Metro and Subway Systems

This article presents results from the first statistically significant study of cost escalation in transportation infrastructure projects. Based on a sample of 258 transportation infrastructure projects worth US$90 billion and representing different project types, geographical regions, and historical periods, it is found with overwhelming statistical significance that the cost estimates used to decide whether such projects should be built are highly and systematically misleading. Underestimation cannot be explained by error and is best explained by strategic misrepresentation, that is, lying. The policy implications are clear: legislators, administrators, investors, media representatives, and members of the public who value honest numbers should not trust cost estimates and cost-benefit analyses produced by project promoters and their analysts.

This article presents results from the first statistically significant study of traffic forecasts in transportation infrastructure projects. The sample used is the largest of its kind, covering 210 projects in 14 nations worth U.S.$59 billion. The study shows with very high statistical significance that forecasters generally do a poor job of estimating the demand for transportation infrastructure projects. For 9 out of 10 rail projects, passenger forecasts are overestimated; the average overestimation is 106%. For half of all road projects, the difference between actual and forecasted traffic is more than ±20%. The result is substantial financial risks, which are typically ignored or downplayed by planners and decision makers to the detriment of social and economic welfare. Our data also show that forecasts have not become more accurate over the 30-year period studied, despite claims to the contrary by forecasters. The causes of inaccuracy in forecasts are different for rail and road projects, with political causes playing a larger role for rail than for road. The cure is transparency, accountability, and new forecasting methods. The challenge is to change the governance structures for forecasting and project development. Our article shows how planners may help achieve this.

The article first describes characteristics of major infrastructure projects. Second, it documents a much neglected topic in economics: that ex ante estimates of costs and benefits are often very different from actual ex post costs and benefits. For large infrastructure projects the consequences are cost overruns, benefit shortfalls, and the systematic underestimation of risks. Third, implications for cost–benefit analysis are described, including that such analysis is not to be trusted for major infrastructure projects. Fourth, the article uncovers the causes of this state of affairs in terms of perverse incentives that encourage promoters to underestimate costs and overestimate benefits in the business cases for their projects. But the projects that are made to look best on paper are the projects that amass the highest cost overruns and benefit shortfalls in reality. The article depicts this situation as ‘survival of the unfittest’. Fifth, the article sets out to explain how the problem may be solved, with a view to arriving at more efficient and more democratic projects, and avoiding the scandals that often accompany major infrastructure investments. Finally, the article identifies current trends in major infrastructure development. It is argued that a rapid increase in stimulus spending, combined with more investments in emerging economies, combined with more spending on information technology is catapulting infrastructure investment from the frying pan into the fire.

This paper focuses on problems and their causes and cures in policy and planning for large-infrastructure projects. First, it identifies as the main problem in major infrastructure developments pervasive misinformation about the costs, benefits, and risks involved. A consequence of misinformation is cost overruns, benefit shortfalls, and waste. Second, it explores the causes of misinformation and finds that political-economic explanations best account for the available evidence: planners and promoters deliberately misrepresent costs, benefits, and risks in order to increase the likelihood that it is their projects, and not those of their competition, that gain approval and funding. This results in the ‘survival of the unfittest’, in which often it is not the best projects that are built, but the most misrepresented ones. Finally, it presents measures for reforming policy and planning for large-infrastructure projects with a focus on better planning methods and changed governance structures, the latter being more important.

A major source of risk in project management is inaccurate forecasts of project costs, demand, and other impacts. The paper presents a promising new approach to mitigating such risk, based on theories of decision making under uncertainty which won the 2002 Nobel prize in economics. First, the paper documents inaccuracy and risk in project management. Second, it explains inaccuracy in terms of optimism bias and strategic misrepresentation. Third, the theoretical basis is presented for a promising new method called "reference class forecasting," which achieves accuracy by basing forecasts on actual performance in a reference class of comparable projects and thereby bypassing both optimism bias and strategic misrepresentation. Fourth, the paper presents the first instance of practical reference class forecasting, which concerns cost forecasts for large transportation infrastructure projects. Finally, potentials for and barriers to reference class forecasting are assessed.

"Over budget, over time, over and over again" appears to be an appropriate slogan for large, complex infrastructure projects. This article explains why cost, benefits, and time forecasts for such projects are systematically over-optimistic in the planning phase. The underlying reasons for forecasting errors are grouped into three categories: delusions or honest mistakes; deceptions or strategic manipulation of information or processes; or bad luck. Delusion and deception have each been addressed in the management literature before, but here they are jointly considered for the first time. They are specifically applied to infrastructure problems in a manner that allows both academics and practitioners to understand and implement the suggested corrective procedures. The article provides a framework for analyzing the relative explanatory power of delusion and deception. It also suggests a simplified framework for analyzing the complex principal-agent relationships that are involved in the approval and construction of large infrastructure projects, which can be used to improve forecasts. Finally, the article illustrates reference class forecasting, an outside view de-biasing technique that has proven successful in overcoming both delusion and deception in private and public investment decisions.

The Supplementary Green Book Guidance on Optimism Bias (HM Treasury 2003) with reference to the Review of Large Public Procurement in the UK (Mott MacDonald 2002) notes that there is a demonstrated, systematic, tendency for project appraisers to be overly optimistic and that to redress this tendency appraisers should make explicit, empirically based adjustments to the estimates of a project’s costs, benefits, and duration. HM Treasury recommends that these adjustments be based on data from past projects or similar projects elsewhere, and adjusted for the unique characteristics of the project in hand. In the absence of a more specific evidence base, HM Treasury has encouraged departments to collect data to inform future estimates of optimism, and in the meantime use the best available data. In response to this, the Department for Transport (henceforth DfT), has contracted Bent Flyvbjerg in association with COWI to undertake the consultancy assignment "Procedures for dealing with Optimism Bias in Transport Planning". The present Guidance Document is the result of this assignment.

2008. 352 pp. r150.00 (hardcover). This volume is intended to explain why major investment projects (the so-called mega-projects) often are not completed on time and cost more than originally budgeted. Drawing from experiences of European and North American countries, the book also suggests ways to avoid such failures. Although the topic is rather specific, the book is worth reading for both experts and nonexperts as infrastructure development continues to be a major key to economic expansion across the globe.g row_486 380.. 408 For those who only have a vague idea of what a mega-project is, the book begins by introducing the topic and reviewing the most important recent literature. The first part of the volume, then, provides numerous insights on the complexity of mega-projects, starting from the large number of reasons why mega-projects might fail. For example, the project might be "underdesigned," thus less costly but less robust to unforeseen developments, or it might be "overdesigned," when a large number of weaknesses and possible problems are considered in advance, and solutions are evaluated before the problem actually occurs. Overdesigned projects are more robust, less likely to fail, but are much more costly. The project might involve the use of innovative technologies that have never been applied to a similar context, and that involve more uncertain implementation costs and results. Most projects have an impact on the environment and might face opposition for example from environmentalist groups. If representative of these groups have not been directly involved in the design of the project, they might try to stop it, thus causing delays and increasing costs. Finally, because of incorrect predictions of 380 GROWTH AND CHANGE, JUNE 2009

Risk, including economic risk, is increasingly a concern for public policy and management. The possibility of dealing effectively with risk is hampered, however, by lack of a sound empirical basis for risk assessment and management. This article demonstrates the general point for cost and demand risks in urban rail projects. The article presents empirical evidence that allow valid economic risk assessment and management of urban rail projects, including benchmarking of individual or groups of projects. Benchmarking of the Copenhagen Metro is presented as a case in point. The approach developed is proposed as a model for other types of policies and projects in order to improve economic and financial risk assessment and management in policy and planning.

This paper explores how theories of the planning fallacy and the outside view may be used to conduct quality control and due diligence in project management. First, a much-neglected issue in project management is identified, namely that the front-end estimates of costs and benefits – used in the business cases, cost-benefit analyses, and social and environmental impact assessments that typically support decisions on projects – are typically significantly different from actual ex post costs and benefits, and are therefore poor predictors of the actual value and viability of projects. Second, it is discussed how Kahneman and Tversky’s theories of the planning fallacy and the outside view may help explain and remedy this situation through quality control of decisions. Third, it is described what quality control and due diligence are in the context of project management, and an eight-step procedure is outlined for due diligence based on the outside view. Fourth, the procedure is tested on a real-life, multibillion-dollar project, organized as a public-private partnership. Finally, Akerlof and Shiller’s recent discussion in economics of “firing the forecaster” is discussed together with its relevance to project management. In sum, the paper demonstrates the need, the theoretical basis, a practical methodology, and a real-life example for how to de-bias project management using quality control and due diligence based on the outside view.

Do different types of megaprojects have different cost overruns? This apparently simple question is at the heart of research at the University of Oxford aimed at understanding the characteristics of megaprojects, particularly in terms of how they are established, run and concluded. In this study, we set out to investigate cost overruns in the Olympic Games. To do so, we examined the costs of the Games over half a century, including both summer and winter Olympics. We looked at the evolution of final reported costs and compared these to the costs established in the Games bids, submitted to the International Olympic Committee (IOC) up to seven years before the Games occurred. In so doing we established the largest dataset of its kind, and documented for the first time in a consistent fashion the costs and cost overruns for the Olympic Games, from 1960 to 2012. We discovered that the Games stand out in two distinct ways compared to other megaprojects: (1) The Games overrun with 100 per cent consistency. No other type of megaproject is this consistent regarding cost overrun. Other project types are typically on budget from time to time, but not the Olympics. (2) With an average cost overrun in real terms of 179 per cent – and 324 per cent in nominal terms – overruns in the Games have historically been significantly larger than for other types of megaprojects, including infrastructure, construction, ICT, and dams. The data thus show that for a city and nation to decide to host the Olympic Games is to take on one of the most financially risky type of megaproject that exists, something that many cities and nations have learned to their peril. For the London 2012 Games, we find that: (1) With sports-related real costs currently estimated at USD14.8 billion, London is on track to become the most costly Olympics ever. (2) With a projected cost overrun of 101 per cent in real terms, overrun for London is below the historical average for the Games, but not significantly so. (3) The London cost overrun is, however, significantly higher than overruns for recent Games since 1999. London therefore is reversing a positive trend of falling cost overruns for the Games.

À l’aide de la fiction, cet article analyse la façon dont le métro agit comme un révélateur de l’identité de ses usagers. En nous appuyant sur le recueil de nouvelles Titre de transport (2016) d’Alice MichaudLapointe, nous montrons de quelle manière le métro montréalais confronte le voyageur avec les autres, mais également avec luimême. Plus encore, cette étude met en valeur et répertorie différents imaginaires et pratiques signifiantes liés à ce mode de transport. L’analyse de Titre de transport fait du métro de Montréal une forme de palimpseste où est continuellement réinscrit un rapport nouveau au métro en fonction de la manière dont en font usage les personnages, mais également en fonction d’un contexte spécifique. Cette incursion dans le domaine littéraire met en évidence le rôle structurant de la mobilité dans la construction de l’identité et la place de l’imaginaire qui nourrit et oriente les comportements des sujets dans le métro.

Desplazarse en Metro ¿una revelación identitaria? Resumen Ayudándonos de la ficción, analizamos en este artículo cómo el Metro revela la identidad de sus usuarios. En base del compendio de las novelas cortas "Titre de transport" (2016) de Alice Michaud-Lapointe, mostramos de la manera cómo el Metro de Montreal confronta al pasajero con los demás e igualmente, consigo mismo. Más aún, en el estudio establecemos y destacamos el repertorio de imaginarios diversos y de prácticas significativas relacionadas a ese medio de transporte. El análisis de "Titre de transport" hace del Metro de Montreal una forma de palimpsesto donde se reinscribe continuamente el nuevo contacto con el Metro, según el modo de utilización de los personajes, así como de la especificidad del contexto. Esta incursión en lo literario subraya el rol estructurante de la movilidad en la construcción de la identidad y la importancia de lo imaginario que alimenta y orienta los comportamientos de la persona en el Metro. Palabras claves Geo crítica, identidad, literatura, Metro, espacio, territorialidad.

Using fiction, this article analyses the way in which the subway acts as a revealer of its users' identity. Based on Alice Michaud-Lapointe's short stories book Titre de transport (2016), we show how the Montreal Metro leads the traveler to confront others, but also themselves. Moreover, this study highlights and identifies different imaginaries and significant practices related to this mode of transportation. The analysis of Titre de transport considers the Montreal Metro as a form of palimpsest where a new relation to the metro is continuously reinscribed, depending on how the characters use it but also according to a specific context. This incursion into the literary field highlights the structuring role of mobility in the construction of identity, as it underlines the imaginary that nourishes and guides the behavior of subjects on the subway.

Research on metro systems has been a multi-faceted field ranging from the accessibility of the networks to passengers' utilities gained from their riding experience. In addition to issues of affordability, safety, and intermodal connectivity, a critical aspect to enhance metro riders' experience is through non-travel related in-station facilities, such as food vendors, seating areas, elevators, handicap equipment, and public toilets. An understated area in the metro system planning is the placement of public toilets that provide passengers with sufficient sanitary services. To this end, the study identifies the shortage of public toilets in the Shanghai Metro and then proposes a network-based location model to improve the service coverage. The model has been applied to three planning scenarios under which construction efforts and transit stations are considered. By considering this unique location problem in a large metro system, this paper demonstrates a valuable example of developing transportation systems to fulfill the needs of not only accessibility but also public health. This effort is of great significance to inform city planners and stakeholders of necessitating sanitary services in sustainable mass transit development.

There have been numerous publications on unreinforced masonry construction in the literature; however, there is a lack of publications on the condition assessment of existing unreinforced masonry façades for disturbances due to nearby subway construction. To fill this gap, this paper presents a study in which a 5-story historical building with unreinforced masonry façade experiences inward and outward deformations perpendicular to the plane of wall due to nearby subway construction. The performance of the unreinforced masonry façade is examined under wind load combinations. For this, a finite-element (FE) model is built in ANSYS software to conduct a stress analysis of the brick façade. The results revealed that the tensile stresses exceeded the tensile stress limit at several locations; therefore, a structural remediation is required. A structural retrofit is proposed to tie the façade wall to the floor diaphragms with steel anchor rods at specific stories. Another FE model is built to represent the remedies proposed for stabilizing the façade wall. The results show that all stresses are within the limits, indicating that the structural solution for the remediation is appropriate. As a result of this study, the proposed remediation was implemented at the building, and the structure has been in good structural condition without any complaints, even after the subway construction was completed and the subway line was in operation.

Because of the prominent position of urban rail in reducing urban transport-related problems, such as congestion and air pollution, insights into the costs of possible new urban rail projects is very relevant for those involved with cost estimations, policy makers, cost-benefit analysts, and other target groups. Knowledge of the differences in costs per kilometre, including explanations of differences and their breakdowns is currently lacking in the literature. This paper aims to provide a first stage insight into how cost per kilometre varies across urban rail projects. The methodology applied is a simple cost comparison across projects where the data collected are comparable. We conclude that capital costs per route-kilometre of urban rail vary highly between projects. Looking at European projects and excluding outliers, the total capital costs per route-kilometre (including stations and rolling stock) lie mainly between US$50-100 million (2002 prices). Including US projects, the range is US$50-150 million. The main reasons for the high variation in the route-kilometre costs are differences between projects as regards the ratio of underground to above-ground construction, ground conditions, station spacing, type of rolling stock, environmental and safety constraints and labour costs. We warn, however, that the observations used to reach the conclusions are too few to obtain results with statistical significance. Our results must therefore be seen as a first step towards collecting more data so that a more succinct statistical analysis can be conducted. Another conclusion is therefore that this area has future research potential.

This article examines the diverse ways in which people experience being strangers in public space. Based primarily on the journal entries of teenagers in New York City on their trips, we show the different ways in which riders experience being a rider amid diversity and norm violations. Some teenagers see being a rider as an engaging role, some as a detached role, and others as a precarious role. All the teenagers use folk theories to navigate the social world, but how they use them varies depending on how they experience being a rider. Finally, riding in groups shifts their experiences and interpretations in complex ways that make riding more enjoyable, but filled with additional emotional tensions. Building from previous theories and studies on strangers and public spaces, this article contributes to longstanding debates in sociology over how people interact with others in urban environments.

Metro systems play a crucial role in the movement of millions of passengers worldwide as commuters rely on a fast, reliable, and convenient underground railway for their daily transportation. However, in many cases, the quality of the service that can be delivered, including performance, attractiveness, and customer satisfaction, are constrained by poorly maintained infrastructure. Meanwhile, effective planning to maintain, rehabilitate, replace and expand existing systems must respect technical, social, political, financial, and management constraints. There is a lack of a comprehensive framework for managing metro assets. This is mainly due to the multiplicity of components; the complexity of their interdependencies; common lack of historical data and performance indicators; and unavailability of a unified framework that integrates forecasts of future demand with decision-making systems. The main objective of this research is to review available studies and models for underground rail systems, identify the main strategic-operational planning gaps, and propose critical tasks for a comprehensive asset management framework. The platform developed in this research is suitable for further studies in urban railways such as Rail Rapid Transit (underground and surface), Light Rail Transit, and suburban trains as well as other modes of transport (e.g. traditional buses, Bus-Rapid-Transit).

To what extent is Delhi's metro rail system a social leveler and a global emblem of middle-class modernity—in idea and practice? This essay illustrates how the language and aims of planning and infrastructural development achieve class-based goals in a city of deep social inequalities. Based on fieldwork in Delhi, the essay details architects' visions and work practices on the Metro, and how they interact with new forms of technocratic governance instituted by the Delhi Metro Rail Corporation. By breaking down the broader development-based ideology that the Metro represents, the essay tracks how architects and planners are involved in diverse forms of " aspirational planning " that ultimately privilege and enact a notion of upward mobility rather than social equality. The urban extends through space, which it modifies. —Henri Lefebvre (2014), The Urban Revolution The Metro as idea and object D elhi's metro rail system extends into geographic space—with its 8 lines and 184 stations to date—and concretely into people's lives. Like much transport infrastructure in the world, it is meant to intervene and fix—not only traffic, but also pollution, stress, and social inequality itself—as it modernizes life and instills national pride. But to what extent can the system be a social leveler and a global emblem and enactment of middle-class modernity? The Metro is about the movement of people—nearly three million a day—but in the larger schema of city-and nation-building, it is also a premier symbol of capital interests. It is both a form of transport and an urban plan. The Metro serves mostly working-, lower-, and middle-class commuters, alongside land and property developers and global financiers; it has multiple constituencies. In the process of making and running the system, a host of questions arise about what a city is and who this city is for. These questions are addressed in the planning and construction of the Metro, in its everyday operations , and in a larger symbolic realm that goes beyond this city and its people.

and conclusions __________________________________________________ 135 6. The launch of the metro project -"backlash" 1991-1993___________________ 139 Disability issues in the early 1990s: gains, institutionalization and expectations ________ 140

Dan Lovallo and Daniel Kahneman must be commended for their clear identification of causes and cures to the planning fallacy in “Delusions of Success: How Optimism Undermines Executives’ Decisions” (July 2003). Their look at overoptimism, anchoring, competitor neglect, and the outside view in forecasting is highly useful to executives and forecasters. However, Lovallo and Kahneman underrate one source of bias in forecasting—the deliberate “cooking” of forecasts to get ventures started. My colleagues and I call this the Machiavelli factor.

This paper studies last train coordination problem for metro networks, aiming to maximize the total number of passengers who can reach their destinations by metro prior to the end of operation. The concept of last boarding time is defined as the latest time that passengers can board the last trains and reach final destinations. The corresponding method for calculating last boarding time is also put forward. With automatic fare collection system data, an optimization model for coordinating last trains is proposed. The objective function optimizes the number of passengers who can reach their final destinations during the train period using departure times and headways of last trains for each line as decision variables. Afterwards, an adaptive genetic algorithm is put forward to solve this model and is applied to a case study of the Shanghai metro system.

A field experiment on the discrimination of Roma migrants from Eastern Europe was conducted in two stations of the Paris metro to explore the behaviors that may communicate misrecognition in everyday encounters. An actress asked for help to randomly chosen passengers on a metro platform, wearing a glaringly Romani skirt in the treatment condition but an inconspicuous middle-class style in the control condition. In interaction with the actress wearing the Romani skirt, passengers were found to enact the so-called " visual dominance pattern " , and male passengers in particular were found to keep greater distances. Reverse discrimination also occurred as women kept shorter distances from the actress bearing the ethnic stigma. Last, passengers helped less the stigmatized actress, but only in one of the two metro stations where trials were conducted.

In 2007 the French government announced the “Grand Paris” initiative. This ambitious project reimagined the Paris region as integrated, balanced, global, sustainable, and prosperous. Metropolitan solidarity would unite divided populations; a new transportation system, the Grand Paris Express, would connect the affluent city proper with the low-income suburbs; streamlined institutions would replace fragmented governance structures. Grand Paris is more than a redevelopment plan; it is a new paradigm for urbanism. In this first English-language examination of Grand Paris, Theresa Enright offers a critical analysis of the early stages of the project, considering whether it can achieve its twin goals of economic competitiveness and equality.

Enright argues that by orienting the city around growth and marketization, Grand Paris reproduces the social and spatial hierarchies it sets out to address. For example, large expenditures for the Grand Paris Express are made not for the public good but to increase the attractiveness of the region to private investors, setting off a real estate boom, encouraging gentrification, and leaving many residents still unable to get from here to there.

Enright describes Grand Paris as an example of what she calls “grand urbanism,” large-scale planning that relies on infrastructural megaprojects to reconfigure urban regions in pursuit of speculative redevelopment. Democracy and equality suffer under processes of grand urbanism. Given the logic of commodification on which Grand Paris is based, these are likely to suffer as the project moves forward.

Megaproject Planning and Management: Essential Readings contains the seminal articles from the growing body of research on megaproject planning and management along with an original introduction by the editor, Bent Flyvbjerg. The leading and most cited authority in the field, Flyvbjerg has used crowdsourcing and 25 years of experience to cherry-pick from several hundred articles and books the writings that define the field. This volume will be an indispensable source for those wishing to speak with authority about how megaprojects are prepared, delivered, and fought over. The target audience is students, academics, practitioners, and media pundits alike, as well as communities affected by megaprojects.

As megaprojects have become ubiquitous, their real benefits and costs have come under increased scrutiny. We interviewed Bent Flyvbjerg, who has extensively studied megaproject development. Flyvbjerg has found systematic problems in the development process: by intentionally misrepresenting information and deliberately disregarding risks, proponents instigate projects that result in fewer benefits and higher costs than promised.

Purchases of major long-life assets such as rolling stock, planes, wind turbines etc. represent a substantial investment by companies or governments, from which the owner needs to ensure maximum return over the asset's life. A big question facing industry is: "What tools and techniques could be used when planning to introduce a major long life (40+ years) asset, to extend the design life and could this be cost effective?" This paper discusses one particular example of how a customer explored the potential to extend the life of their asset purchase by approximately 50% and the methods they were using to achieve this.

Nicknamed the International Express, the New York City Transit Authority 7 subway line runs through a highly diverse series of ethnic and immigrant neighborhoods in Queens. People from Andean South America, Central America, China, India, Italy, Korea, Mexico, Pakistan, Poland, Romania, and Vietnam, as well as residents of a number of gentrifying blue-collar and industrial neighborhoods, fill the busy streets around the stations. The 7 train is a microcosm of a specifically urban, New York experience, in which individuals from a variety of cultures and social classes are forced to interact and get along with one another. For newcomers to the city, mastery of life in the subway space is a step toward assimilation into their new home.

In International Express, the French ethnographer Stéphane Tonnelat and his collaborator William Kornblum, a native New Yorker, ride the 7 subway line to better understand the intricacies of this phenomenon. They also ask a group of students with immigrant backgrounds to keep diaries of their daily rides on the 7 train. What develops over time, they find, is a set of shared subway competences leading to a practical cosmopolitanism among riders, including immigrants and their children, that changes their personal values and attitudes toward others in small, subtle ways. This growing civility helps newcomers feel at home in an alien city and builds what the authors call a "situational community in transit." Yet riding the subway can be problematic, especially for women and teenagers. Tonnelat and Kornblum pay particular attention to gender and age relations on the 7 train. Their portrait of integrated mass transit, including a discussion of the relationship between urban density and diversity, is invaluable for social scientists and urban planners eager to enhance the cooperative experience of city living for immigrants and ease the process of cultural transition.

This study’s objective is to verify which strategies the subway’s drivers from Distrito Federal use to deal with the suffering in the automatized work, by describing the organization of work that these workers are submitted, researching the pleasuresuffering experiences and to describing the mechanisms of mediation of suffering in work used by these conductors. The Psychodynamics of Work is used as the main theory to achieve the objective, by understanding the organization of work as the way tasks are defined, divided and distributed, the way the prescriptions are conceived, as well how do the fiscalization, the control, the order, the direction and the hierarchy occurs. The pleasure-suffering are defined as experiences of anguish, fear, unsafeness, recognition and liberty of speech. Mediation strategies are responses to the contradictions of the organization of the work, avoiding or transforming the situations that lead to suffering. The research’s data were collected by: a) meetings with the directors of Subway’s Workers Trade Union from DF, in order to delineate the research and explain the way as it would be lead; b) visit to a subway station in SP; c) analysis of documents and texts referring to the company of DF; d) a group interview; e) four individual interviews, analyzed by ANS and described as the results of the present document. The results indicate rigid prescriptions in the organization of work, with low recognition of the worker’s capacity to deal with the gap between the prescriptions and real of work; difficulty in the socioprofessional relations; experiences of indignity, uselessness, disqualification and indignation; construction of collective of rules and individual defensive strategies as forms to deal with the described difficulties. The results repeat research’s data from the decade of 1980 with little qualified workmanship, and bring the contradiction of a modern transport with a model of management based on the automatism and with traces of Taylor’s Scientific Organization of Work.

The main objective of this paper is the selection of the best public transportation mode in an urban corridor using Multi-Criteria Decision Making (MCDM) methods and Geographic Information System (GIS). For this purpose, a sample corridor in Tehran, the capital of Iran, is selected as the case study. This corridor is located between Azadi and Pounak Squares in Tehran with considerable daily trips. Due to high travel demand and traffic congestion in the corridor, development of the public transportation system is of prime importance. To choose the most appropriate public transportation mode in the corridor, four alternatives including bus, taxi, Bus Rapid Transit (BRT), and underground railway together with twenty indicators were considered. The indicators were classified to seven criteria including the cost, time, flexibility, reliability, safety, pollution, and mode properties. Afterwards, the relations and feedbacks between the criteria were determined and a network structure in ANP model was constructed. The decision making and evaluation processes were implemented in GIS environment. Finally, weights of the indicators were obtained from the ANP method and the TOPSIS technique is used to evaluate and rank the alternatives. Results showed that BRT, underground railway, bus, and taxi have the highest scores in the urban corridor, respectively.

El artículo muestra como las relaciones entre comerciantes populares y policías del metro de la Ciudad de México se desarrollan dentro de una política de estigmatización y criminalización del comercio popular. Una política que, sostengo, descansa en una concepción teórica que rechaza al comercio popular como una actividad productiva y como un trabajo digno. Así, entre las prohibiciones y la estigmatización, las relaciones entre comerciantes populares, policías y jueces cívicos, se caracterizan por la corrupción y la violencia. El primer aspecto, permite la negociación de la aplicación de la ley y funda la base de una economía sustentada por las ilegalidades del Estado. Por su parte, la violencia se expresa en la brutalidad policiaca en contra de las personas que realizan el comercio popular en el metro, la cual, ya ha tenido consecuencias fatales.

We introduce a family of authenticated data structures — Ordered Merkle Trees (OMT) — and illustrate their utility in security kernels for a wide variety of subsystems. Specifically, the utility of two types of OMTs: a) the index ordered merkle tree (IOMT) and b) the range ordered merkle tree (ROMT), are investigated for their suitability in security kernels for various subsystems of Border Gateway Protocol (BGP), the Internet's inter-autonomous system routing infrastructure. We outline simple generic security kernel functions to maintain OMTs, and subsystem specific security kernel functionality for BGP subsystems (like registries, autonomous system owners, and BGP speakers/routers), that take advantage of OMTs.

This article discusses mobility as a semiotic device. Drawing mainly on examples from Stockholm, it analyses backjumps, a genre of train graffiti that inventively makes use of various forms of movement. The social, spatial existence of backjumps is underlined by mobility, from the moment they are created on temporary stationary trains until the point they are removed as part of regimented semiotic ordering of public space. As backjumps move through the metro system, their appearances and disappearances rework the visual composition of a number of interlinked spaces, briefly succeeding in transgressing the semiotic regimentation of public space. For properly grasping these semiotic transformations, mobility needs to be placed at the forefront of inquiry. Building on lines of thought from human geography and spatially interested sociolinguistics, the analysis demonstrates that a sensitization to the workings of mobility is apt for creating a more fine-grained understanding of the interplay between space and semiotic practice. In this vein, it seeks to introduce further nuance to a sociolinguistics that has focused extensively on the notion of landscape.

Missing data represents a common problem in environmental and building-related processes, especially in the indoor air quality (IAQ) system of subway stations, where the collected information leads to actions in ventilation management. For these reasons, imputation approaches have been used to avoid information loss due to downsampling or sensor malfunction. This paper introduces an imputation approach for IAQ data via variational autoencoders (VAE) coupled with convolutional layers (VAE-CNN). Two scenarios were introduced: first, the IAQ dataset was corrupted by removing data intervals at different missing rates (i.e., 20%, 50%, and 80%), and second, a point-to-point removal of three sensors was conducted. The performance of the proposed method was compared with different techniques, showing that the VAE-CNN was superior to other methods even for massive amounts of missing data. Finally, the effects of missing and imputed data on the IAQ system in the D-subway station were evaluated in terms of ventilation energy demand, CO 2 emissions, and IAQ level. The IAQ management with the imputed data could decrease by approximately 20% of CO 2 emissions by reducing the energy demand, while the IAQ level increased by 3% in another scenario.

Over the last few decades, the M4 metro line has been the largest transport infrastructure project in Budapest. Despite the size and importance of the project, there has been no evaluation of its economic impacts in the scientific literature. This paper addresses this gap
and expands the scientific discourse on spatial econometrics, cohesion policy, and sustainable urban development by exploring the impact of
the new metro line on real estate prices.
To assess the economic effect of the M4 project on the value of nearby properties, the authors use counterfactual impact evaluation along with a measurement of the utility increase in the change in property prices. The research database has been provided by the National Tax and Customs Administration. Sustainable and useful public infrastructure developments will have a positive effect on the value of nearby properties. It is reasonable to assume that easier access to downtown areas can be an added value; however, the increased traffic, crowds, or noise may outweigh these positive impacts. In case of M4, the authors
find no significant effects of the stations on the Pest side.
Only the new stations that were not connected directly to existing underground lines exert a positive effect on nearby real estate properties. It is worth using this information when making decisions on further transport development in Budapest.
This paper presents original research on the economic effects of the M4 transport project. It determines the factors that increase or decrease the economic effects of the stations. As has been shown, several stations have failed to generate additional economic value. This information
is highly useful for the planning of future transport infrastructure projects.

Evaluation of spatial accessibility to public transportation has a weak background in many emerging countries, including Iran. Transit-Oriented
Development is of great interest among Iranian planners and academics, but little is known about transit orientation provided by major public transport systems exemplified by the Tehran Metro. Statistical difference tests and polynomial regression done in this study show how residential densities within walking distances of metro stations established at different times after 1998 are significantly different. Both population and employment densities have decreased in more recent stations compared to those opened between 2005 and 2010. Moreover, one-way T-Tests comparing the population and densities of older lines with those of newer lines reveal that, in most cases, densities within walking distances of stations of older lines are higher. The paper concludes that lack of proper site selection and failing to locate new stations near job centers and highly populated areas threatens the transit-friendliness that emerged in the early years after establishing the first metro station in 1998.

This paper characterizes earth pressure balance machine (EPBM) torque within the context of a physical model using data from a recent Seattle metro-sized (6.44 m diameter) tunnel project. The paper examines the ability of relatively simple physical models to capture torque, and characterizes relative influence of geology, soil conditioning, pressure and other parameters on measured torque. The physical torque model developed for the analysis grossly overestimates the realized torque by 50 – 500%, even with assumed shear strength reductions of 50% due to disturbance and conditioning. The shear strength reduction required to fit the model with measured torque were 65-70% reduction for sand and 80-85% for silt and clay.

RESUMO: O presente artigo trata de um estudo exploratório que tem por objetivo discutir relação entre a organização do trabalho de pilotos de trem de metrô do Distrito Federal e a negação do saber operário no trabalho automatizante em tal contexto. Para o aprofundamento no tema proposto pelo presente texto, foram realizadas duas entrevistas coletivas com trabalhadores que pertencem à categoria profissional escolhida, cujos resultados serão analisados à luz da teoria psicodinâmica do trabalho. Os resultados mostram que a organização do trabalho estudada se caracteriza por tarefas com conteúdos meramente de execução, com alta rigidez nos procedimentos prescritos, sistema hierárquico caracterizado por excesso de chefias, fortes relações de poder – especialmente com chefia imediata – e frequente controle da execução das tarefas. A organização do trabalho, em especial a divisão das tarefas, faz com que o próprio piloto se sinta um robô, uma máquina, já que não encontra espaço para lançar mão de sua inteligência e criatividade frente a uma tarefa que não o desafia. Tal cenário faz emergir sentimentos de frustração, desmotivação, nervosismo, angústia, indignação, desvalorização, mal-estar, vergonha. ABSTRACT: This article is about an exploratory study that aims to discuss the relationship between the organization of work of subway train pilots at Distrito Federal and the denial of workers' knowledge in the context of automatizing work. Interviews were conducted with teo groups of workers who belong to occupational chosen category, whose results will be analyzed in the light of the psychodynamic theory's work. The results show that the studied organization of work is characterized by tasks with merely execution content, high stiffness in the prescribed procedures, 1 Pesquisa realizada com o apoio do CNPq.

There are many architectural design parameters for public transport stations which include urban
and station level studies. Each station must be designed in accordance with the basic passenger
requirements such as accessibility, safety, comfort, satisfaction and etc. Circulation spaces must be
formed and sized to meet the minimum movement needs of passengers. For an underground
station; main entrance region, position of gates, location and number of turnstiles, escalators,
stairs, ramps, passageways, intermediate concourses and platforms must be arranged to minimize
walking distances and to prevent congestion. In this study, circulation of passengers is simulated
in a quantitatively verifiable manner, taking into account how individuals interact with each other
and with the physical obstacles in their environment in a metro station. Virtual experiments are
performed to see the continuity and density of pedestrian flow at different levels of Haram Area
East Metro Station of the first metro line of Madinah Al-Munawwarah, Saudi Arabia. According
to the predictions, more than 40.000 passengers are expected to use this station in one hour after a
Friday prayer during Ramadan period in the year of 2040. That means a critically high travel
demand and it is really significant to design the most convenient underground station for these
passengers to fulfil the necessary requirements.

Becoming a manager is generally seen as a highly coveted step up the career ladder that corresponds to a gain in responsibility. There is evidence, however, that some individuals experience "managerial blues" or disenchantment with their managerial jobs after being promoted. While past scholarship points to individual differences (such as skills inadequacy) or the promotion circumstances (such as involuntary) as possible explanations for such blues, less is known as to how the expectations that people carry with them from past jobs – such as expectations about what responsibility entails – may shape their first managerial experience. To answer this question, we compare the experiences of supervisors coming from different jobs – i.e., former Paris subway drivers (working independently and impacting the lives of others) and station agents (working interdependently with limited impact on others’ lives) – that left them with distinct sets of expectations around responsibility. Drawing on interviews and observations, we find that former drivers developed a deep sense of "personal" responsibility. After promotion, their perceived managerial responsibility paled in comparison to their expectations of what it felt like to have personal responsibility, leading the majority to experience managerial blues. In contrast, former agents had few expectations of what responsibility entailed and reported no disenchantment once they joined the managerial ranks. Overall, we show how imprinted expectations shape people’s future managerial experiences, including their managerial blues, and discuss the implications of our findings for literatures on job mobility and job design.

This study analyzes and determines the modulus of deformation and the dependence of the modulus of deformation on the stress state of Ho Chi Minh City’s soft soil. Parameters were determined as stiffness parameters: E50 and Eur in Hardening Soil model. Tri-axial compression
testing was performed for very soft clay at depths of 4-6 m and 12-14 m, soft clay in the range of 18-20 m and 24-26 m according to drainage conditions with unloading and reloading.

The Moscow underground (Metro) today is showing active development: new series of trains appear; stations are being built. Apart from material-plastic medium, the screen, virtual reality also emerges. It plays the key role in establishing a new metro mythology. This paper attempts to trace new perspectives of the underground’s virtual life and the points of their interfacing with the objective, material environment. One can loosely specify three types of screen media in the Moscow Metro: information panels (located above the doors in cars), interactive structures (Info-SOS at stations and screens with sockets in “head” and “tail” parts of modern trains), “television” screens” (In the lobby and built-in between car`s door and window, where the Moscow metro lines were traditionally located, and small screens at the eye level of standing passengers). They have different semantic content and types of communication with passengers. There are a number of evident trends in providing video sequence on screens of the Moscow metro in the second half of 2019. The headings broadcast on the screens went sequentially, from more socially significant subjects to quizzes and announcements. The alternation of short stories gave the impression that it took less time to travel. The entire block of on-screen information worked on the effect of “accelerating” time, creating the illusion of greater rapidity of the subway. The Moscow metro today is not so much about the architectural environment but rather a virtual communicative one, which, in addition to entertaining, calming, distracting from problems and uplifting, also represents a function of animating the metro, informing it with a temperament and intonation component. In the process of immersion in a simulated media of the Moscow metro, one finds out that it turns to be a virtual organism with a complex system of “organs”, its own nervous system and its own needs. The first and foremost of which is to preserve, strengthen the love of their passengers, perhaps even make them addicted to the metro environment and inspire them for continuous improvement and modernization of the world. / Московский метрополитен сегодня демонстрирует активное раз- витие: появляются новые составы, строятся станции. Сверх материально- пластической среды формируется и экранная, виртуальная реальность, ключевая роль которой заключается в моделировании новой мифопоэтики метрополитена. В данной статье предпринята попытка структурировать новые ракурсы виртуаль- ной жизни метро и точки их сопряжения с объективной, материальной средой. Можно условно обозначить три типа экранных сред в Московском метрополи- тене: информационные панели (расположены над дверьми в вагонах), интерак- тивные конструкции (Info-SOS на станциях и экраны с розетками в «головной» и «хвостовой» частях современных составов), экраны-«телевизоры» (в вестибю- лях и встроенные в промежуток между дверью и окном вагона, где традиционно располагалась схема линий московского метрополитена, и небольшие экраны на уровне глаз стоящих в поезде пассажиров). У них различный смысловой кон- тент и типы коммуникации с пассажирами. В формировании видеоряда на экра- нах московского метрополитена второй половины 2019 г. очевиден ряд тенденций. Рубрики, транслируемые на экранах, шли последовательно, от более социально значимых сюжетов до викторин и анонсов. При просмотре череды коротких сюжетов создавалась иллюзия «сжатия времени» поездки. Весь блок экранной информации работал на эффект «ускорения» времени и стремительности метро- политена. Сегодня в московском метро работает не столько архитектурная среда, сколько виртуальная коммуникативная, у которой, помимо функций развлекать, успокаивать, отвлекать от неразрешимых проблем и высветлять палитру жизнен- ных впечатлений, есть еще функция анимирования метро, наделения его характе- ром, темпераментом, интонационной структурой. Экранная среда метро работает как некая духовная сущность этого сложного организма, находящаяся в дистан- ционной, опосредованной коммуникации с пассажирами и формирующая как их отношение к метро, так и некоторые поведенческие установки.

"Cronotopography of the social uprising in Chile", Lai Guim and David Maulen, IFA Gallery Stuttgart, nov. 2021-february 2022
Incluida en la exposición chilena, brasileña, alemana "Umbrales, ¿cómo anudar el tiempo?", en conjunto al Bienal de Artes Mediales de Santiago de Chile 2021.
Included in the Chilean, Brazilian, and German exhibition "Thresholds, how to tie time?", In conjunction with the Medial Arts Biennial of Santiago de Chile 2021

This multimedia essay explores how the Delhi Metro has created a new sensory ecology of mobility that reflects and reforms the hierarchies of mobility in the city. The essay illustrates how infrastructure serves as a mechanism of inclusion and exclusion from “sensory modernity” by immersing readers in the sounds, sights and feel of the high-speed Metro. In the process new relationships between self and technology emerge between the lines of belonging and nonbelonging in the city.

Tracking the optimal speed profile in electric train operation has been proposed as a potential solution for reducing energy consumption in electric train operation, at no cost to improve infrastructure of existing Metro lines as well. However, the optimal speed profile needs to meet fixed running time. Therefore, this paper focuses on a new method for determining the fixed running time complied with the scheduled timetable when trains track the optimal speed profile. The novel method to ensure the fixed running time is the numerical-analytical one. Calculating accelerating time ta, coasting time tc, braking time tb via values of holding speed vh, braking speed vb of optimal speed profile with the constraint condition: the running time equal to the demand time. The other hands, vh and vb are determined by solving nonlinear equations with constraint conditions. Additionally, changing running time suit for each operation stage of metro lines or lines starting to conduct schedules by the numerical-analytical method is quite easy. Simulation results obtained for two scenarios with data collected from electrified trains of Cat Linh-Ha Dong metro line, Vietnam show that running time complied with scheduled timetables, energy saving by tracking optimal speed profile for the entire route is up to 8.7%, if the running time is one second longer than original time, energy saving is about 11.96%.