Abstract The traffic condition is a common phenomenon for peripheral populations of the Metropolitan Region of Rio de Janeiro. By forming a 'compulsory collective space', mobility infrastructures have enormous political and social potential. Certain 'insurgent' practices of groups that use the 'architectural loopholes' of these infrastructures stimulate this potential. This article analyzes some cultural, political, and economic uses connected to transit infrastructures according to three ways of designing (plan, trick, and feint) to discuss how architecture and urban planning can combine to build less unequal realities. Commercial uses around the Pavuna subway station, and political and cultural uses of Cine Taquara (BRT), Viaduto de Realengo, and Viaduto Negrão de Lima (Madureira) are analyzed. Janeiro compulsory space, space , space' potential insurgent 'insurgent architectural loopholes plan, plan (plan trick feint realities station BRT, BRT (BRT) Realengo Madureira (Madureira analyzed (BRT

Resumo A condição de trânsito é um fenômeno comum para as populações periféricas da Região Metropolitana do Rio de Janeiro. Ao conformarem um ‘espaço coletivo compulsório’, as infraestruturas de mobilidade têm um enorme potencial político-social. Certas práticas ‘insurgentes’ de grupos que se utilizam de ‘brechas arquitetônicas’ dessas infraestruturas estimulam esse potencial. Este artigo observa usos culturais, políticos e econômicos acoplados às infraestruturas de trânsito à luz de três formas de projetar – plano, truque e finta –, com o objetivo de discutir como a arquitetura e o planejamento urbano podem se aliar à construção de realidades menos desiguais. São analisados usos comerciais no entorno da estação de metrô Pavuna, usos político-culturais do Cine Taquara (BRT), Viaduto de Realengo e Viaduto Negrão de Lima (Madureira). Janeiro espaço compulsório, compulsório , compulsório’ políticosocial. políticosocial político social. social político-social ‘insurgentes insurgentes brechas arquitetônicas culturais plano desiguais Pavuna políticoculturais BRT, BRT (BRT) Madureira. Madureira . (Madureira) (BRT (Madureira

Resumen Los ritmos de la era post moderna han marcado la existencia de ciudades rápidas y funcionales que se desenvuelven en imparables flujos de movimiento. En este contexto, los espacios públicos de flujo como estaciones de transporte, aeropuertos y otros, han sido catalogados como una especie de no lugares. Este artículo presenta el caso de la estación de metro Quinta Normal, la cual pasó de ser aquello considerado como un no lugar a un lugar significado y apropiado a través del baile. Mediante la observación, la captura de imágenes y la realización de siete grupos focales, se recoge y analiza la información referente a la existencia de apego a la estación, su significación y los aspectos socio-espaciales relevantes para un grupo de jóvenes que bailan en su interior. Los resultados muestran que la alegría y la felicidad son las emociones más representativas relacionadas con la existencia de apego, lo cual está estrechamente incidido por las dinámicas comunitarias que surgen desde la práctica del baile en este espacio público. Asimismo, se releva que las características espaciales de la estación generan un locus adecuado para la práctica del baile, aun cuando dicha funcionalidad no hubiese sido planificada.

Résumé Les rythmes de l'ère post-moderne ont marqué l'existence de villes rapides et fonctionnelles qui opèrent dans des flux de mouvement imparables. Dans ce contexte, les espaces de circulation publique tels que les stations de transport, les aéroports et autres ont été classés comme une sorte de non-lieu. Cet article présente le cas de la station de métro Quinta Normal, qui est passée d'un non-lieu à un lieu significatif et approprié grâce à la danse. Par l'observation, la capture d'images photographiques et la performance de sept groupes de discussion, cette étude collecte et analyse les informations concernant l'existence de l'attachement à la station, sa signification et les aspects socio-spatiaux pertinents pour un groupe de jeunes qui dansent son intérieur. Les résultats montrent qu'il y a un attachement à la station et que la joie et le bonheur sont les émotions les plus représentatives qui lui sont liées, qui sont étroitement influencées par la dynamique communautaire qui naît de la pratique de la danse dans cet espace public. De même, il est révélé que les caractéristiques spatiales de la station génèrent un lieu adéquat pour la pratique de la danse, même lorsque cela n'était pas prévu.

Abstract The rhythms of the postmodern era have marked the existence of fast and functional cities that operate in unstoppable flows of movement. In this context, public flow spaces such as transport stations, airports, and others have been classified as a kind of non-place. This article presents the case of the Quinta Normal subway station, which went from being a non-place to a meaningful and appropriate place through dance. By observing, capturing photographic images, and conducting seven focus groups, the information regarding the existence of attachment to the station, its significance, and the socio-spatial aspects relevant to a group of young people who dance in its interior. The results show that there is an attachment to the station and that joy and happiness are the most representative emotions related to it, which is closely influenced by the community dynamics that arise from the practice of dance in this public space. Likewise, it is revealed that the station's spatial characteristics generate an adequate locus for the practice of dance, even when this function was not planned.

Resumo Os ritmos da era pós-moderna marcaram a existência de cidades rápidas e funcionais que operam em fluxos de movimento incontroláveis. Nesse contexto, os espaços públicos de circulação, como estações de transporte, aeroportos e outros, foram classificados como um tipo de não lugar. Este artigo apresenta o caso da estação de metrô Quinta Normal, que deixou de ser um não lugar para um lugar significativo e apropriado por meio da dança. Usando da observação, da captura de imagens e sete grupos focais, se recopila e se estuda das informações sobre a existência de ligação com a estação, seu significado e os aspectos socioespaciais relevantes para um grupo de jovens que dançam em seu interior. Alegria e a felicidade são as emoções mais representativas que mostram um apego à estação e são fortemente influenciadas pela dinâmica da comunidade que surge da prática da dança nesse espaço público. Da mesma forma, revela-se que as características espaciais da estação geram um locus adequado para a prática da dança, mesmo quando isso não foi planejado.

Resumo Os objetivos deste estudo foram caracterizar o ambiente alimentar no interior de estações de metrô da cidade de São Paulo e descrever a disponibilidade de alimentos e bebidas segundo vulnerabilidade social da área onde as estações se localizam. Foi realizado um estudo transversal envolvendo 19 estações de metrô. Para a auditoria dos pontos comerciais e das vending machines foram utilizados instrumentos do tipo checklist. Para caracterização do local onde as estações estavam inseridas, utilizou-se o Índice Paulista de Vulnerabilidade Social. Foram encontrados 66 pontos comerciais. A mediana de pontos comerciais por estação foi a mesma em todas as categorias de vulnerabilidade social do território (mediana=2 estabelecimentos/estação). Os tipos de alimentos comercializados mais frequentes foram os de conveniência, presentes em 100% dos pontos comerciais. A vulnerabilidade do território não resultou em diferença na disponibilidade de alimentos marcadores saudáveis e não saudáveis. O ambiente alimentar das estações de metrô é marcado pela grande disponibilidade de alimentos e bebidas ultraprocessados em todos os pontos comerciais.

Abstract This study aimed to characterize the food environment within subway stations in São Paulo and describe the availability of food and drinks according to the social vulnerability of the area where the stations are located. A cross-sectional study was carried out involving 19 subway stations, and checklist instruments were used to audit outlets and vending machines. The São Paulo Social Vulnerability Index was adopted to characterize the location of the stations. Sixty-six outlets were found. The median of outlets per station was the same in all categories of the territory’s social vulnerability (median=2 establishments/station). The most frequent types of food sold were convenience foods, present in all of the outlets. The territory’s vulnerability did not result in a difference in the availability of healthy and unhealthy marker foods. The food environment at subway stations is marked by the high availability of ultra-processed food and drinks at all outlets.

Resumen El presente trabajo analiza el proceso histórico de transformación de la estación Hidalgo del Metro de la Ciudad de México, destacando el papel político que tiene la cultura en la conformación y transmisión de una visión particular de la ciudad. Con base en la descripción de cada una de las etapas de este proceso, se muestra cómo la política urbana de renovación y recuperación de los espacios públicos de la Ciudad de México se ha extendido al Metro. En este contexto se enmarca la gran exposición Involuntary, que se instaló en la estación Hidalgo como parte de la celebración del 50° aniversario del Metro de la capital mexicana. Una exposición que, debido a los contenidos que muestra y a los discursos que la promueven, representa una visión cultural de la ciudad que no tiene conexión con los usos y actividades sociales de las personas que han construido su identidad en relación con el espacio de la estación. Es así como la exposición Involuntary es una muestra de la falta de inclusión ciudadana en las políticas de apropiación cultural de los espacios públicos, políticas que han facilitado a las autoridades de gobierno promover y construir su visión de ciudad.

Resumo O trabalho descreve o processo histórico de transformação da estação do Metro Hidalgo da Cidade do México, destacando o papel político que tem a cultura na conformação e transmissão de uma visão particular da cidade. Com base na descrição de cada uma das etapas de este processo se mostra como a política urbana de renovação e recuperação dos espaços públicos na Cidade do Mexico se há espalhado no Metro. Neste contexto é que se entende a grande exposição Involuntary que se instalou na estação Hidalgo como parte da celebração do 50° aniversário do Metro da cidade. Esta é uma exposição que, pelas obras que expõe e pelos discursos que apresenta, representa uma visão cultural da cidade que não encaixa com os usos e atividades sociais das pessoas que criaram a sua identidade em relação com o espaço da estação. É assim como a exposição Involuntary mostra a falta de inclusão cidadã nas políticas de apropriação cultural dos espaços públicos, políticas que têm sido um médio pelo qual as autoridades do governo promovem e construírem a sua visão da cidade.

Abstract This article talks about the historical process of transformation in the Hidalgo's subway station. The purpose is to show how the culture plays a political role in the conformation and transmission of a particular perspective about the city. The description of each one of the phases of the transformation process of the Hidalgo's subway station shows how the urban politic of renovation and recovery of public spaces in Mexico City has been extended to the subway. In this context is framed the great exposition Involuntary, inaugurated in the Hidalgo station as part of the 50th anniversary of the subway of Mexico City. Due to the artistical perspective of the exposition and due to the institutional discourses of promotion, Involuntary represents a cultural perspective that has no rapport with the social activities of the people which have created their identity in relationship with the station's space. In consequence, Involuntary is an example of the lack of citizen's inclusion in the cultural politics of appropriation of public spaces, politics that have been a means by which government authorities promote and build their vision of the city.

Résumé Le présent travail analyse le processus historique de transformation de la station Hidalgo du métro de Mexico et montre le rôle politique de la culture dans la conformation et transmission d'une vision particulière de la ville. La description de chaque des étapes de ce processus montre la façon dont la politique urbaine de renouvellement et récupération des espaces de Mexico s'est étendue aux espaces du métro et a promu une vision particulière de la ville. Dans ce contexte est encadrée la grande exposition Involuntary, montée à la station Hidalgo dans le cadre des célébrations pour le 50ème anniversaire du Métro de la ville. Une exposition qui, par le contenu qu'elle montre et les discours qui la promeuvent, représente une vision culturelle de la ville qui n'a aucun lien avec les usages et les activités sociales des personnes qui ont construit leur identité par rapport à l'espace de la gare. Ainsi, l'exposition Involuntary est un échantillon du manque d'inclusion de la citoyenneté dans les politiques d'appropriation culturelle des espaces publics, des politiques qui ont été un moyen par lequel les autorités gouvernementales promeuvent et construisent leur vision de la ville.

Resumo Os objetivos deste estudo foram caracterizar o ambiente alimentar no interior de estações de metrô da cidade de São Paulo e descrever a disponibilidade de alimentos e bebidas segundo vulnerabilidade social da área onde as estações se localizam. Foi realizado um estudo transversal envolvendo 19 estações de metrô. Para a auditoria dos pontos comerciais e das vending machines foram utilizados instrumentos do tipo checklist. Para caracterização do local onde as estações estavam inseridas, utilizou-se o Índice Paulista de Vulnerabilidade Social. Foram encontrados 66 pontos comerciais. A mediana de pontos comerciais por estação foi a mesma em todas as categorias de vulnerabilidade social do território (mediana=2 estabelecimentos/estação). Os tipos de alimentos comercializados mais frequentes foram os de conveniência, presentes em 100% dos pontos comerciais. A vulnerabilidade do território não resultou em diferença na disponibilidade de alimentos marcadores saudáveis e não saudáveis. O ambiente alimentar das estações de metrô é marcado pela grande disponibilidade de alimentos e bebidas ultraprocessados em todos os pontos comerciais.

Abstract This study aimed to characterize the food environment within subway stations in São Paulo and describe the availability of food and drinks according to the social vulnerability of the area where the stations are located. A cross-sectional study was carried out involving 19 subway stations, and checklist instruments were used to audit outlets and vending machines. The São Paulo Social Vulnerability Index was adopted to characterize the location of the stations. Sixty-six outlets were found. The median of outlets per station was the same in all categories of the territory’s social vulnerability (median=2 establishments/station). The most frequent types of food sold were convenience foods, present in all of the outlets. The territory’s vulnerability did not result in a difference in the availability of healthy and unhealthy marker foods. The food environment at subway stations is marked by the high availability of ultra-processed food and drinks at all outlets.

Abstract Assumptions Knowledge-intensive companies are recognized as value-creating agents. In fields such as urban economy and economic geography, the location of companies has been a recurring subject. The location of these companies and the conditions that define this location in either the urban or intra-urban system are relevant issues. In the urban system, these activities take place primarily in the largest cities or in those where the local conditions propitiate their establishment. Within cities (the central topic addressed in this article), urban or localization economies have been discussed to explain the existence of a certain spatial pattern. Another aspect proposed is the existence of de-concentration of these activities from the center to the periphery of cities. Despite being a topical subject, this has been barely explored in developing countries, likely as a consequence of the availability of information together with certain reluctance to analytical frameworks. The objective of this article is to contribute to the knowledge about the intra-urban location of knowledge-intensive services in the Valley of Mexico Metropolitan Zone (VMMZ). Data and Methodology Company data were obtained from the 2019 National Directory of Economic Units (DENUE). We used Subsectors 51 to 56 of the 2018 North American Industrial Classification System (NSCIAN). These include information activities in mass media, financial services, real estate, professional, corporate, and business-support services. The number of economic units in knowledge-intensive services were grouped by postal code, i.e. we established the total number of companies for each postal code in the VMMZ. The covariables (measured at the postal code level) that would explain the location of these companies were: average education level, economic diversity (Shannon entropy index), density of economic units (log-transformed), population density (log-transformed), distance to Mexico City center downtown square (log-transformed), distance to freeways broader than 8 lanes (log-transformed), distance to the nearest subway station (log-transformed), and distance to the nearest park or urban area greater than 400 m2 (log-transformed). Due to the significant number of postal codes with no knowledge-intensive companies, we decided not to derive estimates using a least-squares linear regression. Instead, we used Poisson, binomial-negative, and Hurdle regressions in their “original” and excess-zero versions. These have the advantage of being more precise in the presence of “long tails” and categorical variables. Results In spatial terms, at least three clusters of knowledgeintensive companies were identified, mainly in the center and north-west areas of the city and in the vicinity of the airport. The variables accounting for the greatest explanatory power were density and diversity of companies, and average education level. However, the results are relevant regarding the difference between the zeros component (location vs. non-location) and the number of companies. That is, variables such as education level influence the location of companies, but not necessarily the number of companies. On the other hand, the number and diversity of companies, as well as their distance to freeways and to subway stations are significant variables in relation to the number of companies. In other words, the presence of other companies and the transportation and mobility variables influence the location of other companies. Discussion and conclusions. Knowledge-intensive activities have been consolidated as among the most relevant in urban economies. In developing countries, efforts are still needed both regarding the importance of these activities and regarding patterns of inter- and intra-urban location. This paper intends to identify some of the relevant factors that affect the location of these types of activities. The location of these companies is influenced by the density and diversity of companies, as well as by transportation and mobility infrastructure, that is, they behave according to a logic of urbanization economies and take advantage of the urban “environment” developed mainly in the most consolidated areas of the city. An additional factor to consider is that the quality of employment (measured through the education level) was found to be a variable that influenced only the location decision but not the number of knowledgeintensive companies. This would mean that skilled labor is relevant, but not necessarily in situ. Finally, urban space quality (measured through distance to green areas) is not statistically significant, which contrasts with the findings in other studies. This is a first approach to this topic from a spatial standpoint and still requires further in-depth studies.

Resumen Este artículo tiene como objetivo presentar los factores que inciden en la localización de los servicios intensivos en conocimiento en la Zona Metropolitana del Valle de México. Para ello se utilizan los datos del Directorio Nacional de Unidades Económicas agregados a nivel de código postal, y usando técnicas de regresión Hurdle, cero-infladas de tipo Poisson y negativa binomial, se muestra que estas actividades se localizan principalmente donde existe una densidad importante de empresas así como una diversidad de las mismas. Igualmente, se encontró que la distancia a vialidades y a las estaciones del metro son estadísticamente significativas. Esto apunta a economías de aglomeración tanto de localización como urbanas.

Resumo Na mobilidade urbana, um dos fatores mais desencorajadores dos deslocamentos dos pedestres é a falta de informações do espaço urbano. A disponibilidade adequada de informações espaciais, tais como rotas de deslocamento a pé e proximidade de pontos de parada, proporciona melhoria na qualidade dos deslocamentos e fomenta a apropriação dos espaços públicos. Informações, quando bem localizadas, geram clareza e visibilidade do espaço urbano construído, otimizando e integrando os deslocamentos dos pedestres ao sistema de transportes. Assim, foi desenvolvido um método para identificar a localização espacial de unidades de informação para pedestres (UnIsP) utilizando a ferramenta da Sintaxe Espacial, a análise das isovistas e o software Depthmap. O método foi aplicado na Estação Praça do Relógio do metrô de Brasília, DF, e possibilitou identificar os pontos de maior potencialidade e visibilidade para a localização das UnIsP, subsidiando intervenções urbanas para integrar os deslocamentos dos pedestres ao sistema de transportes. Ainda, o método pode ser aplicado, com as devidas adaptações, aos terminais e aos pontos de parada dos demais modos de transporte público.

Abstract In Urban Mobility, one of the most discouraging factors for the movement of pedestrians is the lack of information on urban areas. The proper availability of spatial information, such as pedestrian routes, the proximity of bus stops are among the factors that improve the quality of mobility and promote the appropriation of public areas. Information, when well-located, tends to provide greater space clarity and displacement optimisation. Thus, a method was developed to identify the spatial location of Pedestrian Information Units (PIUs) using the Spatial Syntax tool, the Isovists analysis and the Depthmap software. This method was applied at a subway station “Praça do Relógio” in Brasilia, DF, and that made it possible to identify the highest potential and visibility points for the positioning of PIUs, thus assisting urban interventions to integrate pedestrian movements into the transport system. Furthermore, the method can also be applied, with the necessary adaptations, to the terminals and stopping points of other modes of public transport.

Abstract The present investigation is concerned with the dynamic seismic response of subway station built in loess site by a series of shaking table tests. Firstly, according to the Bockingham π theorem, the scale ratio is determined and then the model system is designed. Then, based on the geological environment and seismological background of Xi’an, the input ground motions and loading scheme are determined. On the basis of the test data, the acceleration responses of model system, strain response characteristics of the structure, distribution of dynamic soil pressure between loess and structure, the settlement of model ground and the seismic damage mode of model system are analyzed systematically. The results show that the peak accelerations in model soil increase gradually from the bottom to the top of the soil. The peak tensile strains measured at the top and bottom of the center columns are larger than those obtained at the side walls, while the peak tensile strains in the floor slab are the smallest. Moreover, the relationship between structure uplift and soil pressure difference can be fitted by exponential function.

ABSTRACT: The underground stations of the Santiago Metro can experience temperatures of around 32°C in the platform area during the summer season, thereby directly affecting public transport users. Similar situations occur in other subway systems of the world and the solutions implemented have not been able to solve the problem entirely, even resulting in high operating and maintenance costs. This article presents a passive thermal retrofitting proposal that takes the Tobalaba L1 Santiago Metro station as its case study. Taking advantage of the existing ventilation shafts, an evaporative cooling system was simulated that seeks to reduce the temperature in the platform area and at the same time contribute to reviving the public space on the surface. The proposed solution made it possible to decrease the average temperature 2.5°C in the summer and 3.6°C in the winter. This demonstrates that it is possible to match the scope of some active solutions, but with lower costs associated with zero energy consumption and the use of existing elements, and with improvements in the conditions of public space by incorporating the qualitative factor from architecture.

RESUMEN: Las estaciones subterráneas del Metro de Santiago pueden llegar a experimentar temperaturas de alrededor de 32ºC en la zona de andenes durante la época estival, afectando directamente a los usuarios del transporte público. Situaciones similares se repiten en otros sistemas ferroviarios subterráneos del mundo y las soluciones implementadas no han logrado resolver el problema por completo, lo que se traduce incluso en altos costos de operación y mantención. Este trabajo expone una propuesta de acondicionamiento térmico pasivo que toma como caso de estudio la estación Tobalaba L1 del Metro de Santiago. Aprovechando los pozos de ventilación existentes, se simuló un sistema de enfriamiento evaporativo que busca reducir la temperatura al interior de la zona de andenes y, al mismo tiempo, contribuir a reactivar el espacio público en la superficie. La solución propuesta permitió una disminución de la temperatura promedio de 2,5ºC en verano y 3,6ºC en invierno, evidenciando que es posible llegar a igualar los alcances de algunas soluciones activas, pero con menores costos involucrados gracias al nulo gasto energético y al aprovechamiento de las preexistencias; y con mejoras en las condiciones del espacio público dada la incorporación del factor cualitativo aportado por la arquitectura.

Abstract In September 2014, Canal 13 broadcasted a journalistic investigation on the Chilean student movement and the radical groups that conform it, linking them to the bomb explosion which had occurred the same day in a subway station in Santiago. We explore the discursive and semiotic resources with which students’ actions and motives are recontextualized. In particular, we identify and describe multimodal metaphors and their function in the overall delegitimation of this political collectives, grounded in Critical Discourse Studies.

Resumen En septiembre de 2014, un reportaje de Canal 13 mostró una investigación periodística sobre el movimiento estudiantil chileno y los grupos radicales que lo conforman, vinculándolos a la explosión de una bomba que se produjo el mismo día en una estación de metro en Santiago. Con base en los Estudios Críticos del Discurso, examinamos los recursos discursivos y semióticos con los que se recontextualizan las acciones y motivaciones estudiantiles, mediante la identificación y descripción de ciertas metáforas multimodales y su función en la deslegitimación de estos colectivos políticos.

Abstract: The design of the stations of a new subway line seems to be a problem in which architecture has a subsidiary role, since the daily movement of millions of people would be the most important objective. But this project shows that, when there is architecture, it is noticeable: the sizes and the quality of the surfaces not only prevent the mass transport experience to be overwhelming but also, in many cases, it can be even better than the city on the surface.

Resumen: El diseño de las estaciones de una nueva línea de metro pareciera ser un problema en el que la arquitectura tiene un rol subsidiario, pues lo importante sería el movimiento diario de millones de personas. Pero este proyecto demuestra que cuando hay arquitectura se nota: los tamaños y la calidad de las superficies permiten que la experiencia del transporte masivo no sólo no sea agobiante, sino que, en muchos casos, sea incluso mejor que la ciudad en superficie.

Abstract: According to available data (2007), the subway of Mexico City transports 13.5% of total passengers; less than any other means of transportation, such as collective taxis (44.9%) or private cars (22.1%) do. This tendency has not changed in 2015. To explain this low mobility, factors such as home-to-station walking distance, station location and density, socio-economic variables, (income, education, sex, age, motive, automobile property), transshipment ability and waiting time were examined. The analysis revealed: i) that subway users are willing to travel a distance of up to 800 meters in order to arrive to a train station, ii) the resultant buffer of the subway stations is considered an area of influence but it covers only 16.6% of the metropolitan surface area, iii) area known as “walkable” was also considered iv) density of stations is one third of the one at Tokyo and nine times less than at the municipality of Paris. These characteristics are a serious problem for a costly system that still influences the urban structure of the city. Mexico city´s subway system register daily: 4.1 million trips as round trips and 2.2 millions one-way trips related to work, school, shopping or entertainment. This next step was to analyze the daily trips from the periphery of the city toward the center that reach up to 1.5 million users, and cause the saturation to seven of the available final stations. In this condition, we have the second hypothesis that there are different logics of decision for the subway use between the “walkable” and periphery citizens. In the first place, citizens normally choose the subway over other means of transportation aforementioned, (collective taxi, private car, suburban bus or taxi) after taking travel time budget into consideration. In the second place, the amount of passengers who can finish their trips at the station was compared to the amount of passengers who cannot. The analysis showed how the deficient coordination of transportation added to the poor urban planning concentrating only shopping and study areas around the stations affect the population. Therefore, some subway passengers can finish their trips at the stations, while others have to, not just add another means of transportations, but also the walking distance and the waiting time. These issues are associated to the transfer times, “walkable” environment, urban planning and station facilities, such as moving walkway and elevators. Therefore, the users have four options: a) take the subway at least one time in the course of their trips b) choose another means of transportation; c) finish their journeys at the subway stations or d) add another means of transportation after the subway use. Then the logistic regression is applied twice to test the probabilities. Through the first regression, the obtained value of pseudo R square of Negelkerke (0.38) shows that -contrary to other cities-, passengers use the subway in order to get to work (1.03) less than to go shopping (1.2). The high value of the transshipment variable (41.0) shows the importance of taking this factor into account. The low-income residents (2001 to 8000 pesos per month) use the subway more than the medium-income residents (8001 to 12000 pesos per month). Furthermore, the second regression with pseudo R square of Negelkerke (0.3) reveals that passengers tend to use this modality more to go shopping (0.8) or to their place of study (0.17) than to get to work (−0.2) because the main universities and the traditional market places (mercado) are located around the stations. It is possible to assume that a longer waiting time and a higher number of transshipment may discourage people to travel by subway. Once the odds ratio of walking a distance between 400m and 800m decreases from 8.3 to 5.1, it is possible to assume that a walking distance between 0m and 400m may be the strategic areas to increase its use. Concluding, it is possible to increase the use of the subway system by improving the functionality at current stations as well as urban areas around them. Finally, some urban planning guidelines are suggested to achieve a more efficient system operation.

Resumen: Ese artículo aborda por qué el Metro de la Ciudad de México se usa menos que otros medios de transporte, según datos del 2007 y tambien de 2015. Explicamos esta baja movilidad por factores como la distancia de caminata a las estaciones, la cobertura del servicio, la densidad de estaciones así como la facilidad para el transbordo y los tiempos de espera. Los primeros resultados indican que los usuarios caminan hasta 800 metros desde y hacia las estaciones. El área de influencia de las estaciones es de 16.6% de la zona metropolitana y tenemos una estación cada tres km2, mientras Tokio tiene una y París tres cada km2. En contraste, 44% de los viajes como segundo y tercer modo, llega a siete estaciones terminales del Metro. Como aportación identificamos cuatro secuencias entre diversos medios de viaje lo que permite superar la lectura simple como unimodal o multimodal. Esto se comprueba por medio de una regresión logística. Finalmente, demostramos que el sistema se elige menos para ir al trabajo que para las compras; que el mayor número de transbordos desalienta su uso; que la razón de momios (odds ratio) para el rango de 0 a 400 m de caminata disminuye de 8.3 a 5.1 entre los 401 y los 800 m. Estos resultados sugieren que para incrementar el uso del Metro, sin construir nuevas líneas, se deben mejorar las condiciones para el transbordo y adecuar los espacios exteriores a las estaciones.

In this paper we show that the inclusion of certain objects in the surrounding may transform the relational dynamics and the meaning of the urban-space. By selecting as case study the Santiago of Chile's subway, we analyze the modes of reading related to the billboards of the competition "Santiago in 100 words". Itis used a qualitative methodologybased in ethnographic observation, systematized in feld notes, drawings, and photography. Through this methodology emphasis is given to the notion of "reading modes". They are understood as a variation in the dynamic of body movements and the way of using the space, especially, inside the subway station and the train wagons.At the end, a discussion about the emergence of new modes of reading, body gestures, and discursive positions in public space, is offered. Those aspects together imply the enlargement of the repertoire of possible practices in the subway network, and therefore in the city of Santiago de Chile.

En este artículo se muestra que la inclusión de determinados objetos en el entorno puede transformar la dinámica relacional y la significación social del espacio urbano. Seleccionado como caso de estudio el metro de Santiago de Chile, se analizan los modos de lectura asociados a los afiches del concurso "Santiago en cien palabras". La metodología se basa en una aproximación cualitativa que utiliza la observación etnográfica sistematizada en notas de campo, dibujos y fotografía. A través de ella se enfatiza la noción de "modos de lectura", los cuales se entienden como una variación en las dinámicas de movimiento del cuerpo y las formas de uso del espacio, especialmente dentro de las estaciones subterráneas y los vagones. Al finalizar se ofrece una refexión sobre las implicancias de la aparición de nuevas modalidades de lectura, gestos corporales y posiciones discursivas en el espacio público. Estos aspectos, en conjunto, pueden considerarse una ampliación del repertorio de experiencias posibles en la red de metro y, por tanto, en el dominio público en Santiago de Chile.

RESUMOVários artigos vêm mostrando que os sistemas de metrô causam impactos na qualidade do ar, através da emissão de material particulado. No entanto, não há informações disponíveis sobre o efeito desse impacto na vegetação. Folhas de árvores de três espécies diferentes localizadas do lado da saída de dutos de um metrô no Rio de Janeiro, Brasil, se mostraram mais assimétricas do que as de árvores localizadas do lado da entrada. Essas folhas também apresentaram alterações na camada de cera epicuticular e no conteúdo de clorofila.

ABSTRACTWhile a number of papers have shown that subway systems have an impact on the air quality through the release of particulate matters, no information about the impact of such particles on tree attributes is available. Tree leaves from three different species from the exit side of a subway station in Rio de Janeiro, Brazil, were more asymmetrical than leaves from the entrance side. This leaves also presenting changes in leaves cuticle and chlorophyll content.

O objetivo deste artigo é, a partir do exemplo de uma manifestação em Ipanema, bairro nobre do Rio de Janeiro, contra a instalação de estações de metrô, demonstrar o caminho que vem sendo adotado pelas autoridades públicas para enfrentar o problema do transporte urbano. Primeiramente, este artigo tentará identificar se o planejamento urbano pode ser utilizado como uma estratégia efetiva para reduzir o problema dos congestionamentos, identificando seus efetivos resultados e possível aplicabilidade à hipótese da estação no bairro de Ipanema, no Rio de Janeiro. Em seguida, este artigo irá avaliar se a distância é ou não um fator relevante na escolha do modal de transporte, já que a premissa dos investimentos estatais em estações de metrô é justamente a migração dos veículos privados para o transporte público. Subsequentemente, o artigo irá investigar as distâncias que devem ser observadas entre as estações localizadas nas regiões identificadas como prioritárias, para determinar o intervalo de estações. Com isso, será possível concluir se a instalação da estação na Praça Nossa Senhora da Paz (ou em lugar alternativo perto) se justifica a partir do interesse público de redução dos congestionamentos nos grandes centros urbanos.

The purpose of this article is to demonstrate how public authorities have been acting to cope with the social phenomena we know as urban car traffic. To do so, it begins with a peculiar event that was widely covered by Brazil´s media: protests on behalf of Ipanema residents, a posh neighborhood of Rio de Janeiro. The protestors refused to have a subway station installed in their neighborhood. The article begins by identifying if urban planning can be used as an effective strategy to tackle traffic, identifying the effective results of traffic and the possible application of an urban planning solution for the case of Ipanema. Following, the work studies whether the distance between subway stations is a relevant individual factor for the choice of transport, since behind public investment in transportation is the idea that people will shift from private vehicles to public transportation given the chance. Subsequently, the article shows how urbanism theories greatly impacted traffic today. That being said, the article moves on to investigate the distances that must be observed between the stations located in prioritized regions in order to determine the interval between stations. With this in mind, it will be possible to conclude if the installation of the Praça Nossa Senhora da Paz station, or any near alternative, is justified from a public interest standpoint.