# A CIOS Analysis for the Promotion of Sustainable Plans of Mobility: The Case of Mexico City
## 4 Discussion  
Based upon the studies seen in the introduction section of the paper [37; 38; 39; 40; 41; 42; 43; 44; 45; 46; 47; 48; 49; 50; 51; 52; 53; 54; 55; 56], we decided to apply the CLIOS systemic analysis to Mexico City's SUMP, in order to provide guidelines to improve its implementation and to serve the present study as a point of reference for other cities around the world that have not adopted SUMP procedures. The soundest part of this study is the theoretical construction of a set of subsystems related to the Mexico City's urban structure that permits the identification of the most important components and the type of connections between them. By that way, the decision makers are able to realize what the types of complexity between the different subsystems are, how the systems behave, and what has to be done in order to support the new mobility paradigm in Mexico City. Moreover, through systems theory we were able to realize that the most important elements for sustainable urban mobility are accessibility and land use due to the fact that sustainable transportation modes (walking, cycling, and public transport usage) do not have the capacity to cover long distances. Therefore, it is necessary the existence of high density patterns close to the people's habitat in order to cover their everyday activities without the need to use a car. In addition, human health, environment, and quality of life are also very important components that need to be taken into account within the sustainable urban mobility framework as the establishment of sustainable transportation modes has the ability to affect positively both human health through active transportation and the environment via the reduction of the pollution generated by private motorized transport, leading, as a consequence, to a better quality of life. Furthermore, it is worth mentioning that equally important within a sustainable mobility framework are the population, transportation demand, and infrastructure and transportation modes usage. This is because population is capable to generate aggregate transportation demand and considerable urban transportation infrastructure usage. On the other hand, transportation demand and urban transportation infrastructure set the background for the territorial displacements of people and define their everyday travels. Through the identification of the previously mentioned common drivers we were able to generate logical connections with the public policies and strategies belonging to the Mexico City's SUMP so that to organize them in order of importance. Our findings show that the most important strategy in terms of influence upon the common drivers is the \"integrate\" one and the most important policies are the integration of bicycle usage to the mobility system and the expansion of the mass-transport network. Once this integrate strategy is well established, then we might want to continue with the \"improve\" strategy. This one is related to the improvement of public transport systems and followed by the \"secure\" strategy, with its policy named safe infrastructure with universal accessibility, in order to allow free walking and cycling. Finally, concerning more technical, short-term objectives, this paper proposes the following lines of action in order to help the implementation of Mexico City's SUMP:  
* form mechanisms such as metadata norms that enhance interoperability of data and data searching between institutions residing within the policy system and are oriented towards sustainable mobility planning;
* develop a shared diagnostic apparatus (inventory) that considers urban transportation infrastructure and city's urban environment coverage and functionality so that to create a friendly habitat for pedestrians, cyclists and users of public transport.