<?xml version="1.0" encoding="ISO-8859-1"?><article xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance">
<front>
<journal-meta>
<journal-id>2663-3981</journal-id>
<journal-title><![CDATA[Revista cartográfica]]></journal-title>
<abbrev-journal-title><![CDATA[Rev. cartogr.]]></abbrev-journal-title>
<issn>2663-3981</issn>
<publisher>
<publisher-name><![CDATA[Instituto Panamericano de Geografía e Historia]]></publisher-name>
</publisher>
</journal-meta>
<article-meta>
<article-id>S2663-39812023000100053</article-id>
<article-id pub-id-type="doi">10.35424/rcarto.i106.2272</article-id>
<title-group>
<article-title xml:lang="es"><![CDATA[Relaciones entre la estructura urbana y la movilidad cotidiana en Ciudad Juárez, Chihuahua, México]]></article-title>
<article-title xml:lang="en"><![CDATA[Relations between urban structure and daily mobility in Ciudad Juarez, Chihuahua, Mexico]]></article-title>
</title-group>
<contrib-group>
<contrib contrib-type="author">
<name>
<surname><![CDATA[Chaparro Hernández]]></surname>
<given-names><![CDATA[Isaac]]></given-names>
</name>
<xref ref-type="aff" rid="Aff"/>
</contrib>
</contrib-group>
<aff id="Af1">
<institution><![CDATA[,Universidad Autónoma de Ciudad de Juaréz  ]]></institution>
<addr-line><![CDATA[ ]]></addr-line>
<country>Mexico</country>
</aff>
<pub-date pub-type="pub">
<day>00</day>
<month>06</month>
<year>2023</year>
</pub-date>
<pub-date pub-type="epub">
<day>00</day>
<month>06</month>
<year>2023</year>
</pub-date>
<numero>106</numero>
<fpage>53</fpage>
<lpage>75</lpage>
<copyright-statement/>
<copyright-year/>
<self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_arttext&amp;pid=S2663-39812023000100053&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_abstract&amp;pid=S2663-39812023000100053&amp;lng=en&amp;nrm=iso"></self-uri><self-uri xlink:href="http://www.scielo.org.mx/scielo.php?script=sci_pdf&amp;pid=S2663-39812023000100053&amp;lng=en&amp;nrm=iso"></self-uri><abstract abstract-type="short" xml:lang="es"><p><![CDATA[Resumen La investigación describe y explica los patrones, costos y límites de la movilidad cotidiana causados por la estructura urbana de Ciudad Juárez. La concatenación de las teorías clásicas y contemporáneas de localización, estructura urbana y movilidad fundamentaron los procesos de análisis y resultados de este estudio. Metodológicamente se implementaron las técnicas de autocorrelación espacial I de Moran y G de Getis-Ord para el análisis de los censos económicos del INEGI, que identificaron espacialmente los subcentros de empleo total, manufactura y terciario en los periodos 1993, 2004, 2009 y 2014. Por otro lado, se realizó un levantamiento bietápico de datos en toda la ciudad por medio de encuestas origen-destino, las cuales mostraron, desde una escala macro, los patrones de movilidad en términos de tiempo, distancia, orígenes, destinos, cantidad de viajes, preferencias de transporte, motivos, edades y costos económicos. En una escala micro, la teoría de grafos y el análisis de redes permitieron modelar espacialmente cada viaje intraurbano, los resultados se detallan en un Atlas de Movilidad que incluye cada una de las 64 unidades territoriales en que se dividió la ciudad. La investigación propone una metodología replicable, además provee información relevante y actual de la ciudad, útiles para otros estudios, toma de decisiones y políticas públicas de estructuración y movilidad urbana.]]></p></abstract>
<abstract abstract-type="short" xml:lang="en"><p><![CDATA[Abstract The research describes and explains the patterns, costs and limits of daily mobility caused by the urban structure of Ciudad Juarez. The concatenation of classical and contemporary theories of location, urban structure and mobility underpinned the analysis processes and results of this study. Methodologically, Moran's I and Getis-Ord's G spatial autocorrelation techniques were implemented for the analysis of INEGI's economic censuses, which spatially identified the subcenters of total, manufacturing and tertiary employment in the periods 1993, 2004, 2009 and 2014. On the other hand, a two-stage data survey was conducted throughout the city by means of origin-destination surveys, which showed, from a macro scale, mobility patterns in terms of time, distance, origins, destinations, number of trips, transportation preferences, motives, ages and economic costs. At a micro scale, graph theory and network analysis allowed spatial modeling of each intra-urban trip, the results of which are detailed in a Mobility Atlas that includes each of the 64 territorial units into which the city was divided. The research proposes a replicable methodology and provides relevant and current information about the city, useful for other studies, decision making and public policies on urban structuring and mobility.]]></p></abstract>
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<kwd lng="es"><![CDATA[Movilidad urbana]]></kwd>
<kwd lng="es"><![CDATA[patrones de movilidad]]></kwd>
<kwd lng="es"><![CDATA[estructura urbana]]></kwd>
<kwd lng="es"><![CDATA[autocorrelación espacial.]]></kwd>
<kwd lng="en"><![CDATA[Urban mobility]]></kwd>
<kwd lng="en"><![CDATA[mobility patterns]]></kwd>
<kwd lng="en"><![CDATA[urban structure]]></kwd>
<kwd lng="en"><![CDATA[spatial autocorrelation]]></kwd>
</kwd-group>
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