La presencia de la mujer ante la necesidad urbana de la movilidad cotidiana y el impacto en el hogar

The objective of this work was to visualize the involvement of women in the pressing and urgent need of urban displacement, specifically it consisted of relating gender, socioeconomic characteristics and the mode of transport as factors of mobility, as well as the expense that this represented. activity. The travel data from the Encuesta Origen Destino en Hogares de la Zona Metropolitana del Valle de México (EOD) 2017 were taken as a reference. The sample size was 66 625 homes, but the survey was designed with a factor that reflected all trips in the entire Metropolitan Area of the Valley of Mexico (ZMVM). The survey captured trips made on weekdays and on Saturdays, but for this research only trips made only on weekdays were considered. The results indicate that, in terms of gender, women (0.697) make more trips than men (0.668) and also that the walk-only mode is used by the low strata (0.327) and medium low (0.720), while public


Introduction
Urban mobility is a human need. It is precisely in large cities where this condition is most evident in their daily dynamics. In Mexico City (CDMX) 16.4 million trips are made daily, according to the 2019 Mobility and Transportation Survey (National Institute of Statistics and Geography [Inegi], 2019). Trips by private car represent 22.1%, those made on foot represent 37.5% and the remaining 40.4% are made in other modes of transport. Of the 16.4 million trips, 55% are made by women (Suárez, Galindo and Reyes, 2019). Hidalgo. Now yes, the EOD 2017 indicates that 34.56 million trips were made on a weekday, of which 20.6% were in private transport, 32.3% were made on foot and 47.1% of the trips were made in other modes of transport (Inegi , 2017).
For its part, the National Survey of Household Income and Expenditure 2020 [Enigh] carried out by Inegi (2020) indicates that in the current quarterly monetary expenditure in households in Mexico in the category of "Transportation and communications" it was 18.6 %. In 2018, the same item represented 20%. Here are included the costs of acquisition, maintenance, accessories and services for vehicles; transportation expenses and also communications (Inegi, 2020). Table 1 shows the percentage that this item of "Transportation and communications" represents in the expenses of households in CDMX and the State of Mexico.
The Enigh 2020 indicates that of the quarterly average monetary current expenditure for the 20 main expense items, public transport represented 5.2% in 2018 and 3.3% in 2020 (Inegi, 2020). Table 2 indicates the percentage of the components of this item, among which is public transportation. Table 3 indicates the percentage of households in the ZMVM that have some type of vehicle.   (2017) The movement of individuals is determined by factors such as gender, age and ethnicity, among others. Space, time and money alone do not explain mobility and cities, especially where inequality is present; they must observe the interdependence of all factors as an aid to transport policies (Jirón, Carrasco and Rebolledo, 2020). Socioeconomic status, as well as the availability of transportation modes, must also be observed. Jiron et al. (2020) even explain that decisions regarding mobility may depend on people other than the person making the trip, due to the interdependence between family members, employees, etc.
Women, for example, are in less contact with productive spaces, since they are the ones who mainly dedicate themselves to the "social reproduction of daily life" referring to the home and that is why they move less frequently in the city (Díaz 1989;Fagnani 1977;Ferré and Serra, 2006;Sabaté 1984, all cited in Riquelme, 2016. In addition, the characteristics of the city determine the space and time of women, since they carry out more tasks and more trips when there are children in the home (Jirón et al., 2020;Olivieri and Fageda, 2021;Rodríguez andGarcía, 2012, cited in Riquelme, 2016). Because the sexual division of labor still reigns and the propensity to consider certain activities as related to women, mobility shows patriarchal dominance (Riquelme, 2016).
The primordial debate on transport should no longer consider gender mobility as a "women's problem" (Jirón et al., 2020).
In a study in the Metropolitan area of Montevideo, Uruguay, Olivieri and Fageda (2021) perceived a slight difference in travel patterns in terms of gender, since women travel less and at a shorter distance than men and their workplace is mostly near the place of residence. Daily mobility is shorter, but more frequent if they have children. In addition, women who participate to the same extent in the household income are mobilized in the same way as women in households where men are the main providers. Due to the other factors that must be observed in mobility studies (age, ethnicity, socioeconomic status, etc.), women's trips may differ from each other (Jirón et al., 2020;Olivieri y Fageda, 2021;Riquelme, 2016).
Regarding transportation modes, Etminani and Ardeshiri (2015) indicate that lifestyle, socioeconomic status, and the availability of private cars can determine the choice of transportation mode on non-work-related trips. Li, Lo and Guo (2018), observed, as part of the results of the binary logistic regression applied in their study, that having a car, monthly income and gender are relevantly related to the choice of transport mode in shopping trips.
Returning to Olivieri and Fageda (2021), they point out that families with children are likely to travel by car; women use it to reduce travel times, although women are less likely to travel by car. The predominance of the use of public transport by women affects their mobility in areas where there is less supply of this transport. They also indicate that the socioeconomic has an important weight in mobility. And along these lines, Riquelme (2016) mentions that families with economic precariousness find it necessary to seek "mobility strategies", such as walking, and Suárez et al.
(2019) mention that in CDMX walking is the most frequent among those with low income and using the car occurs with greater incidence the higher the income.
In the present work, we started from the hypothetical inference that the presence of women in urban mobility is very representative, since they are directly involved in the administration of the home, where their socioeconomic status and the type of transport used have a direct impact on its dynamics and behavior.

Mobility
Defined as the action of displacement in the territory, it encompasses and manifests objective and subjective factors, in addition to alluding to "trips made, feasible and conceived" (Gutiérrez, 2012, p. 71). In mobility analyses, even those who do not move are studied: inaccessibility (Di Ciommo, 2017;Gutiérrez, 2012;Joshi, Bailey and Datta, 2021;Montezuma, 2003); and it should also be considered that the trip, as a line between origin and destination, does not in itself satisfy the needs that motivate this transfer, since the needs may require several trips, places or times, that is, "travel networks" (Gutiérrez, 2012).

The gender
In mobility studies it becomes important, since mobility needs have been shown to be different (Carta and De Philippis, 2018;Di Ciommo, 2017;Olivieri and Fageda, 2021), even if factors such as differences in employment or access to services are ruled out. private vehicle (Havet, Bayart and Bonnel, 2021). But also between socioeconomic strata the needs or access to transport are different (Li et al., 2018;Riquelme, 2016).

Socioeconomic strata
In the present work, the categorization of socioeconomic strata present in the methodological document of the EOD 2017 (Inegi, 2017) was used: 1) low, 2) medium low, 3) medium high and 4) high. This stratification is due to the sociodemographic characteristics of individuals, as well as the quality and equipment within and around the homes they inhabit.

Transportation modes
Whether public (such as concession or mass transport), private (private car) or active

Methodology
With a quantitative approach, thematic maps of the type of choropleths were made, with information from the EOD 2017, to detect the number of trips originating in different areas of the ZMVM according to gender, socioeconomic status and type of transport in the area. that they traveled. Table 5 describes the variables considered in the model (see also figure 1).

Figure 1. Model variables
Source: self made

Instrument
In its methodology, the 2017 EOD (Inegi, 2017) used the district as the geographic unit to divide the ZMVM. These districts are made up of groups of contiguous blocks and grouped according to socioeconomic characteristics, so they have a different territorial extension. The total number of districts in the survey is 194 (table 4). The travel data tables of the EOD 2017, which include the districts of origin and destination of these trips, gender, socioeconomic status and type of transport, were obtained from the Inegi website and the files containing the maps. of the ZMVM were obtained from the website of the Transport and Logistics Engineering Research Group of the National Autonomous University of Mexico (UNAM).
With the data obtained from the 2017 EOD, the data tables were prepared for each variable: dependent = Mobility; independent = Trips by gender, Trips by socioeconomic stratum and Trips by type of transport, as shown in table 5.

Results
Pearson's correlational analysis was used with the help of IBM SPSS version 22 software.
The result obtained is shown in table 6.  196 196 195 192 123 196 196 196 * The correlation is significant at the 0.05 level (two tails). **Correlation is significant at the 0.01 level (two-tailed).

Source: self made
In the correlation it is visible, regarding gender, that women (0.697) make more trips than men (0.668), mainly in the low (0.327) and medium-low (0.720) strata. In the medium-high (0.703) and high (0.875) strata, private transport is used more.
As can be seen, in the descriptive analysis the relationship was presented with a higher incidence of women, since she performs an active occurrence of mobility, but in a lesser extent of displacement and in the lower middle stratum, where it is more appreciated. Saturdays, but only trips made on weekdays were selected for this research.
The Arcmap program was used to link these data tables with the maps containing the polygons of each district. Figure 2 shows the map with the number of trips by district of origin in ranges separated by the natural breaks method. Source: Own elaboration based on Inegi (2017)

Municipios conurbados
In the maps it was necessary to discard the trips that did not have a specified district. Table   8 shows the amount of the population that made trips in the ZMVM, with or without an assigned district, as well as the number of trips made by gender, and it is observed that women made more trips. Figure 3 shows the map with the trips by district of origin separated by gender and in ranges by natural breaks, which are generally similar in each map.  In the map of figure 4, with the gender comparison for each district, it is noticeable that the graphs have mostly the same or more number of trips made by women. Regarding the socioeconomic strata of the 2017 EOD, the low stratum represents 0.9%, the lower middle 54.5%, the upper middle 31.2% and the high 13.4%. Figure 5 shows a map with the trips by district and by socioeconomic strata, where it is perceived that the low stratum has a much lower number of trips compared to the other strata, although this is explained because it is less than 1% in the ZMVM.   Source: Own elaboration based on Inegi (2017) This can also be seen in figure 8 with the maps separated by type of transport (the maps with "Mixed" and "Other" modes are omitted, since the maximum number of trips per district with these modes is 12,600 and 4,600, respectively). The results observed in the maps and in the statistical analysis show how in the periphery of the ZMVM women make more trips. It was also observed that it is in the periphery where the trips of the low and medium-low strata mainly originate and it is also there where the walking and private modes are mostly used, compared to public transport, which is used to a much lesser extent.
In the maps it was necessary to discard the trips that did not have a specified district of origin; If they had been clear, their inclusion would have provided more precise results, however, the correlation analyzes confirm the hypothesis about the representative presence of women in mobility and the relationship with socioeconomic status and mode of transport.

Proposal
Given the responsibility carried out by the woman inherited or awarded in the home, it is recommended, especially for the low and medium-low strata, to carry out immediate and mediate mobility planning in the home.
The use of digital tools that exist in the market and that are also free is suggested. Use applications that directly involve concessioned transport to streamline urban mobility and reduce impact on cost and time. This through government regulation, to reduce and mitigate the abuse of bidders, by the policies applied and that benefit the entrepreneur (see table 9).

Discussion
In the study by Suárez et al. (2019) on mobility in CDMX, it was observed that 55% of trips were made by women. The results observed in the maps of the present study show how women also make more trips in the periphery of the ZMVM, which suggests that the mobility of women in the periphery is for tasks other than or alternative to going to the work centers located in CDMX, a situation exposed by Fagnani (1977), Sabaté (1984, Díaz (1989) and Ferré and Serra (2006), all of them cited in Riquelme (2016), and something similar to the study in the Montevideo Metropolitan area of Olivieri and Fageda (2021). This would also be explained by the tasks they perform, mainly related to home and family (Carta and De Philippis, 2018), because, despite changes in recent decades, gender roles and mobility persist. those distinctions still occur (Havet et al., 2021).
It was also observed that it is in the periphery where the trips of the low and medium-low strata mainly originate and it is also there where the modes of walking and private are mostly used compared to public transport, which is used to a much lesser extent. The use of the walking mode agrees with the observation of Suárez et al. (2019): those with low income are the ones who use it the most. But the private mode is also used in the periphery over public transport, which could be explained by what was stated by Rodríguez and García (cited in Riquelme, 2016) about how the characteristics of the city influence the type of transport used, because it is in the periphery where there is less public transport (Olivieri and Fageda, 2021), both mass and concession.
Using the private mode in the periphery between the low and medium-low sectors indicates that these households spend a significant amount of money on mobility, since the category of transportation and communications represented, in the state of Mexico, 19.9% of household spending on mobility. in 2018 and 19.6% in 2020 and includes the acquisition, maintenance, accessories and services for vehicles, in addition to expenses in other types of transportation and expenses in communications (Inegi, 2018(Inegi, , 2020. This can be explained by the fact that transportation is offered where there is more population density, and in the ZMVM the density is ten times greater in the urban centers than towards its limits (Lara, Estrada, Zentella and Guevaram 2017).
The individual expense that involves mobility, and to a greater extent in the conurbation municipalities of the ZMVM (Inegi, 2020), as well as the probability that satisfying the needs requires multiple trips (Gutiérrez, 2012), add to the urgent need that transport policies focus on solving mobility in the periphery. All this agrees with what was stated by Jirón et al. (2020) on the various factors involved in mobility. And the fact that in the classification of the travel purposes of the 2017 EOD is found to "take someone or pick someone up" makes it clear that the interdependence between individuals also influences.
In other studies on mobility and gender, the distinction in mobility between men and women was also observed (Carta and De Philippis, 2018;Di Ciommo, 2017;Havet et al., 2021;Olivieri and Fageda, 2021;Riquelme, 2016), but even among women of different socioeconomic status (Riquelme, 2016), so if the various factors involved may be socioeconomic status, lifestyle, personal decisions about the choice of transport mode, the purpose of the trip (Etminani and Ardeshiri, 2015;Li et al., 2018), the structure of the city, the offer of modes of transport, the relationships between individuals and also the gender of the traveler, agrees with Jirón et al. (2020) in that transport policies must take into account all these factors and that gender-related transport is not a "women's problem". Because certain gender roles are still reproduced (Riquelme, 2016), mobility affects women differently, so it is suggested that these differences be considered in transport policies, as Di Ciommo (2017) also suggests. ), but with a view to education contributing to the reduction of these gender distinctions.
In the maps it was necessary to discard the trips that did not have a specified district of origin; Had they been clear, as already mentioned, their inclusion would have provided more precise results, however, the correlation analyzes confirm the hypothesis about the representative presence of women in mobility and the relationship with socioeconomic status and mode of transport. It is suggested, then, that obtaining mobility data be more precise so that spatial relationships provide information that helps decision-making in these transport policies.

Conclusions
The present study aimed to relate gender, socioeconomic characteristics and mode of transportation as factors in mobility. The results showed that, in terms of gender, the periphery of the ZMVM is where women make more trips than men, and it is also in the periphery from where the low and medium-low socioeconomic strata make trips, but the use of transport public is minimal. Regarding the socioeconomic strata of the 2017 EOD, the low stratum represents 0.9%, medium low 54.5%, medium high 31.2% and high 13.4%. Considering the trips by district and by socioeconomic strata, it is perceived that the low stratum has a much lower number of trips compared to the other strata, although this is explained because the low is less than 1% in the ZMVM. Something that worries us is the need to use private transport in the periphery of the low and medium-low sectors, for which, it is inferred, these households have to allocate a greater expense to be able to carry out the necessary mobility, including the expense of some supplies. .
Another important aspect to consider is the individual expense to cover the needs of mobility and multiplication of trips that mainly involve women, due to their main role of participating directly in this family activity. It is proposed that women who are heavily involved in urban mobility and home management assertively use existing digital tools on the market and consider them essential to plan their daily activities that require necessary and daily travel and thus seek to reduce costs and optimize time.

Future lines of research
Currently, the life choices of young people and their relationship with the choice of transport modes are analyzed (Zhang and Jiang, 2020), so performing an analysis involving the ages of users can provide data on mobility distinctions between age groups in addition to gender, which would help to carry out a forecast of the needs for the provision of transport services, as well as dissemination and education on mobility issues in search of the quality of life of the population.