The safety of crime in public transport suggests the implementation of policies, strategies and programs for the prevention of crime and the prosecution of risk events that could be exacerbated by negligence, corruption, nepotism, opacity or incompetence of the authorities as guarantors of civil protection? 1?.

In the context of the crime of security in public transport, the state has generated currents of public opinion that legitimize its management and administration of public mobility through investments in video systems: security, police training or specialized programs , checkpoints and assistance in tolls, cabins, federal roads and bridges ?2?.

However, robberies, kidnappings, accidents and attacks on users have generated a counter-propaganda that not only discredits the rector of the State, but also replaces him with a system of citizen self-management that consists of crime prevention through the dissemination of alleged criminals, routes of fear or police corruption, as well as systematic denunciation through testimonies and video recordings before the media, while self-defense actions such as the capture of criminals or lynchings?3? are taking place.

The Metropolitan Zone of the Valley of Mexico concentrates most of the public transport, but only in Mexico City 80% for 45% of users and 55% are mobilized by motor transport. In contrast, the State of Mexico, located around Mexico City, concentrates 20% of public transportation for 55% of its inhabitants in Mexico City ?4] . This is an imbalance that translates to the State of Mexico and Mexico City. In this way, Mexico City receives around one million 735 thousand workers and students from the State of Mexico (one million 676 thousand), Hidalgo (28 thousand), Morelos (14 thousand) and Puebla (15 thousand). However, complaints of insecurity have decreased. In 2012, 2,441 complaints were filed, but in 2018 only 1,564 ?5? were processed.

In the Metropolitan Zone of the Valley of Mexico (ZMVM) about 45% of the shuttle vehicle fleet is private car public transport followed by 29% and the use of taxis by 11%. Inflation (4% accumulated during 2013) for gasoline has increased by 40%, the premium by 30%, diesel by 48%, while wages only increased by 28%?6?.

Mexico City occupies the last places in terms of pedestrian movement with a figure of around 2%, followed by New York City with 10% and London City with 20% , while in the city of Bombay the 55% of deployments are on foot ? 7?.

Regarding the family economy, transportation expenses are divided into 50% for buses or microbuses, 30% for urban buses, 16% for radio taxis and 2% for metro. In this context, it is possible to note that the sustainability of public transport implies the establishment of a collection system in accordance with peri-urban mobility capacities?8?.

In 2012 there were around 580 robberies, which by 2015 had increased to 600,000 assaults on public, private and concession transport. In the cases by demarcation, 22% of the cases were registered in the Coyoacán delegation, followed by Gustavo A. Madero with 15% of the cases, Iztapalapa with 14% and Venustiano Carranza with 12% of the crimes?9 ?.

However, public transportation in Mexico's cities is considered unsafe. It is estimated that in the last eight years around 20% of users have stopped using the public system because they consider it highly dangerous in Mexico City?10?. In 2011, 78% of those surveyed said they felt unsafe on public transport and by 2015 this increased to 80% of those surveyed. In 2012, the minibus with 1,394, followed by the taxi with 641 and the subway with 404 crimes were the scenarios of greatest insecurity. In 2015, there were 983 cases in the minibus, 340 in the metro, and 241 in taxis?11?.

These data exemplify the volume of governance or coordination between political and civil actors, public and private sectors around security, although the statistics highlight the reduction in complaints, the crimes seem to hide the discourses around the problem, since the Reducing complaints does not imply a reduction in crime or civil confidence in the authority’s ?12?.

Therefore, the objective of this work is to carry out a meta-analysis of the literature related to safety or insecurity as a result of exposure or non-exposure of public transport users and its impact on their physical or emotional integrity recorded in 2010 to 2020. ?13?.

From a meta-analytic approach, it will be possible to observe the effects of security or insecurity on the health of users to adjust mobility policies and the public management of the system, as well as citizen self-management ?14?.

Unlike public transport policies that arise from the discretion of authorities and advisors, meta-analytical approaches allow revealing the retrospective conditions of exposure or not to safety or insecurity and their effects on the users of a system?15?.

In the construction of an agenda on mobility in public transport, the meta-analytical approach suggests a systematic review of the literature that reports the effects of exposure or not of risk events such as accidents or diseases associated with crime, corruption, extortion, the negligence, opacity or nepotism of the authorities and whose effects are observed in the mental and physical health of the users?16?.

In such a scenario of exposure to risk events such as earthquakes, fires, coalitions, floods or landslides exacerbated by the action or inaction of the government, citizen insecurity is generated whose effects on the health of users have been recorded in order to establish the conditions of relative risk and proportion of indispensable probabilities to build the Metropolitan Governance?17?.

This is a scenario in which social diagnosis, civil protection and the evaluation of said intervention are convenient. By virtue of which, the development of an integrating model of state management and social self-management are essential to reach agreements between the parties involved?18?.

The mediation of public policies and social needs supposes differences between political and social actors?19?. This is because the inclusion of citizens in the political sphere and the inclusion of rulers in civil affairs is increasingly necessary?20?.

In other words, a meta-analysis of the effects of risks in public transport on the health of users is a diagnosis that guides strategies among civil society to achieve the sustainability of a ?21? system.

Metropolitan governance and its public agenda are oriented towards socio-state co-management, affirming more similarities than differences between authorities and users of public transport, although the establishment of fares seems to be a pending issue between the government and citizens, since subsidies will prevail. To the extent that the quality of service is low ?22?.

Despite the fact that safety and quality in public transport is an objective, a task and a common goal among political and social actors, the differences between the fares in the center of the city with respect to the periphery, as well as the deregulation of the discretionary concessions and the deterioration of public transport units affect the health of users and seem to show that there is an ungovernability and impossibility of governability or management and administration agreed between civil society and the State?23?.

Risk Perception Theory

The consulting literature focuses its interest on the effects of public policies whose dimensions range from acultural , pluricultural, pluricultural, intercultural and transcultural?24?.

acultural pluricultural and pluricultural policies are linked to cases of exposure and non-exposure without consequences for health, since they highlight the stewardship of the State and the efficient administration of the system, legitimizing increases in public service without corresponding to their quality and safety?25?.

The acultural policy is distinguished from the pluricultural and pluricultural to the native communities that inhabit the cities with respect to the migratory flows that go from the urban periphery to the urban centrality?26?. This is the case of the subsidy for availability, quality and transport, which in the centrality is two or three times greater than the cost, availability and quality of transport in the periphery?27?.

The multicultural policy recognizes the arrival of migratory flows for work or educational reasons but does not subscribe to these sectors and only guarantees their security with the video surveillance system that prevails in the urban center ?28?. In other words, it responds to complaints, but does not follow up on them or seek a comprehensive solution to the problem, justifying its inaction due to the lack of complaints or endorsing its responsibility towards individuals, promoting austerity so as not to attract the attention of the offender? 29?.

Multicultural public transport policies highlight coexistence and order as central premises between migratory flows and native communities, but adjusting the uses and customs of visitors to the laws of urban centrality?29?. In this way, a crime committed in a unit that goes from the periphery to the centrality is considered the responsibility of the federal authority and not the local one?30?. Or, the demarcation of responsibility in the face of the deregulation of transport in the urban periphery?31?.

On the other hand, public mobility policies from intercultural and transcultural approaches highlight the exposure and non-exposure of users to risk events derived from climate change and exacerbated by local corruption with short, medium and long-term consequences on mental health and of the users, reflecting in the distrust towards their authorities and the conflicts with the government agencies in charge of the direction and administration of the system?32?.

The intercultural policy seeks co-responsible management between central and peripheral government entities, preventing and imparting justice to crimes committed in the public transport system and care for victims of risk, corruption and crime, but considering a relationship of permanent dialogue between government and education. And labor sectors, unions and civil organizations to improve the quality and safety of the system?33?.

Based on the increase in risk and corruption events, the intercultural policy seeks to reduce risks in public transport by eliminating administrative limits for decentralization and investment; generate health, education and employment opportunities in the periphery; train employees and police officers, as well as promote lives free of violence and risks to users’ ?34?.

Based on these distinctions, it is possible to notice that the literature seems to focus on the effects of multicultural and cross-cultural policies that recognize users' exposure to risk and corruption, but ignore or recognize minimal consequences on their mental and physical health, directing their speeches to the subdistrict to attend to the user's well-being?35?.

 Risk Perception Studies

Studies related to public transport focus on the subjectivity of authorities and users when evaluating the quality and safety of public resources and services from their perceptions (see Table 1).

Table 1: State of knowledge of public mobility and transport safety.

Note: Prepared with data study: A = without exposure and sequelae, B = Exposure and sequelae, C = without exposure without sequelae, D = Exposure without sequelae,

Additional property are the differences between users on conventional transport with reference to public transport called sustainable?36?. They also found significant differences between the uses of electricity and hydrocarbon optimization vehicles?37?. Regarding the perceptions of the genders regarding the rates and environmental impact of transport in general, they also found differences?38?. However, in high, medium and low incomes, the differences were limited to the use of bicycles, rickshaws, motorcycles and trolleybuses?39?.

The findings found the research in which public transport was established as multidimensional due to its sociopolitical context and the daily use of the university, has shown hypotheses about econcentric knowledge and its impact on the perceptive differences between men and women that complement the findings. previous?40?.

The differences that stand out in the studies on how public transport is considered show a central problem inherent to the user: the representation of its instrumentation for sustainable local development?41?.

It is known that the construction of a collective transport system arises from a feminine ethic of caring for the environment?42?. In contrast, masculinity views system and environment as instrumental in breaking down comfort, but the meta-analysis emphasizes that such distinctions are exacerbated in an acultural political system?43?.

This is the case of post -materialism that public transport studies highlight as an explanation for the relationship between intensive use and destination planning?44?. To the extent that users consider transportation to be a profitable instrument, they will plan their arrival at central, tourist, recreational or non-commodity places without considering the crowds, accidents or insecurity that the saturation of a transportation system entails. Certain schedule?45?.

On the contrary, from the public policies that consider public transport as a cultural heritage that must be preserved for future generations, the ethic of feminine care seems to emerge as a hallmark in the choice of destinations and risk prevention (see Table two).

Table 2: Metropolitan public transport policy systems.

Note: Prepared with data study

From an acultural policy, public transport is an instrument for entry and exit of labor with a predetermined destination of production, service and consumption?46?. It is a classic perception that the semi-rural periphery should develop in an urban environment where services proliferate and transportation is distinguished by its efficiency in transferring to work and education nodes?47?. The ethics of care is more distinctive of this policy since it seeks to prevent accidents and illnesses that reduce the productivity of the workforce or strengthen the health system for care for illnesses ?48?.

Multicultural and multicultural initiatives that affect public transport seek to provide it with a positive experience; recreational and satisfactory for the comfort of the user who visits shopping centers or recreational nodes, appreciating the diversity of entertainment or recreation, as well as the assurance that their integrity will always be protected?49?. The ethics of care translates into the preservation of public spaces, central places and public squares with the aim of promoting harmony and peace as a reward for moving from an insecure setting to a monitored site, but with freedom of expression and action?50 ?. The transport system is also an instrument for the inclusion of minorities that manifest themselves in public places and interact with other migratory, tourist and native flows?51?.

The provisions for the use of public transport that distinguish acultural , polycultural and pluricultural policies contrast with intercultural and transcultural initiatives to regulate the activities of natives based on the rights of migrants or the work of minorities according to the demands of the natives?52?. The ethics of care is exacerbated by the availability of public transportation and its nodes that are no longer distinguished by origin or destination ?53?.

The hypothesis about social post -materialism in which high incomes correspond to the use of sustainable transport instead of conventional ones seems to show that the habitus around the use of public transport is guided by materialistic and, therefore, anthropocentric visions rather than by habitus. . ecocentric and postmaterialist?54?.

The use, cost and impact of public transport in the university environment implies: Perceptions related to knowledge and gender perspectives that establish significant differences between users?55?. Therefore, the conventional public service versus the so-called sustainable system, when considered asymmetric, explains the transition from environmental knowledge to environmental rationality?56?.

However, a preponderant factor in the transition towards sustainability is postmaterialism?57?. The hypothesis of the differences between economic incomes does not support the difference between the perceptions about the use of sustainable transport in relation to the disuse of conventional and polluting transport?58?. In this way, the sustainability of public transport must be explained from the effect that transport policies have on user groups?59?.

Public transport studies will move towards lines related to metropolitan governance to generate management or management programs and strategies from acultural , poly, multi, inter and transcultural approaches?60?. The corresponding public policies will not only avoid differences between political and social, public and private actors, but will also generate transport systems in accordance with the needs of users, not because of the image of transport or the representation of its destination, but rather the emergence of proposals for environmental care?61?.

This is the case of helplessness or hopelessness that distinguishes the urban centrality from the urban periphery?62?. It is an unfavorable provision for collective use and subsidy regarding investment in the sector until its sustainability is achieved and thereby contribute to the conservation of the city ?63?.

A documentary study was carried out with a selection of sources indexed to the main Latin American repositories: Dialnet , Copernicus, Ebsco , Frontiers, Latindex, Publindex , Redalyc , Scielo , Scopus, WoS , Zenodo and Zotero, considering the publication period from 2019 to 2022, as well as the keywords: "governance", "management", "self-management", "quality", "safety", "administration", "mobility" and "transport" in the case of cities with risks documented in their system of public transport and effects on users (see Table 3).

Table 3: Descriptions of the informative sample published from 2010 to 2020 in international repositories on the effects of the risks of public transport on the health of users.

Note: Prepared with data study

The information was coded following the model as well as the decomposition considering: By virtue of the literature I have focused its attention on risk events such as landslides, floods, hurricanes, fires, droughts, pollution, contingencies, delinquency, violence that attends or indirectly to the quality of the public transport service and that may or may not be generated in the physical or mental health of the users, as well as in their opinion of the public administration, local or federal government, the types of literature are distinguished by an approach to the problem.

Type A literature for cases of user exposure to risk events (floods, landslides, fires, coalitions, earthquakes) and their exacerbation due to corruption (negligence, opacity, nepotism, extortion) with effects on health (stress, helplessness , hyperopia, mistrust). )

Type B literature for cases of non-exposure to risk and corruption events, but with effects on health.

Type C literature for cases of exposure to risk events and corruption, but without effects on health.

Type D literature for cases of non-exposure to risk events and corruption, but without health effects.

The meta-analysis technique is sufficient in terms of the parameters you can use to reach a conclusion. In the present work, considering that the problem refers to the possible effects or not of the risks in public transport on the health of users, the meta-analysis is understood as an instrument for the diagnosis of possible consequences of the use of public transport. in users who may or may not be exposed to floods, fires, environmental contingencies, pollution, insecurity, violence and crime, associated with stress, exhaustion, depersonalization or frustration.

The information was processed in the statistical package for social sciences (SPSS version 23.0). Likelihood ratios (OR) were estimated at the 95% significance level.

The OR parameter (odds ratio) is used in health sciences to communicate the results of an investigation, referring to a coefficient between two probabilities of occurrence of an event in order to anticipate a relative risk (RR), although in retrospective designs the parameter OR is more used

The estimates of RR suppose confounding biases since they support the effect of different risks alluding to the observed events, being more feasible the estimation of adjusted OR since the weighting of the adjusted RR cannot be carried out with the most used technique such as the logistic regression, binomial only. Log models reduce confounding bias by providing an adjustment for RR and OR.

In this way, the formula to explain prospective and retrospective events is:

Prospective: OR = (a/b) (c/d); where a = exposed, b = intervened, c = not exposed and d = not intervened

Retrospective or unpaired cases and controls: OR = (a/c) (b/d) where a and c are the exposure of subjects to an event of interest, as well as c and d exposure of subjects without the event of interest. In both studies, as well as in the cross-sectional studies, the confidence interval that suggests the degree of variability of the OR is essential.

Then, the information was processed in a content analysis matrix in order to extract the main concepts of the public transport safety agenda and establish hypotheses about the trajectories of the relationships between the selected concepts. Finally, the scope and limits of the proposed model were discussed within the framework of co-government between authorities and users.

From the literature of findings that relate or not the possible effects of the risks in public transport with respect to the health of users without sequelae, expert judges in the thematic areas qualified the results in a Delphi questionnaire in three rounds of feedback of opinions.

The information was coded using the Delphi technique, which suggests the qualification of experts considering: 0 for literature that reports no exposure and no user involvement; 1 for literature reporting exposure but not affecting; 2 for literature that warns about exposure and damage; 3 for the exposure and affectation report.

Once the first round of qualification was done, the results were returned to the judges who adjusted their qualification criteria or maintained their position. In a final third round, the lowest and highest scores were eliminated from judges who maintained their position or modified it, but deviated from the consensus.

Table 4 refers to the proportions of probability of occurrence of risk events and their possible effects on the health of users.

Table 4: Possible Effects Of Risk Events In Public Transport On The Health Of Users Reported In The Literature From 2010 To 2019.

Note: Prepared with study of data: AP = Acultural Policies , PP = Policultural Policies , MP = Multicultural Policies, IP = Intercultural Policies, TP = Transcultural Policies, A = Without exposure and aftermath, B = Exposure and aftermath, C = Without exposure without sequelae, D = Exposure without sequelae,

The associations between the types of policies and the types of literature allowed us to make models to investigate their structural composition (see Table 5).

Table 5: Associations between types of policies and types of literature.

Note: Prepared with study of data: AP = Acultural Policies , PP = Policultural Policies , MP = Multicultural Policies, IP = Intercultural Policies, TP = Transcultural Policies, A = Without exposure and aftermath, B = Exposure and aftermath, C = Without exposure without sequelae, D = Exposure without sequelae

Once the probabilities of relative risk around the risk events and their effects on the local health of public transport users were established, their relationship trajectory structure was estimated, considering the possible combinations between the types of policies and the types of literature.

It is possible to appreciate that the trajectories of reflexive relationships between the types of policies and the types of literature suggest a moderate relative risk. That is, the literature seems to register different exposures or not to risk events with different effects or not on the health of users, highlighting the allusions to non-exposure and non-impact that are established as a metropolitan agenda in acultural policies.

In order to observe the emergence of a common policy to acultural , poly, multi, inter and transcultural policies, the estimation of a confirmatory structure was made.

It is possible to observe the emergence of a health policy configured from acultural , poly, multi, inter and transcultural perspectives, suggesting a dependency relationship between these elements that would explain the composition of health policy in terms of attention to the effects of risk Events in public transport and their effect on the health of users during the period from 2010 to 2020.

The relationships between the types of policies and the types of literature allowed an analysis of dependency relationships between the elements

The structure of dependency relations between the types of policies and the types of literature show that acultural policies , indicated by the literature that reports the exposure or not of users of public transport in risk events and that had effects on their health or no, health policies influenced, indicated by the four types of exposure and sequelae listed.

To observe the structure of the probability ratio, the ranges and the probability of occurrence were established.

It is possible to see that there is a higher proportion of probability that the principles of cultural policy affect local health policy. Next, the foundations of the poly and multicultural policy would be influencing beyond the intercultural and transcultural budgets, suggesting that public transport is an instrument of management and risk management related to the effects of health events.

The contribution of this work to the state of the question lies in a meta-analysis of the contributions to the incidence of risk events associated with corruption in environmental public health, although the research design limits the findings to the local setting, suggesting the extension of work to other Latin American metropolises.

The data meta-analysis technique allows us to glimpse public transport as a contingent phenomenon that aggravates risks and could reduce them as long as metropolitan policies recognize exposure and with or without sequelae, as well as non-exposure and its minor or maximum effects on health. of the users.

However, risk events have highlighted their effects on environmental public health, the emergence of an ethic of environmental care and have highlighted a collective response of users known as post -materialism to explain the intensive use of transport not only for its image and destination, but because of the idea of considering that economic well-being generates more transportation and shelter needs.

The consequences of the impact of risk events and public policies on the health of users are not explicitly recognized in the acultural multicultural and pluricultural approach, but it is in the intercultural and transcultural approach where the symbolization of these consequences in diseases prevails . , accidents or contingencies.

The lines of research related to metropolitan public transport policies and their relationship with risk events will allow anticipating contingent and differentiating scenarios between political and social actors, as well as between the public and private sectors.

The meta-analytic technique has made it possible to differentiate the literature that deals with public policies, exposure to risk events and probable sequelae in users, but an analysis of the trajectories of relationships between these variables will allow us to observe the efficiency of the programs and their effectiveness. Strategies to reduce risks, prevent accidents and deal with diseases derived from the transfer of users from the urban periphery to the city center.

The objective of this article was to carry out a meta-analysis of public transport studies to compare metropolitan policies against risk events and their effects on users. The review highlights the emergence of acultural poly, multi, inter and transcultural systems to the extent that public transport was designed as a rural development management instrument in reference to the city.

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