions on the
target of financial support
• Improvement of performance and

Bus policy profit distribution system in the
2021 7.16 • written deliberation
division evaluation of city bus companies in 21
years
Management
• 2020 City Bus Standard Transport Cost
2021 11.29 rationalization • written deliberation
Calculation Plan
division
Management • Deliberation on the calculation of

2022 06.10 rationalization standard transport cost for city buses • written deliberation
division in 2021
Data Source : Reconstructed based on the Seoul Information Communication Plaza Committee meeting information data
Five activities of the Governance Subcommittee , the bus policy department held more
than 40% of the meetings over the past 7 years , showing a high attendance rate . This is low
, confirming that the variation in participation rate by division is quite large .
③ Analysis of the governance process of the Bus Policy Citizens Committee
Governance operation process, and facilitator leadership suggested in the research and
analysis framework.
The first is institutional design for governance structure. The first step in the process of
creating governance is to create a governance structure and form members to participate in
it. The Citizens’ Committee for Bus Policy is comprised of members who can provide various
perspectives on bus policy, such as citizens, bus company representatives, transportation
experts, public officials, city councilors, and professional experts. Diversity of people with
opinions for and against is guaranteed. However, the voluntary and practical participation
of ordinary citizens is limited in that the mayor has the authority to appoint and dismiss the
committee.
<Table 37> Members of Citizen Advisory Committee on Seoul Bus Policy

Public Private External
Total City Councillor Citizen Technician
Official Bus Company Expert
41 2(1) 5 5 8 10 11
In that the results of all meetings of the Citizen Advisory Committee on Seoul Bus Policy
are transparently disclosed on the website, openness, an important principle in system
design, is also provided.
Ordinances that support the Seoul Bus Citizens Policy Committee exist, and that the 111
establishment of an administrative organization and operation of the committee provide

institutional support. If there is no institutional support, there is a high risk that the policy
deliberation of the Bus Policy Committee will be interrupted if the political conditions
change.
The second is the operational process of the governance body. Although private
committee members participated, the problem is that the motivation for participation is low
because the frequency of meetings is semi-annually. In addition, it is necessary to provide
sufficient information and materials in advance to elicit the activeness of the members, and
feedback on the results of the meeting is also very important, but this was not enough.
Building trust and mutual understanding between partners is also important for
faithfully operating governance. In order to increase trust and understanding between
partners, it is necessary to share enough information, to share enough information, to have
an open attitude, to strengthen mutual communication and to listen. Being active interferes
with work continuity.
The third is facilitator leadership. In order for a governance operation to be successful,

the leadership that facilitates it is very important. The chairperson is in charge of
coordinating opinions as a mediator to elicit diverse opinions of members and to reach an
agreement. However, if the chairperson does not have sufficient knowledge and expertise
on bus policy and the style of the meeting does not contribute to the vitalization of
governance, it will not be able to induce sufficient discussion among members, and
governance will be hindered.
In the case of the Citizens’ Committee on Bus Policy, the public and private sectors are
working together because the chairperson is ex officio as the 1st mayor of the executive
branch, but the public initiative is strong. It is important for the public to fully listen to the
opinions of private members and reflect them in police.
2.4. Technology and Infrastructure
1) Bus Management System(BMS)
In 2004, Seoul has established a bus operation management system(BMS) to provide

various city bus operation information and ensure punctuality, and has provided operation
information to citizens through various media such as the Internet and ARS. However, there
are problems such as incomplete bus operation management system, incomplete raw data,
112
gap between actual bus operation data and BMS data, and insufficient reflection of specific
data according to the characteristics of routes and bus stops, which provides unsatisfactory
services to citizens.
In order to solve these problems, the Seoul Metropolitan Government has conducted a
full investigation of bus stop facilities since July 2006, established a transport management
support system to computerize bus licensing and processing procedures, and promoted BMS
maintenance service and ARS capacity expansion project, BMS function. Various efforts have
been made to improve the performance of the BMS, such as diagnosing problems in the
structural operation of the BMS, such as TFT operation for improvement, and deriving
improvement plans.
The performance of the vehicle terminal was improved along with the adjustment of the
bus stop location and identification number(ID), and the DB download of the bus operation
management system was systematically and automatically managed. In addition, by
analyzing BMS data and programs, the arrival time calculation, algorithm improvement and
supplementation, and bus arrival time accuracy were dramatically improved.
2) Bus Information System(BIS)
The Bus Information System(BIS) is a state-of-the-art transportation system that provides

bus operation information in real time. Seoul Metropolitan Government has introduced it
since April 2005. Through the BIS, passengers can see how many minutes later they can
board the bus, and when bus arrive at their destination. The punctuality and service were
improved as the bus could adjust the dispatch interval by itself and check the bus operation
status.
3) Automatic Fare Collection(AFC)
In 2003, the Seoul Metropolitan Government has integrated the transportation card
system, which was operated separately by buses and subways, to build and operate a new
transportation card system that can implement an integrated transfer fare system.
The transportation card system consists of transportation cards, terminals, chargers, and
centers.
The aggregation system aggregates billing transaction information and transmits

terminal status information for system management, and plays a role in verifying the
transaction details for settlement by interworking with the settlement and management
113
system.

The recharge refund system consists of a system for charging prepaid transportation
cards through wired/wireless mobile phone internet and a refund system responsible for
refunding the advance payment of transportation cards.
The settlement system manages basic rate information and provides user information by
providing accounting and statistical data.
4) T Money Card
In 1990s, Seoul Metro and Incheon Subway operated separate toll collection systems for
each institution. The contactless card system was introduced in subways and buses, but
there was a problem were not compatible with each other.
Therefore, it was necessary to replace the existing prepaid transportation card with a
new one for the public transportation integrated system.
In July 2004, in order to introduce the integrated fare system according to the bus reform
of Seoul, it was necessary to introduce a new transportation payment system.
The city of Seoul invested about KRW 120 billion to install 17,928 bus terminals, and the
collected public transportation use data was collected at the settlement center. It was
integrated into T-money and used as a basis for fee settlement.
Settlement was carried out by each bus company, and it is settled according to the
standard transport cost calculation guidelines determined through deliberation by the Bus
Policy Citizens Committee.
As a result of the introduction of the settlement center, the transparency of operation

and management were greatly improved, and was possible to establish a collection system
that stably implements the distance - proportional integrated transfer fare system.
Elementary school students received a 50% discount.
As a result, through the transfer discount system, the use rate of bus transportation cards
in 2002 was 75% and subway transportation card usage rates were 55.2 %.
2.5. Seoul Public Transportation Governance

114
Previously we reviewed at Seoul’s public transport policy in terms of the policy
background, legal and institutional foundation, governance, and technological infrastructure

which are the elements of Seoul’s public transport policy. In this section, we draw
implications from Seoul’s public transportation governance that can be applied to the public
transportation integrated system of Mexico City. The implications derived from this does not
mean that the Seoul case can be directly applied to Mexico City. Rather, it is appropriate to
understand that it is an important consider when applying the integrated public transport
system. This is because the social, economic, and environmental conditions of Seoul and
Mexico are different, and in particular, public transport governance policies are effective
when they are established based on place or people based planning.
First of all, Seoul’s public transportation bus policy Regarding the background of the
policy background, the leadership of Seoul Mayor Lee Myung-bak, who led the overall bus
reform across 7 areas with the will to accurately recognize the problems of public
transportation issues and the will to pursue the policy, plays a very important role in the
policy establishment process.
Second, ordinances were prepared to support the bus quasi-public management system
in terms of legal and institutional aspect. In the process of introducing the bus quasi-public
management system by preparing an ordinance on the establishment of a governance
organization called the Bus Citizens Policy Committee and Citizen Bus Monitoring, it
deliberates and mediates conflicting factors among various stakeholders such as bus
companies, citizens, external experts, and the Seoul Metropolitan Government. Subsidies
and standard transport costs were to be deliberated. In particular, it is characterized by
guaranteeing citizen participation, which is emphasized in governance. Although the role of
the Citizen Bus Monitoring Group is limited to service evaluation of bus companies,
ordinance guarantees citizen participation. Ordinances on subsidies, revenue joint
management, and incentives are also being prepared to guarantee a certain amount of profit
for bus companies which operates on unprofitable routes prior to the introduction of the
quasi-public operation.
Third, if we look at the overall governance of Seoul’s public transportation system, there
are three main functions. The first is the flow of decision-making that deliberates on policies
based on the participation of various stakeholders and advises the mayor of Seoul. The
second is economic flow which is where profits are distributed based on the results of
citizens’ evaluation of bus companies and the results of operation information. The third is
operation information. In particular, by providing real-time bus operation information, it
was possible to enhance the transparency of fare distribution of the integrated transfer 115
discount system.

[Figure 58] Seoul Public Transport Governanc
In terms of governance, the following implications can be drawn as follows :
The introduction of the bus semi-public system was supported by the technical
infrastructure of the bus operation management system. The quasi-public management
system and the bus operation system were introduced at about the same time, and before
the introduction of the bus quasi-public operation system, there was insufficient information
to understand the objective management status of the company in calculating the amount of
incentives and financial support paid to bus companies. After the technical infrastructure
that can be grasped was prepared, transparent budget allocation based on objective
operation information became possible.
Bus information system that can predict departure and arrival times from a citizen’s
point of view It was used to evaluate and monitor the service level of public transportation
by evaluating whether punctuality is well observed , and by simplifying payment when
there is a large number of transfers with the automatic fare collection system, raising the
level of trust in governance.
<Table 38> Summary of Key components of Seoul Bus Reform

Element Seoul City
Leadership • Mayor Lee Myung-bak's will-to-do was the driving force for bus reform
• Increase in car users

• Decrease in bus transportation share
116 Policy
• Poor service due to unsystematic bus operation and excessive
Background Major Issues on
competition among bus companies
Public Transport
• Bus companies avoided unprofitable bus routes

• Pay for each means and each transfer
• Bus departure - arrival information was unknown
• Public transportation transfer fee system, standard transport cost system

• joint management of revenue, Ordinance on evaluation of city bus
companies
• Bus Policy Citizens Committee Operation Ordinance
Law and • Bus Citizen Monitoring Group Operation Ordinance
Institutional • Ordinance on City Bus Financial Support Plan and Settlement
system • Bus Subsidy Payment Ordinance
• Financial support for businesses with deficits in village buses
law • Ordinance on Support for Expansion of Village Bus Facilities and
Institutional Equipment
foundation • Ordinance on Incentive Support for Village Buses
• Seoul Transportation Policy Division, Revenue Joint Management

Responsibility.
Council
supporting
• T Money, Citizen Monitoring Group, Citizens' Committee for Bus Policy in
organization
Seoul
• Income joint management, bus operation performance information,

Main target area
governance operation, incentives . City bus evaluation
• Association of companies that manage revenues (Hong Kong

After the Cooperative)- Transport revenue management , financial support
introduction of the application , standard transport cost payment
bus completion • T Money – Collecting public transportation usage data
Governance
deduction • Settlement according to standard transport cost calculation guidelines
New Organizations • Stable implementation of integrated transfer discount fare system
and Roles • Bus Policy Citizens Committee - Mayor advice , bus policy review , city
bus service evaluation
Element Seoul City
• Ensuring diverse participation such as public officials (ex officio),

Policy actors in the
citizens , city council members , transportation experts , skill experts ,
planning process
men and women , and the disabled
Governance
Citizen • Citizen representative of the Bus Policy Citizens' Committee is appointed

Participation by the mayor, the participation of the general public is limited.
Bus operation
management • Providing real-time bus operation information to citizens
system • Use as data for bus operation evaluation criteria
(admin)
Bus Information
• Bus operation punctuality
Technology System (Citizens )
Infrastructure
Automatic toll
• Aggregation of fee transaction information
collection system
• Transparency improved by introducing a fee settlement center

T Money
• Support for the introduction of the integrated transfer discount fare
(settlement center)
system
3. The security system to prevent subway 117
molestation

3.1. Experience of sexual harassment by a woman using the
subway
According to a 2011 study by the Gyeonggi Development Institute, about one in four
female subway users said they had sexual harassment experience, according to a survey of
working women using public transportation in the Seoul metropolitan area.
In fact, according to the arrest rate of subway sex crimes in the Seoul metropolitan area,
the ratio increased by 75% in 2010 compared to 2009, and it was the most common on
subway line 1 during rush hour.
During the time zone, there was the most damage during rush hour between 7 a.m. and 9
a.m., and the subway (67%) was the most damaged place, and the city bus (15.1%).
3.2. Subway security system
1) Introduction
The subway is one of the means of transportation with the highest share of
transportation in Seoul, and crimes are frequently occurring as many users use it.
Accordingly, Seoul Metro introduced the system in July 2011 based on the Seoul Metropolitan
Government’s policy to ensure safety in the subway.
2) Status of subway sheriff operation
(Introduction) Seoul Metropolitan Government’s “Measures to Resolve Insecurity Factors

for Subway Citizens” (July 25, 2011)
(Quota) 350 people / 272 current members (one group will be placed in five stations on
average with a group of two)
118
(Performance) Prevention of crime in the subway and protection of passengers through
the control of disorderly shopping malls, etc. of the homeless, etc., who are mobile
merchants in the subway
Related legal provisions: Article 41-2 of the Urban Railway Act (Arrangement and
Operation of Security Personnel) An urban railway operator may deploy and operate
security personnel in station and urban railway vehicles to ensure the safety and
convenience of passengers.
<Table 39> Major tasks and details of subway security control

Category Main Role Details
• Patrol of trains and stations by affiliated business establishment and line

• Busy hours, such as commuting: Working at designated stations
Order-keeping • Train and station order maintenance work
team ↓
Train and
• Control/measures against illegal activities and disorderly activities
station patrols
(Business office) • Responding to on-site complaints to improve the convenience of subway
users
• Support for other emergency and emergency patient actions
• Control of disorder in shopping malls on lines 1 to 8

Maintaining the • Rental facilities, convenience
management
Order of Rental • Ordinance facilities order maintenance work
team
Facilities • Fire Prevention Activities for Rental Facilities Integrates other emergency
situations, support measures and emergency patient.
Category Main Role Details
• Patrol of all lines of lines 1 through 8 and crackdown on disrupters of

order
• Support work in the event of an emergency in the subway
• Integrates a train, and defense work in history.
Train and Integrates illegal activities, and a crackdown on the acts of disorder and
Task force team
station patrols action
• Integrates the subway, field civil action to improve user convenience.
• Facilities on the train VOC
• Integrates other emergency situations, support measures and emergency
patient.
3) How to report a crime in the event of a crime
In the event of a crime in the subway, customers can notify the construction company by
requesting help directly from the construction company’s official mobile phone application
“Toota Subway” or the construction company’s customer center’s staff and sheriff.
After receiving a complaint report, employees such as nearby sheriffs will be dispatched
to crack down.
119

(a) Inside the subway: Report using the ‘Toota Subway’ app (App)
When recognizing a criminal act, it can be reported through the “Civil Complaint Report-
Emergency Situation (sexual harassment, emergency patient, violence)” menu in the
construction company’s mobile phone application “Toota Subway.”
If the reporting place is inside the train, the beacon installed on the train is recognized by
the mobile phone, and the location of the reporter is automatically checked and notified.
[Figure 59] Report of crime in the subway and procedure for dispatch of sheriffs
Recognition of criminal activity in the subway
Notify the App Customer center report(text, Notify directly to the staff 112 etc., notify directly to the
“Toota Subway” phone) police
Automatically check the location Additional contact of confirm

of the beacon in the facility location, etc
Send report notification to nearby Sheriff’s wanted in the neighborhood.

supplement officers via app Request dispatch
Sheriff’s dispatch (station staff

are available)
Victim protection and Calling the police Police on-site action (Capture,
perpetrator isolation charge/proclaim, etc. if necessary)
(b) Outside the subway: Report through the Construction Customer Center
Criminal acts may be reported to the Construction Customer Center (1577-1234) by text
or phone.
Upon receiving the report, the counselor checks the location of the site, etc. to the
reporter, and then contacts the sheriff and other employees to request their dispatch, and
the employee is immediately dispatched to the site.
(c) Report directly to subway employees
If it is in the station, report it to the station staff working, and if it is in the train, report it
to the crew (engineer, deputy director, etc.) using the emergency call device.
(d) Actions after the dispatch of security officers and other personnel
The dispatched sheriff and other employees first stop the criminal act and separate the
120
victim and the perpetrator, report to the police to request dispatch, and protect the victim.
In addition, when arriving at the police site, we cooperate with the investigation as much as
possible, and proceed with accusations and accusations if necessary.
<Table 40> Seoul metro “Subway App TooTA”

3.3. Sub-conclusion
Unlike the police (subway police), subway sheriffs do not have jurisdiction as
construction workers, so they can only prevent illegal and disorderly acts when cracking
down, and there is a limit to the crackdown because they cannot confirm and arrest
suspects.
Despite the frequent sexual harassment in the subway, the victim has to actively respond
to the sexual harassment in the subway, and 56% of the respondents said they “move
quietly” to cope with it, and the CCTV installation rate for crime prevention is insufficient at
36.8% and it will be expanded by 2026.
121

05
CHAPTER
Improvement of Public Transportation

1. Strategies for Improving Public Transportation System

2. Key Improvement Policies
3. Impact Analysis on the Transfer Discount Fare System
Improvement of Public Transportation
1. Strategies for Improving Public Transportation

System
In order to improve the efficiency and sustainability of Mexico City’s public

transportation system and improve the convenience of citizens, it is necessary to consider
123
stakeholders such as the Mexico City government (and public transportation), private bus
CHAPTER 05 Improvement of Public Transportation System in Mexico City

companies, and citizens.
Mexico City government’s policy goal is to establish an efficient public transportation

system by integrating public and private public transportation. Private bus companies aim
to maximize profits, and citizens want a fast, safe and convenient public transportation
system.
In order to coordinate the needs between these various stakeholders, administrative

organizations that stakeholders can participate in, various systems and resources to support
them are required, which are called public transportation governance.
The relationship and mutual roles of key stakeholders such as the Mexican City
government, bus operators, citizens, and related committees, settlement center, and
specialized institutions are summarized as follows
[Figure 60] Effect of adoption of Transfer Discount on major stakeholders
124
1) Mexico City Government and Private Bus Company
Mexico City government should provide various incentives, such as ensuring stable fare
income for private bus companies by introducing an integrated fare system between public
and private transportation, while operating public bus garages or providing short-term
loans considering the period of fare settlement and payment to private bus companies.
Private bus companies must set up integrated smart card terminals and submit
operational performance data collected from them to the city government to settle fares
according to the distance from the passengers they transported. In addition, the city
government should be supervised for compliance with the operation schedule, dispatch
interval, and vehicle cleanliness agreed in advance between the city government and private
bus company.
For the relationship between the Mexico City government and private bus companies,
integrated smart card terminals must be installed in private transportation, and a
communication network to transmit and receive payment data must be installed. In
addition, a settlement center is an essential component to allocate fares collected through an
integrated smart card to each operating institution and further improve transportation
policies based on the collected data.
Inregards to the institutional system, a joint management committee for revenue should
be established to agree and supervise the procedures and methods of distributing revenue.
2) Private bus companies and citizens
Currently, individually operated private bus companies are not complying with the
dispatch interval to pick up more passengers. As a result, it is difficult for public
transportation users to predict the exact travel time, leading to inconvenience in using it.
If the city government monitors the bus operation status, the government can check
whether the companies comply with the dispatch interval, which allows citizens to receive
more on-time services. This reliable operation again results in an increase in the use of
public transportation, which can lead to an increase in the use of private bus companies.
3) Citizens and the Government of Mexico City
Citizens can use public transportation regardless of public or private transportation at a

125
lower fare. As payment card are integrated and transfer discount fares are introduced, it can

be used as an integrated public transportation system. In addition, as the city government
monitors not only public transportation but also private transportation, it can receive more
pleasant and timely services.
Citizens can provide personal travel data to the government, allowing the city
government to obtain information on movement within Mexico City, which support the
government to establish mid- to long-term transportation policies and short-term operation
plans.
Finally, including all these matters, an organization is required to publicize various topics
such as Mexico City’s public transportation policy direction, fare level, and detailed
operation plan and to reach social consensus. The organization, which can be called the
‘Public Transport Policy Citizens’ Committee’, should be widely attended by city
governments, private bus companies, citizens, and related experts, and should derive
socially acceptable public transport policies through regular agenda-finding and consensus
processes.
2. Key Improvement Policies
1) Introduction of a transfer discount fare system
The introduction of transfer discounts should be understood as a key policy to induce

private bus companies to install integrated smart cards and comply with Mexico City
government policies, not just a fare system.
The biggest purpose of bus companies is to maximize profits, and they are bound to be
passive in introducing integrated smart cards that reveal the number of passengers and fare
income transparently. Therefore, the companies will participate in the government policy
only when it is confident that their income can increase as the number of users increases
due to the introduction of transfer discount fare system.
Based on the introduction of the transfer discount fare system, the Mexican City
government will also have a legitimate basis to monitor bus companies’ operations with
126 real-time data, and manage bus service quality to provide citizens with a cheaper, more on-
time, and a pleasant environment.
[Figure 61] Transfer Discount Fare System

2) Expansion of the automatic fare collection system and establishment of an
integrated settlement center
Our second proposal is to establish a settlement center to distribute fare revenue

collected by various public transportation operating institutions in the process of operating
the transfer discount fare system. BMS(Bus Management System) should be installed as a
means of fairly distributing revenues between operating institutions, and through this data,
a settlement company (e.g. T-money in Korea) that distributes revenues to be designed to
suit Mexican environment.
[Figure 62] Establish a Automatic Fare Collection(AFC) Center
Application Server Monitoring System

Bank
Payment
transaction Account
Payment switch clearing
Communication Server Reporting System
Center System
Transaction
Card Issuance Fare Transactions
information
Access
127
Reloading Management System
Key Management Poing
Card

Issuance System Depot System
System
Fare Transactions
Card
Card Reloading Machine
GPS
Card Issuance System
Reloading Fare payment
Card Reload System Bus System
3) Building Sustainable Public Transport Governance
The process of integrating public transportation and private buses into one system
requires the participation of various stakeholders, various systems, financial resources and
procedures, and tall of these can be called public transportation governance. The
relationships and roles of related committees, settlement center, and specialized institutions
with the core stakeholders, city government, bus operators, and citizens are summarized as
follows.
[Figure 63] Sustainable Public Transportation Governance
128
3. Impact Analysis on the Transfer Discount Fare
System
3.1. Calculation of Subsidy amount to implement Transfer

Discount Fare System
1) Road Network
It is necessary to understand the scale of subsidy input and issues in establishing

governance, assuming that a new transfer system between modes and a free transfer system
is implemented from the existing section fare system along with the semi-public system for
city buses to revitalize public transportation in Mexico City.
In the previous cases where public transportation subsidies were applied, the financial
subsidy continued to increase due to the increase in standard transport cost and fare
discounts, and there is controversy over the size and appropriateness of the financial
subsidy.
Accordingly, policy suggestions such as service quality improvement and profit

maximization covered in previous studies, proposals for public transportation revitalization,
and estimating the appropriate level of subsidies are necessary.
Therefore, this study intends to estimate the appropriate level of public transportation
subsidy considering various privately operated public transportation in Mexico City, and the
process is as follows.
First, in Mexico City, the intention to change the modes of the 5 to 6 modes mainly used
by public transportation users is divided into three scenarios and surveyed.
In each scenario, the transfer discount rate is applied differentially to 20%, 30%, and
40%, respectively.
Second, based on the survey results, Mexico City’s overall travel pattern and Price
Elasticity of Demand (PED) are analyzed.
Third, the results calculated through the demand by modes announced by the Mexico
City Ministry of Transport in 2017 are transferred to the interpolation method to estimate
the appropriate subsidy for each mode and scenario.
129
The purpose of this study is to establish a method for estimating public transport

subsidies at a level that maximizes the actual social welfare of public transport users from a
social point of view, and to apply it to present an appropriate level of subsidies.
However, since the subsidy suggested in this study was estimated based on the scenario,
all circumstances and conditions could not be considered. In addition, it is necessary to
consider the loss of dead weight in the future with respect to the tax in the urban transport
sector enforced by the state.
2) Method
(1) Survey overview
This survey was conducted in the first phase by accepting the opinions of the Mexican
Ministry of Transport for the purpose of conveying realistic implications in Mexico City.
For the survey, the researchers did not hire a separate researcher but designed and
distributed the questionnaire online to the traffic users in Mexico City [Appendix 1].
To the citizens of Mexico City who participated in the first survey, the research team
provided appropriate rewards, such as e-gifts, to enhance their activeness and
concentration.
In the initial design, about 200 people were targeted, but the total number of participants
in the survey was 120, and the ratio of women and men was evaluated at the same level as
possible.
The second survey was supposed to be in collaboration with the ITDP organization
located in Mexico City, but this was postponed because the Mexican Ministry of Transport
decided that it could be conducted directly in a similar way to the first survey.
<Table 41> Survey Overview

Description Contents
Subject of investigation • Users of cars and public transport in Mexico City
Time range • 2022.10.03. ~ 2022.10.13
Spatial extent • Mexico City
• Identification of traffic information and implications of traffic users

• Investigation of intention to switch mode when transfer discount is applied
Purpose and necessity
• Investigation of price elasticity of demand (PED)
• Estimation of subsidy input by modes
130 • Basic personal information of transportation users, individual travel information

investigation,
Investigation contents • Investigation of traffic information by traffic user group

• Travel conversion information when transfer discount is applied,
• Information on preference for travel conditions, etc.
(2) Survey objectiveThe main survey is conducted in five sections: 1) basic personal
information of traffic users, 2) individual traffic information of traffic users, 3) traffic
information by group of traffic users, 4) traffic conversion information when applying
transfer discounts, and 5) traffic conditions preference.
<Table 42> Main survey contents

Main survey contents (Section) Key survey items (Query)
• Gender
• Age
1) Basic personal information of transportation
• Occupation
users
• Salary level
• Residence
• Major departure points

• Major destinations
2) Individual travel information of traffic users • Total travel time per day using modes
• Total travel time (range) during the day
• Public transport availability
• Reasons for not using public transportation.

3) Traffic information Pedestrian and
• Alternative modes of public transportation (walking or
by traffic user group motorcycle users
two-wheeled vehicle)
Main survey contents (Section) Key survey items (Query)
• Reasons for not using public transportation

Vehicle user • Vehicle maintenance cost (monthly)
• Whether you have a vehicle
3) Traffic information Single public transport • Purpose of using public transportation.

by traffic user group user • single modes (e.g., Metrobús, Metro, etc.)
• Reasons for transit

Multimodal transit
• Combination of modes in transit
users
• Total travel cost when transferring
4) Travel conversion information when transfer

• Traffic conversion demand by scenarios 1, 2, and 3
discount is applied
5) Preferred information on travel conditions • Preferred traffic demand by traffic conditions
The questionnaire is designed to allow evaluation of the four groups in the end, and
broadly classifies public transportation users/non-users, classifies single public
transportation use/multiple public transportation use among users, and vehicle users/
pedestrians and motorcycle users among non-users.
131
For vehicle users, the first among the four groups, a questionnaire on vehicle

maintenance costs along with reasons for not using public transportation is additionally
conducted to estimate toll fees that can be compared with toll fees for each trip of public
transportation.
Second, the reasons for not using public transport and alternative modes of public
transport, etc. are asked for pedestrians and two-wheelers.
Third, users of a single public transport are asked the purpose of using public transport,
the single modes, and the reasons for the inconvenience of public transport.
Fourth, users of multiple modes of public transport, as existing users of multiple modes
of transit, conduct a detailed survey on the reason for the transfer, the combination of
transfer modes, and the total cost of travel.
(3) Survey contents: Transit discount policy scenario
Assuming the ‘inter-modal transfer discount policy’, which does not exist in the existing
transportation environment of Mexico City, as three scenarios, the potential demand
according to the change in the discount rate is estimated.
Based on the estimated potential demand for each scenario compared to the existing
demand, the price elasticity of demand for each mode is calculated and the preferences of
transportation users designed into four groups are investigated.
In all three scenarios, except for the first method, different discount rates are applied to
the rates from the second to the last method to calculate the rates for the total combination
of methods used.
In Scenario 1, a 20% discount rate is applied from the second method in the process of
using the three modes, and a 20% discount rate is applied to the fare incurred when
transferring to another modes.
Scenario 2 applies a 30% discount rate from the second method, and Scenario 3 applies a
40% discount rate, and the rate is calculated by discounting the rate from the second method
excluding the first method.
For example, in Scenario 1, the fares for the three existing methods are 8 pesos, 5 pesos,
and 7 pesos, respectively. When the transfer discount policy is introduced, the first method is
132
8 pesos, but the second method from 5 pesos to 4 pesos, a 20% discount, and a 20% discount
from 7 pesos for the third modes to 5.6 pesos, a transfer discount fare is collected, reducing
the toll fee from a total of 20 pesos to 17.6 pesos.
[Figure 64] Transit Discount Policy Scenarios
3) Results
(1) Identification of traffic information and implications of traffic users
Respondents can be classified into three groups: 1) car users, 2) single public transport
users, and 3) multiple public transport users (transfer users).
• Most respondents use a single public transport

A total of 120 traffic users in Mexico City responded to the questionnaire, of which 48
(40%) were male and 72 (60%) were female.
• Among the survey respondents, 100% of respondents in their teens were female, and
the gender ratio of women in their 20s and 40s was more than 60%.
• Overall, women show a relatively high participation rate, and men in their 30s and 60s
only show more than 50% of the participation rate.
• The majority of respondents were in their 20s and 30s, accounting for about 70% of the
respondents.
[Figure 65] Age-specific gender ratio of all respondents (%)
133

[Figure 66] Respondent information by groups(%) / Proportion of major occupational groups
(%)
The top five OD of the respondents’ passage were in the order of 1) Cuathemoc internal
passage, 2) Miguel Hidalgo internal passage, 3) Miguel Hidalgo → Cuathemoc, 4) Coyoacan
→ Cuahtemoc, 5) Iztacalco → Cuathemoc.
Mexico City has a high traffic density in the city center overall, and to solve this problem,
various measures such as conversion of modes and distribution of traffic are required.
However, as the current number of [Figure 67] Key Respondent Path OD
respondents is 120, it is judged that the
sample is insufficient, so it is necessary to
review the occurrence of distorted
information through additional surveys
and supplement the analysis results.
① Private car user
Private car users accounted for 12.71%

of the total surveyed people, of which
40% were male and 60% female.
For the group of car users, it takes an [Figure 68] Level of Stage (Private car user)
average of 44 minutes to reach the
destination from the departure point, and
64% of the time before and after using a
134
car was less than 10 minutes on foot, and
29% for 10-20 minutes.
Both the top four areas for round-trip

travel within the same area and the top
two areas for round-trip density between
other areas are highly likely to cause
congestion in the city center due to inner-
city traffic.
[Figure 69] Survey area number image [Figure 70] High-density area for private car
users
[Figure 71] Reasons for not using public [Figure 72] Required items for public
transportation transportation improvement
[Figure 73] Transit discount policy conversion rate by scenario
135
Private car traffic mainly occurred inside the city center, and 40% of car users do not

prefer to use public transport due to ‘inconvenience of public transport routes.
Also, due to the risk of COVID-19, 33.3% answered ‘risk of infectious diseases such as
COVID-19’ as the reason for not using public transportation.
Items that need to be improved to increase the share of public transportation modes are
‘real-time travel information (26.7%)’, ‘connectivity between other modes of transport (20%)’,
‘public transportation fare (13.3%)’ and ‘sex crime rate (13.3)’ %)’.
When it is introduced into the transfer discount policy scenario for private car users, the
responses were derived as shown in [84].
Scenario 1 answered yes (27%), no (73%), scenario 2 also yes (27%), no (73%), and
scenario 3 answered yes (53%), no (47%) when applied
② Single public transportation users
Single public transportation users accounted for 60.17% of the total survey respondents,
and the gender ratio of respondents was 42% male and 58% female.
The average travel time to the destination of a single public transportation user group
was 56.6 minutes, and the walking time [Figure 74] Traffic level (single public
transportation user)
before and after using public
transportation was 33% for less than 10
minutes and 25% for 10 to 20 minutes,
which was relatively longer than the
passenger group.
Users of a single modes of public

transportation travel within the city
center, and most of the traffic occurs in
Cuathemoc and Miguel Hidalgo, in the
northern suburbs of Mexico City, and in
Coyoacan.
[Figure 75 ] Main boarding areas for single
public transportation users
As the main modes of transportation,
Metrobús, Metro, and Microbús accounted | Where are the main boarding areas? |
136 for the highest proportion in that order,

and the share of other modes was very
low.
Therefore, it can be seen that the

citizens of Mexico City have a high
demand for the routes of Metrobús, Metro
and Microbús, which are mainly
convenient and easy to access by foot.
The most inconvenient aspects of single public transportation users were ‘congestion in
modes (30.7%)’ and ‘risk of infectious diseases such as COVID-19 (17.2%)’.
[Figure 76] Single-way user modes of [Figure 77] Inconvenient items when using
passage public transportation
Responses to the intention to use public transportation transfer according to Scenario 1
were yes (39%), no (61%), but in Scenario 2, yes (55%), no (45%), and in Scenario 3, yes (65%)
and No (35%), it can be judged that the intention to transfer to modes according to the
transfer discount policy is very high.
Therefore, when the transfer discount [Figure 78] Percentage of mode conversion by
policy is introduced, it can be expected transfer discount policy scenario
that the biased mode selection behavior

for Metrobús, Metro, and Microbús can be
supplemented and the inconvenience of
users of single modes of public
transportation can be resolved.
③ The majority of public transportation users
The majority of public transportation [Figure 79] Traffic level (multi-public

transportation users)
users are 28.81% of the total surveyed, of
137
which 35% are men and 65% are women.

The average travel time to the
destination for a large group of public
transportation users is 83.1 minutes, and
the majority of travel time on foot is 10-20
minutes (35%) and 50-60 minutes (18%).
Travel time on foot increased

significantly compared to users of single
modes, and it can be judged that the [Figure 80] Main boarding areas for users of
transit time through walking is very high multiple public transport modes
as well as the access time to public

transportation.
The majority of public transport users

have more travel outside the city than
inside the city center.
Iztapalapa is the area with the highest

incidence of public transportation, and
this area has limitations in using only a [Figure 81] Public transportation
inconvenience when transferring
single public transportation method, so it
can be judged as an area where transfer is
inevitable.
The most inconvenient factor when

using multiple modes is ‘paying a fee for
each transfer (24.2%)’, ‘long waiting time
between modes (19.7%)’, and ‘walking time (12.1%)’, mainly due to time and cost, and many
complaints were expressed.
[Figure 82] Combination of major transit modes (Top 4)
138
(2) Analysis Results of Modes Change Intention and Price Elasticity to Demand
In order to analyze the price elasticity of demand and intention to switch modes when
transfer discount is applied, the total fare to which the demand for each mode and the
discount is applied was calculated for each scenario.
<Table 43> Demand and fare change after discount by scenario and modes
Modes 1 2 3 4 5 6 7
Scenario Camión/
Metro TrenLigero Metrobús Trolebús Cablebús Otros
Microbús
Demand 33 4 38 4 38 1 0
Present
Existing
165.00 12.00 228.00 12.00 228.00 7.00 0,00
total cost
Modes 1 2 3 4 5 6 7
Scenario Camión/
Metro TrenLigero Metrobús Trolebús Cablebús Otros
Microbús
(After
discount) 37 5 43 6 38 1 2
Demand
(Before
Scenario
discount) 185 24 522 33 516 21 24
1
Total cost
(After
discount) 168 20.4 447.6 28.2 444 18.2 20,8
Total cost
(After
discount) 45 5 47 6 46 4 2
Demand
(Before
Scenario
discount) 225 15 282 18 276 28 8
2
Total cost
(After
discount) 192.00 11.40 240.60 14.40 243.60 21.70 5.6
Total cost 139
(After

discount) 59 9 64 12 67 3 6
Demand
(Before
Scenario
discount) 235 12 318 21 312 21 8
3
Total cost
(After
discount) 183.00 8.40 248.40 15.00 256.80 15.40 6.4
Total cost
As a result of analyzing the price elasticity of demand by modes, in Scenario 1, a 1% rate

reduction is expected to increase demand by 1.29%, indicating that only Metro is elastic.
Afterwards, in Scenarios 2 and 3, it was confirmed that all instruments are elastic, and in
particular, the three instruments Metro, Metrobús and Microbús have a very large change in
expected demand compared to the price change.
<Table 44> Result of analysis of price elasticity of demand (PED) by scenario and by modes (1)
Mode No. Mode Scenario1 Scenario2 Scenario3
1 Metro 1.29 2.14 3.91
2 TrenLigero 0.79 1.31 2.88
3 Metrobús 0.83 2.14 3.95

Mode No. Mode Scenario1 Scenario2 Scenario3
4 Trolebús 0.82 1.57 3.03
5 Camión/ Microbús 0.85 2.67 4.89
6 Cablebús 0.89 1.39 3.24
7 Otros 0.89 1.05 4.32
<Table 45> Result of analysis of price elasticity of demand (PED) by scenario and by modes (2)
Scenario1 Scenario2 Scenario3
Mode No. Mode
Elasticity Elasticity Elasticity
1 Metro Elastic Elastic Elastic
2 TrenLigero Not elastic Elastic Elastic
3 Metrobús Not elastic Elastic Elastic
4 Trolebús Not elastic Elastic Elastic
5 Camión/ Microbús Not elastic Elastic Elastic
6 Cablebús Not elastic Elastic Elastic
140 7 Otros Not elastic Elastic Elastic

Estimation of subsidy by modes proceeds as follows.
① Summation of the existing demand for individual modes and the demand for each
scenario found through the survey
Demand for individual modes by scenario (Survey results)

Scenario 1 (Post) Scenario 2 (Post) Scenario 3 (Post)
Modes Demand
Demand Demand Demand
Metro 33 37 45 59
TrenLigero 4 5 5 9
Metrobús 38 43 47 64
Trolebús 4 6 6 12
Camión/ Microbús 38 38 46 67
Total by Scenario 117.00 129.00 149.00 211.00

② Estimation of subsidy by scenario for each modes

Modes Scenario 1 Subsidy Scenario 2 Subsidy Scenario 3 Subsidy
Metro 0.23 0.24 0.32
TrenLigero 0.18 0.24 0.27
Metrobús 0.25 0.29 0.38
Trolebús 0.15 0.20 0.25
Camión/ Microbús 0.22 0.27 0.40
Total by Scenario 1.03 MXN 1.25MXN 1.61 MXN
③ Estimation of actual expected demand for each scenario by each modes (using
interpolation method)

Scenario 1 Scenario 2 Scenario 3
Actual Demand
Modes (Post) Estimated (Post) Estimated (Post) Estimated
(2017, SEMOVI)
Demand Demand Demand
141

Metro 5,000,000 5,606,061 6,818,182 8,939,394
TrenLigero 112,000 140,000 140,000 252,000
Metrobús 1,500,000 1,697,368 1,855,263 2,526,316
Trolebús 146,000 219,000 219,000 438,000
Camión/ Microbús 7,200,000 7,200,000 8,715,789 12,694,737
Total by Scenario 13,958,000 14,862,429 17,748,234 24,850,447
④ Estimation of subsidy by scenario for each modes

Modes Scenario 1 Subsidy Scenario 2 Subsidy Scenario 3 Subsidy
Metro 1,287,879 MXN 1,666,667 MXN 2,878,788 MXN
TrenLigero 25,200 MXN 33,600 MXN 67,200 MXN
Metrobús 426,316 MXN 544,737 MXN 947,368 MXN
Trolebús 32,850 MXN 43,800 MXN 109,500 MXN
Camión/ Microbús 1,591,579 MXN 2,387,368 MXN 5,040,000 MXN
Total by Scenario (MXN) 3,363,824 MXN 4,676,172 MXN 9,042,856 MXN
Total by Scenario (KRW) 103,561,658 KRW 143,964,763 KRW 278,401,356 KRW

In Scenario 1, a total of 3,363,824 MXN of daily subsidies from all five modes is estimated
to be 1,227,795,587 MXN in total when calculated over one year.
When converted into Korean Won, this is equivalent to about 79.8 billion won, and it is
estimated that about 37.8 billion won will be allocated to Microbús alone as subsidies.
[Figure 83] Calculation of demand increase and subsidy amount by scenario
142
3.2. Conclusion
The group that occupies the largest proportion of transportation users is ‘single public
transportation users’, and it can be seen that the metro use rate is the highest.
It can be assumed that existing public transit users are mainly using Microbús, Metro,
and Metrobús in connection.
The reasons for using transfers are Accessibility: the destination and the stop are close
(35%), Mobility: To move faster (28%), and Connectivity: There are no routes to choose (27%).
Existing private car users are not so willing to switch to the second mode, to the point of
considering using public transportation and transferring if there is a 40% transfer discount
from the second mode.
The current problems of using public transportation in Mexico City are 1) inconvenient
routes, 2) lack of real-time integrated traffic information, and 3) inconvenience of having to
pay for each method. It seems that a method of making a proposal based on the concept of
MaaS(Mobility as a Service) can also be considered.
Online survey is difficult to specify the survey target, and there are also problems of
insufficient number of target people and lack of diversity.
In addition, due to the inability to communicate with respondents, the logical verification
process takes a lot of time, and there is a risk that the reliability of subsidy estimation may
be lowered for these comprehensive reasons.
143

06
CHAPTER
Results
1. Policy Recommendations
2. Expected Effect (The case of Seoul)
3. Additional Case Study: Metro Sheriff in Seoul
4. Strategy Proposals for Integrated Public Transport
Results
1. Policy Recommendations
The main goal of this project was to integrate the Mexico City government’s public
transportation system and to restructure private buses.
As a result of deriving public transportation problems based on the data, first, since the 145
proportion of private Colectivo buses operated by private operators is very important,
CHAPTER 06 Results
incentives are needed to minimize their resistance to public policy. Second problem is that
travel time of public transportation is significantly higher than that of private cars. The
reason for this is that 1) it has to go through a number of traffic stages when moving from
origin to final destination, and 2) the time and distance of walking were relatively long
among the entire traffic stages.
As a way to integrate Mexico City into one of public transportation and private buses, 1)
introduce transfer discounts fare system, 2) expand the automatic fare collection (AFC)
system and operate an integrated settlement center, and 3) establish sustainable governance
for public transportation.
The transfer discount fare system should be understood as a key policy tool to encourage
private bus companies to install integrated smart cards and to comply with Mexico City
government policies. Through this, the Mexico City government can provide a legitimate
basis for monitoring the real-time operation status of private bus companies with data and
use it as a policy tool to manage and supervise the quality of bus services. In addition, in
order to integrate and operate public and private transportation as one, integrated smart
cards and data obtained through them are key means. Therefore, it is necessary to introduce
a settlement center to distribute fare revenue to each operating institution first, and to
integrate and manage data generated from transportation.
Finally, efficient governance is the most important factor in sustainably operating a
public transportation system that includes various stakeholders such as the city government,
private bus companies, and citizens.
2. Expected Effect (The case of Seoul)
The social benefits of the three proposed above to key stakeholders such as the city
government, bus companies, and citizens are as follows;
The city government reduces the share of private cars and increases the share of public
transportation through the improvement of the public transportation system to reduce
greenhouse gas emissions and cope with climate change agreements.
Bus companies can be guaranteed stable profits, however, unless it is a semi-public

system like the Seoul Metropolitan Government, there needs to be an agreement on how to
146 allocate additional revenue to the public and the private sector.
And as a result, in Seoul, more than 1 million citizens a day use a combination of various
means, which has the effect of saving about 600,000 KRW a year per citizen in public
transportation fare. In addition, the welfare of citizens may be promoted by strengthening
the publicity and public interest of public transportation.
3. Additional Case Study: Metro Sheriff in Seoul
Although it is not within the scope of the project, we proposed an additional case of the
metro sheriff system in Seoul as a solution to the problem of sexual harassment in the metro.
In Seoul, each of the every five subway stations is operated with a pair of sheriffs, consists of
a station monitoring, an order-keeping team in the vehicle, and a shopping mall
management team that manages rental facilities, and an additional task force is operated to
respond to emergencies.
Citizens can report crimes through smartphone apps, phone calls, or text messages
through the unique numbers displayed on every vehicles, and metro sheriffs play a role in
detecting criminals and handing them over to the police.
4. Strategy Proposals for Integrated Public Transport
1) Short Term: Policies that can be applied immediately without a large budget
• Effect of color separation on highway road surface to prevent traffic accidents

• Improvement of traffic flow by upgrading public transportation operation
2) Medium term: a phased policy
• An integrated fare adjustment agency shall be established.

• Expand the use by giving various functions to the integrated public transportation card
• Need to establish physical infrastructure for public transportation governance
meetings
• The collected public transportation data is used in the policy decision-making process
3) Long term: a policy that requires a large budget and can only be introduced if a
prior plan is preceded 147
CHAPTER 06 Results
• Long-term negotiations between stakeholders are required for route reorganization,
transfer discount system, and governance establishment
• Establishment of TOPIS: Real-time data collection technology and Internet
infrastructure need to be established
References
<Policy Report>
Korean
Song Seok -hui, Kim Kyung -cheol(2005), The story of Seoul Bus Reform and Conflict
Management, Seoul Development Institute
Yoon Hyuk -ryul, Kim Seung -jun, Shin Sung -il, Lee Shin-hae, Ahn Ki-jung(2012), Study on
the development plan of the Seoul Quasi Bus System, The Seoul Institute
Yun Jun Byeong(2014), The story of a transportation policy that changed Seoul, 21st century
Books
148 English
City of Sanfrancisco, 2013, San Francisco Climate Action Plan
City of Sanfrancisco Environment, 2019, Focus 2030 : A Pathway to Net Zero Emissions
Spanish
SEMOVI, 2020, PROGRAMA INTEGRAL DE MOVILIDAD DE LA CIUDAD DE MÉXICO 2020-2024
SEMOVI, 2019, COMISIÓN DE CLASIFICACIÓN DE VIALIDADES
SEMOVI, 2019, PLAN ESTRATÉGICO DE MOVILIDAD DE LA CIUDAD DE MÉXICO 2019
lNEGI, 2020, Estadística de Vehículos de Motor Registrados en Circulación
CDMX, 2018, PLAN MAESTRO DEL METRO 2018 – 2030
Journal
Ansell, Chris, and Alison Gash. “Collaborative governance in theory and practice.” Journal of
public administration research and theory 18.4 (2008): 543-571.
Choi, Byung-Doo. “Collaborative Governance and Development of the Yeongnam Region: A

Conceptual Reconsideration.” Journal of the Korean association of regional geographers
21.3 (2015): 427-449.
Choi Seung -guk et al. “Research on Governance Course of Energy Conversion Policy:
Focusing on One Nuclear Power Plant Reduction Execution Committee” (2021): 219 ~ 257
Heo Tae-wook(2018). Socio-Technology System Transformation and Environmental Energy

Governance in Seoul: The Case of ‘One Less Nuclear Plant’. NGO Research, 13(1), 27-68.
Jinsoo Kim and Soontak Seo. (2012). A Case Study of Metropolitan Administration from the
Perspective of Cooperative Governance: Focusing on Reorganization of the Metropolitan
Area’s Public Transportation System. Land Research, 74, 93-109.
Jun, Myung-Jin, Soon-Myung Jang, and Jung-Ho Lee. “Optimum Rotor Shape Design of Flux
Switching Motor using RSM and Performance Improvement by New Type Winding
Method.” Proceedings of the KIEE Conference. The Korean Institute of Electrical
Engineers, 2011.
Kim Se-hoon(2007). Theory and Practice of Local Governance: Challenges for Solving Local
Problems. Korean Local Government Research, 9(2), 41-56.
Lee.(2002). Conceptualization of Governance: Governance as ‘Social Coordination’. Korean

149
Journal of Public Administration, 36(4), 321-338
REFERENCES
Soyeon Park, and Byungseol Byun. “A Study on the Governance System of the Residential
Environment Improvement Project-Focused on the Gaeiburi Village in Incheon
Metropolitan City.” Journal of the Geographical Society of Korea 49.1 (2015): 133-145.
Website
USA Census, https://www.census.gov
National Institute of Statistics of Mexico, https://www.inegi.org.mx/
Ministry of Mobility of Mexico City, https://www.semovi.cdmx.gob.mx/
Mexicocity Metro, https://metro.cdmx.gob.mx/
Mexicocity Metrobús, https://www.Metrobús.cdmx.gob.mx/
Bus Policy Citizens’ Committee minutes, https://opengov.seoul.go.kr/
TOMTOM, https://www.tomtom.com/en_gb/traffic-index/ranking/?population=MEGA
T2M International Transportation History Association, https://t2m.org/newsletter/view-from-

the-street/moving-about-in-mexico-city-past-and-present-reflections/
Appendix
[Survey]
Encuesta: Eficacia de la política de transporte público y tarifas en CDMX
Encuesta : E cacia de la política de transporte público y tarifas en CDMX
Estimad@ encuestad@,
The Seoul Institute y Studio Galilei Co., Ltd nos encontramos realizando una investigación
sobre la “Mejora de la Red de Transporte Público y la Agregación del Sistema Integrado de
Transporte en la Ciudad de México”.
150
Como parte de este trabajo, le pedimos su apoyo respondiendo esta encuesta que nos
ayudará a comprender la perspectiva del usuario del transporte público en la Ciudad de

México. Sus respuestas nos ofrecerán información valiosa que contribuirá al desarrollo de
una red de transporte público sostenible y conveniente en la Ciudad.
500 participantes podrán ser elegibles para ganar una tarjeta de regalo de Starbucks!
Le aseguramos que la información proporcionada por usted será tratada de forma con
dencial. Solicitamos amablemente responder a las preguntas a continuación y le
agradecemos por su importante participación, tiempo y esfuerzo.
* Obligatorio
[1] Información personal
Esta encuesta contiene 30 preguntas sobre sus viajes diarios y le tomará aproximadamente 10 min. en
contestar.
Para poder ganar una de las 500 tarjetas de Starbucks deberá enviar su número telefónico como parte de la
encuesta.
1. Ingrese su número de teléfono celular para participar en la encuesta y poder recibir la

tarjeta de regalo de Starbucks (ej. 55-1234-5678)
2. Usted es *
Marca solo un óvalo.

1. Hombre 2. Mujer
3. Cuál es su edad? *

1. 15~19 2. 20~24 3. 25~29 4. 30~34
5. 35~39 6. 40~44 7. 45~49 8. 50~59
9. 60~
4. Cuál es su ocupación? *

1. Alumno de estudios básicos/medios (primaria, secundaria, preparatoria)
2. Estudiante universitario
151
3. Trabajador independiente
APPENDIX
4. Empleado del sector público (por ejemplo, funcionario gubernamental, maestrode
escuela pública de empresa pública)
5. Profesional (por ejemplo, médico, abogado, ingeniero, atletas, artistas, etc.)
6. Administrador, Secretario
7. Empleado de la o cina
8. Trabajador laboral
(Por ejemplo, Minería, Manufactura, Mantenimiento y Construcción)
9. Trabajador laboral (Por ejemplo, agricultura, silvicultura y pesca)
10. No trabajo
11. Ama de casa
12. Retirado
13. Otros:
5. Cuál es su rango de ingreso annual? *

1. 0~100,000 MXN 2. 100,000~300,000 MXN
3. 300,000~600,000 MXN 4. 600,000~900,000 MXN
5. 900,000~1,200,000 MXN 6. 1,200,000~1,500,000 MXN
7. 1,500,000~1,800,000 MXN 8. 1,800,000 ~ MXN
6. En qué delegación de la CDMX vive?*
Consulte la imagen de la Ciudad de México a continuación

1. Azcapotzalco 2. Gustavo A. Madero
3. Venustiano Carranza 4. Iztacalco
5. Iztapalapa 6. Tláhuac
7. Milpa Alta 8. Tlalpan
9. La Magdalena Contreras 10. Álvaro Obregón
11. Cuajimalpa 12. Miguel Hidalgo
13. Cuauhtémoc 14. Benito Juárez
15.Coyoacán 16. Xochimilco
17. Suburbio(Norte) 18. Suburbio(Este)
19. Suburbio(Sur) 20. Suburbio(oeste)
[2] Informaciónsobreelusode transportepúblico

152
7. Cuáles elpunto de partidadel que viajanormalmentepormedio de transporte?
Consultela imagen de la Ciudad de México a continuación
1. Azcapotzalco 2. Gustavo A. Madero

3. Venustiano Carranza 4. Iztacalco
5. Iztapalapa 6. Tláhuac
7. Milpa Alta 8. Tlalpan
9. La Magdalena Contreras 10. Álvaro Obregón
11. Cuajimalpa 12. Miguel Hidalgo
13. Cuauhtémoc 14. Benito Juárez
15. Coyoacán 16. Xochimilco
17. Suburbio(Norte) 18. Suburbio(Este)
8 Cuáles eldestinoal que viajanormalmentepormedio de transporte? Consultela imagen

de la Ciudad de México a continuación
1. Azcapotzalco 2. Gustavo A. Madero 3. Venustiano Carranza

4. Iztacalco 5. Iztapalapa 6. Tláhuac
7. Milpa Alta 8. Tlalpan 9. La Magdalena Contreras
10. Álvaro Obregón 11. Cuajimalpa 12. Miguel Hidalgo
13. Cuauhtémoc 14. Benito Juárez 15. Coyoacán
16. Xochimilco 17. Suburbio(Norte) 18. Suburbio(Este)
9. Cuánto tiempo (minutos) viaja al día utilizando transporte público? (ej. 57 minutos →
57) *
10. Cuánto tiempo viaja a pie durante el tiempo total de viaje cuando usa el transporte
público? *
※ Viaje a pie total = caminar antes de llegar al transporte público + bajar del
transporte público y caminar al destino nal Marca solo un óvalo.
1. 0~10minutos 2. 10~20minutos 3. 20~30minutos

4. 30~60minutos 5. 60~ minutos
11. Cuántas veces ha utilizado un medio de transporte público en los últimos tres meses? *
153
APPENDIX
1. Ninguno → Ir a la pregunta 12
2. 1~2dias a la semana → Ir a la pregunta 19
3. 3~4dias a la semana → Ir a la pregunta 19
4. Más de 5 días a la semana → Ir a la pregunta 19
5. 1~2días por un mes → Ir a la pregunta 19
[2-1] Estado de los no-usuarios del transporte público
12. Ha utilizado transporte público en el último año? *

1. Ninguno 2. 1~3 ida y vuelta 3. 3~5 ida y vuelta
4. Más de 5 ida y vuelta
13. Por qué motivo no utiliza transporte público? *

1. Ruta de tránsito incómoda
2. Falta de puntualidad (ej. Hora de llegada del transporte público en la parada)
3. La tarifa del transporte público no es razonable.
4. Demasiados pasajeros
5. Riesgo de infección (ej. COVID-19, etc.)
6. No es fácil llegar a las estaciones/paradas de autobús/metro
7. Riesgo de delitos sexuales
8. Otros:
14. Con qué cambios estaría dispuesto a considerar usar transporte público? [Elija los 2
principales] *
Selecciona todas las opciones que correspondan.

1. Descuentos en tarifas (por ejemplo, descuentos en transferencias, boletos de
temporada, etc.)
2. Mejora en la puntualidad
3 .Mejora de los servicios de información de trá co en tiempo real
4. Menos pasajeros en los vehículos
5. Reducir la ocurrencia de delitos sexuales
154 6. Mejorar la conexión con otros medios de transporte

7. Otros:
15. Cuál es su principal alternativa al transporte público? *

1. Coche 2. Caminar
3. Vehículo de dos ruedas (bicicleta, motocicleta)
4. Otros:
16. Si usted tiene automóvil, ¿Cuántos autos tiene? *

1. No → Ir a la sección 9 ([3-1] Política de tarifas de transporte (por ejemplo, sistema de
descuento de transferencia) Escenario 1)
2. Uno → Ir a la pregunta 17
3. Dos → Ir a la pregunta 17
4. Tres~ → Ir a la pregunta 17
[2-1-A] Estado de los propietarios de vehículos entre los no-usuarios del transporte
público
17. Cuánto tiempo (minutos) le toma hacer un viaje regular de ida en automóvil en
promedio? (ej. 132 minutos= 132) *
18. Cuánto cuesta el mantenimiento mensual promedio de su vehículo? (Peaje +

Combustible + Tarifa (servicio) de estacionamiento)

1. 0~2,000 MXN 2. 2,000~4,000 MXN 3. 4,000~6,000 MXN
4. 6,000~ MXN
Ir a la sección 9 ([3-1] Política de tarifas de transporte (por ejemplo, sistema de descuento de

transferencia) Escenario 1)
[2-2] Estado de los usuarios del transporte público
19. Cuál es su propósito de usar los modos de transporte público? (※ múltiples opciones
disponibles) * Selecciona todas las opciones que correspondan.
155
APPENDIX
1. Ir y venir del trabajo
2. Ir de compras u ocio
3. Ir y venir del estudiar (Inicio ↔ Escuela)
4. Viaje de negocios
5. Llevar o recoger a alguien (Ej. Llevar o recoger a alguien, etc.)
6. Otros:
20. Cuántas veces hace trasbordos cuando usa modos de transporte público? *

1. Ninguno (Directo)
Ir a la pregunta 21
HOME COMPANY
2. 1-transbordo (Mismo medio)

Ir a la pregunta 21 HOME
COMPANY
3. 1-transbordo
(2 tipos de transporte) HOME
Ir a la pregunta 23
COMPANY
4. Más de 2 transbordos
HOME
(más de 3 tipos de transporte)
Ir a la pregunta 23
COMPANY
[2-2-A] Estado de no usuarios del trasbordos de transporte público
21. Cuál es su principal medio de transporte público actualmente?*

156
1. Metro 2. Tren Ligero 3. Metrobús

4. Trolebús 5. Camión / Microbús 6. Cablebús
22. Si tiene algún inconveniente en el uso de los modos de transporte público, cuál es? *

1. Ruta de tránsito incómoda
2. Puntualidad inexacta
3. Tarifa elevada
4. Demasiados pasajeros
5. Riesgo de infección (ej. COVID-19, etc.)
6. Acceso inconveniente o insu ciente a las estaciones/paradas
7. Riesgo de delitos sexuales en los vehículos
8. No hay inconvenientes
9. Otros:
Ir a la sección 9 ([3-1] Política de tarifas de transporte (por ejemplo, sistema de descuento de

transferencia) Escenario 1)
[2-2-B] Estado actual de los usuarios del transporte público que hacen trasbordos entre
diferentes medios de transporte
23. Por qué hace transbordo entre otros medios de transporte público? *

1. (Movilidad) Puedo moverme más rápido cuando me trans ero por otros modos
2. (Accesibilidad) La parada/estación a la que hago transbordo está cerca del destino
3. (Comodidad) El medio de transbordo está más limpio y con menos pasajeros
4. (Conectividad) Solo hay una ruta que puedo tomar desde el origen hasta el destino
5. Otros:
24. Cuál es el primer medio de transporte público que usa al iniciar un viaje regular? *

1. Metro 2. Tren Ligero 3. Metrobús
4. Trolebús 5. Camión / Microbús 6. Cablebús
157
7. Otros:
APPENDIX
25. Indique en orden los medios que usa normalmente (① Por favor, seleccione solo la
cantidad de modos de transporte público que ha usado en orden, ② Los mismos
modos se pueden colocar en orden consecutivo, ③ Después de seleccionar todos los
modos que ha usado, elija “Fin de viaje” si la orden permanece)
※ Ejemplos de referencia / Selecciona todas las opciones que correspondan.
Ejemplo 1 Ejemplo 2
Origen - Metro(1) - Merobus(2) - Trolebus(3) - Destino Origen - Metro(1) - Merobus(2) - Trolebus(3) - Destino Primero Segundo Tercero Cuarto Quinto
Primero Segundo Tercero Cuarto Quinto Primero Segundo Tercero Cuarto Quinto Metro
Metro Metro
Tren Ligero
Tren Ligero Tren Ligero Metrobús
Metrobús Metrobús Trolebús
Trolebús Trolebús Camión / Microbús
Camión / Camión / Cablebús

Microbús Microbús
Cablebús Cablebús Otros
‘Fin de viaje’ ‘Fin de viaje’ ‘Fin de viaje’
26. Cuál es la suma total de medios de transporte público que usa al día? (MXN)*
27. Qué es lo más inconveniente al trasbordar en varios medios de transporte en un

viaje?*
1. Tener que pagar por cada medio
2. No tener información integrada en tiempo real para los medios de transferencia
3. Larga distancia a pie entre medios
4. Largo tiempo de espera para tomar el siguiente medio
5. Alto costo cuando se usan muchos medios
6. Otros:
[3-1] Política de tarifas de transporte (por ejemplo, sistema de

descuento de transferencia) Escenario 1
[Escenario 1] Si se utiliza más de un medio de transporte público, a partir del segundo
trasbordo se tendrá un descuento del 20% en todos los medios.
158
[3-1-1] Preferencia del usuario por el Escenario 1
28. [Escenario 1] Si se utiliza más de un medio de transporte público, a partir del

segundo trasbordo se tendrá un descuento del 20% en todos los medios. *
A C
Antes ORIGEN DESTINO
%
A C
Después ORIGEN DESTINO
1. No habría ningún cambio en mi ruta(La mismaque antes)
Ira la sección12 ([3-2] Política de tarifasde transporte (por ejemplo, sistemade descuentode
transferencia) Escenario2)
CAR
%
A C
2. Consideraría dejar de usar automóvil y usar transporte público.
A
%
A B C
3. Cambiaría la cantidad u orden de medios de transporte público.
[3-1-2] El cambio en el patrón de uso de modos por Escenario 1

159
APPENDIX
segundo trasbordo se tendrá un descuento del 20% en todos los medios. / Indique en
orden los modos que considera usar
(※ ① Seleccione solo la cantidad de modos de transporte público que espera usar en

orden, ② Los mismos modos se pueden colocar en orden consecutivo, ③ Después de
seleccionar todos los modos que espera usar, seleccione “Fin de viaje” si el pedido
permanece)
Ejemplo 1 Ejemplo 2
Metro Metro
Tren Ligero

Microbús Microbús

descuento de transferencia) Escenario2
[3-2-1] Preferencia del usuario por escenario 2
A C
%
A C
160 Después ORIGEN DESTINO
1. No habría ningún cambio en mi ruta(La mismaque antes)
Ira la sección15 ([3-3] Política de tarifasde transporte (por ejemplo, sistemade descuentode
transferencia) Escenario3)
CAR
%
A C
A
%
A B C

[3-2-2] El cambio en el patrón de uso de modos por Escenario 2

segundo trasbordo se tendrá un descuento del 30% en todos los medios. / Indique en
orden los modos de transporte público que considera usar
(※ ① Seleccione solo la cantidad de modos que espera usar en orden, ② Los mismos
modos se pueden colocar en orden consecutivo, ③ Después de seleccionar todos los
modos que espera usar, seleccione “Fin de viaje” si el pedido permanece)
Ejemplo 1 Ejemplo 2
Metro Metro
Tren Ligero

Microbús Microbús
161
APPENDIX
descuento de transferencia) Escenario 3

[3-3-1] Preferencia del usuario por escenario 3

A C
%
A C
1. No dispuesto a cambiar (igual que el anterior)

Ir a la pregunta 34
CAR
%
A C
A
162
%
A B C

Date of publication February 2023
Government Publications Registration Number 11-1051000-001284-01
Document Number - KOTRA자료 22-231
ISBN 979-11-402-0575-2 (95320)(PDF)
Copyright ⓒ 2022 by Ministry of Economy and Finance, Republic of Korea
Ministry of Economy and Finance (MOEF)
Sejong Government Complex, 477, Galmae-ro, Sejong-si 30109, Republic of Korea
Tel. 82-44-215-7747
www.moef.go.kr
Korea Trade-Investment Promotion Agency(KOTRA)

13, Heolleung-ro, Seocho-gu, Seoul, Republic of Korea
Tel. 02-3460-7522
www.kotra.or.kr
Knowledge Sharing Program (KSP)

www.ksp.go.kr

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Presented by the MOEF, Republic of Korea

2021/22 KSP Policy Consultation Report

2021/22 KSP Policy Consultation Report

Supported by Ministry of Economy and Finance (MOEF), Republic of Korea

1. Background and Purpose············································································································ 013

1. General Status of Mexico City ····································································································· 019

1. Overview of Current Public Transportation Challenges ····························································· 065

1. Historical Background of Public Transportation System ··························································· 089

1. Strategies for Improving Public Transportation System ···························································· 123

1. Policy Recommendations ············································································································ 145

References ········································································································································ 148

<Table 1> Global City Population································································································· 021

<Table 41> Survey Overview ·········································································································· 130

[Figure 1] Seoul Public Transport Governance ··········································································· 015

[Figure 3] Geographical Characteristics of Mexico ····································································· 020

[Figure 30] Trolebús in Mexico City ······························································································· 060

1. Background and Purpose

1. Background and Purpose

CHAPTER 01 Project Overview

Department of Transportation of Mexico City (‘SEMOVI’) has established the 2020-2024

1.2. Project Objectives

the performance of public transportation (e.g. number of operations, punctuality, and

The objectives of this project are summarized as follows;

CHAPTER 01 Project Overview

And to build a capacity of integrating public transportation system in Mexico City by

2. Scope of the Project

2.1. Time Scope

2.2 Spatial Scope

Mexico City and its surrounding area

2.3. Research Scope

① A Survey and Analysis of Public Transportation System in Mexico City

④ Conduct a workshop for policy officials to visit Korea

Final - Provide advice to senior policymakers and policymakers

Backgrounds Project Scope Expected Result

Current Status of Public Transportation in Mexico City 017

CHAPTER 01 Project Overview

Diagnosing the Problems of Using Public Transportation

Accessibility of vulnerable Safety

An Empirical Analysis of Travel Behaviours

1. Share of travel and public transportation by time of travel Empirical Analysis

Case study of Integrated Public Transportation System of Seoul

Integrated Transfer Discount Fare System

AFC Data Clearing Governanace

Status Analysis of Mexico City

1. General Status of Mexico City

1. General Status of Mexico City

1.1. Overview of Mexico

Country name United Mexican States

CHAPTER 02 Status Analysis of Mexico City

Race Mestizo(60%), Native American(30%), White(9%)

President Andres Manuel Lopez Obrador(2018.12.~)

City Mexico City

Population 9.21 million(2020) - about 7% of the whole country

Geographically, it is a city built by filling a lake, so there is a characteristic of weak

It covers a total area of 1,495 km and consists of 16 Alcaládías.

[Figure 3] Geographical Characteristics of Mexico

1.3. Socioeconomic Characteristics

<Table 1> Global City Population

CHAPTER 02 Status Analysis of Mexico City

Seoul 9,668,465 605 15,975.7

Jakarta 10,770,487 662 16,281.9 7th → 46th

Bangkok 10,899,698 1,569 6,946.9 8th → 74th

Note: 2021 TomTom Traffic Index: https://www.tomtom.com/en_gb/traffic-index/ranking/?population=MEGA