## 6 Conclusions  
The mass public transport system (MPTS) impacts the environmental, economic and social dimensions and is directly related to target 11.2 SDG aimed at providing access to sustainable public transport systems for all, with special attention to social needs. This paper contributes to the comprehension of public transport relationships with the spatial and social dimensions in the complexity of metropolitan areas. This study analysed how SITEUR, the MPTS, addresses social transport needs (STN) in the Guadalajara Metropolitan Area (GMA) and targets 11.2 SDG. In order to understand the complex multivariable phenomenon of STN, three indexes were designed, i.e., the Index of Mass Transport Provision (IMTP), the Index of Social Transport Needs (ISTN), and the Index of Social Transport Needs Covered (ISTNC). They were calculated for 1834 geographic sections (GS). Figure 7: Distribution of the Levels of MTP and of STN in the 1834 GS Source: Authors. The IMTP was calculated with geographic information systems, using real walking distances and open access data, such as network geometry, capacity, and frequency. The ISTN used social transport indicators assessed with principal component analysis, based on existing literature. The difference between IMTP and ISTN was used to assess the ISTNC, giving a positive or negative value, concerning the coverage or the disparity of STN in a GS. It can be concluded that there is high inequality in the distribution of social transport needs and transport provision in the GMA. SITEUR does not meet the social transport needs in the peripheral areas. Results highlight that SITEUR mainly serves the central areas of the metropolis, as in other Latin American cities. Social transport needs do not match the spatial pattern that the mass transportation infrastructure provides in the city. The calculations reveal that the social needs are distributed, mainly, in the periphery, especially in the south-eastern municipalities. The care of STN demands actions within both social and transport dimensions. The decrease of social transport disadvantages requires attention to the most significant social indicators, e.g., elderly and disabled, and the essential coordination of the public and private sectors. Addressing 11.2 SDG will not be solved solely with the increase of more mass transport lines, but by the reinforcement of connections and the improvement of transportation in the periphery [77]. Public and private carriers cannot turn their backs, as they have done in recent decades. They must work towards a common sustainable goal: the improvement of mobility in the GMA, with special attention to social needs. This cooperation and integration must go beyond a simple homologation of bus/SITEUR fares. Carriers should reduce the gap between STN and the public transport provision with improved structural strategies. Although this integration implies the removal of long-standing political and economic handicaps, the public-private dialogue should address the important aspect of social exclusion in the city taking into consideration the SDG. Although the methodology provides a quantitative approximation of a complex problem due to a considerable number of variables, the SITEUR transport supply is limited, so there is still room for improvement in the knowledge of social exclusion linked to public transport. The spatial analysis shows that SITEUR could have a great impact on the modal distribution of the city. However, this contradicts reality. Therefore, future research will integrate other modes of transport to the model to explore further the social needs of transport in the city from a more multimodal perspective. In particular, future research will include a new public transport supply index that considers, not only mass transport, but also the bus network managed by private carriers. This will support social dimension arguments to promote greater cooperation between all carriers with better integration of a more holistic approach to the transport system.