The present article identified the factors that have contributed to the scarce presence of women in passenger transport driving positions in Lima and Callao (Peru). For this purpose, 17 female drivers from the conventional transport in Lima and Callao were interviewed (from a total of 180 licensed drivers at the beginning of 2023). The study found a female workforce that, despite coming from familybackgrounds linked to that sector, continues to overcome mostly cultural barriers, and which currently reflects the informal conditions of the commission-affiliate scheme still in force in the conventional transport system studied, whose flexibility and profitability, paradoxically, allows some drivers to compensate for their work inside and outside the home. The research's contribution lies in highlighting the need to address the working conditions of women in public transport in Lima and Callao, specifi-cally of female drivers as an essential actor in the sector's value chain. These inputs become mandatory reading for policy makers and entrepreneurs in the sector seeking to reduce the gender gap in markets that are not entirely formal and with male overrepresentation.
Urban cycling offers several positive attributes to mobility and public health in cities. Evidence shows that to promote a greater number of bicycle trips, it is necessary to incorporate interconnected and quality bicycle infrastructure; however, this does not mean that the diversity of users will also increase. In this descriptive and transversal work, bicycle trips were counted in situ in Culiacan, Sinaloa, Mexico, for two days and in 15 intersections of the state. Likewise, a survey was carried out to learn about the attitudes, motivations, barriers and travel patterns of bicycle users. Results of the scrutiny of bicycle trips reveal the wide gender gap, since only 4.6% of the trips were made by women. For the cross-sectional study, 379 cyclists were surveyed, and significant differences were found in relation to gender. Although road violence was identified as the main barrier for both groups, women face additional challenges such as care activities, public insecurity and street harassment, factors that limit their willingness to choose the bicycle as a means of transport.
The purpose of this text is to contribute to the reflection on urban walking in Latin American cities, based on the extensive ethnographic fieldwork I conducted for my doctoral thesis on public space in Buenos Aires and other experiences. The aim of this text is to contrast empirical evidence with academic work from urban studies that has reflected on the diverse ways in which women appropriate the streets we walk daily in our everyday lives. This text reviews the concepts of Spatial Justice, Public Space, and the notions of Flaneur, Flanereuse, and Callejera.
This article explores the sensory and affective experiences underlying the everyday practice of walking, to deepen the understanding of the relationship between body and inhabited city. From an ethnographic perspective, it develops the notion of the sensible project of everyday walking to examine how certain aspects of the aesthetic dimension of experience are expressed and enacted in walking. The notion of a sensible project, understood as a repertoire and combination of experiential elements, tactics, and spatial configurations that appeal to feeling, functions here as an interpretive tool to analyze how regular walkers compose and traverse their daily routes through the city of Santiago de Chile. Considering the role of walking in people's routines, the spatial conditions of the built environment, and the social dynamics of the street, the article addresses how walkers weave spaces and environments characterized by the presence of vegetation, heritage elements, or social interactions that resonate with their life stories and memories. These are restorative experiences for the body, often found in interior streets that offer alternatives to major traffic arteries. Over time and through the iterative practice of walking, these bodily and aesthetic experiences reveal common configurations of the city as experienced on foot and a form of contemplation charac-terized as diachronic. These experiential elements constitute particular knowledge that emerges from the body and perception, reflecting a way of enacting a sensibility inherent to walking.
Cities in Latin America and the Caribbean have been built in layers. Territorial inequa- lities are evident in areas marked by inaccessibility for all people, especially those with disabilities and older adults. This work has been carried out in cities in the Greater observation. It presents the experience of mobility with disabilities in the city, which brings together a series of strategies for inhabiting spaces and achieving mobility. This work aims to reflect on dimensions, both in the design of spaces and in the uses and management of cities, to achieve physical, communication and information accessibility.
There is a lack of integration of transportation and land use policies in many Brazilian metropolises, and this disconnection ends up preventing the reduction of existing inequities. This article aims to propose a method based on multicriteria evaluation in a GIS environment, aiming to identify urban areas with TOD (public transport-oriented development) potential in the city of Salvador (BA). The aim is to implement a learning process, that is, a greater understanding of the factors and conditions present in areas with potential, as well as the role of the transportation network (current and future) in promoting TOD and equity. Methodologically, the factors with the highest recurrence in the literature were identified, processed into maps and integrated via MCE-GIS. The results indicate that the highest concentration of areas with TOD potential coincide with metropolitan centralities, confirming socio-spatial inequality. The overlay of the TOD Potential map with the existing public transport stations highlights that only three coincide with regions of TOD potential and 50% of these require greater urban integration with the city. This scenario is amplified by the overlay of this map with future stations. Areas with TOD Potential outside the central urban area were identified, as well as the determining factors of this Potential.
The aim of this paper is to evaluate a sustainable last-mile delivery alternative, using micro-hubs in public transport stations, by integrating public transport and goods storage terminals, with the aim of encouraging the adoption of more sustainable alternatives for last-mile deliveries. Based on the number of deliveries, the public transport stops, the potential for CO2eq simulated, namely (i) deliveries made by diesel van, (ii) deliveries made by motorbike; and (iii) deliveries made by bicycle. The research approach is based on the ideal location of the microhub and the respective routes for the distribution of goods, considering delivery by motorbike and bicycle. Based on operational data, the results indicated that delivering parcels to microhubs using cargo bikes (scenario iii) is the best alternative due to economic and social benefits. Based on the results, city authorities could explore this solution in the urban mobility plan and encourage or subsidise pilot tests for proof of concept.
On the sustainable transport policies, the bicycle promotion is one of its main aims, and one action is the cycling infrastructure construction, which not always well socially accepted. The paper analyzes the social perception of a bike lane, considering its users and neighbors, in order to compare how it is perceived by user group and the complementary actions required to contribute to its success. Through questionnaires focused in the users and statistical techniques to data analysis, the results shown the diverse perceptions and road needs, with the priority for pedestrians, cyclists and public transport users their safety and comfort. While for motorists, is the traffic lights and road maintenance. Thus, contribute in the socialization approaches for the bike lane construction, helping to reach the sustainable public policies. The results shown that, to reach the goals in sustainable policies the infrastructure projects need to include integral actions.
Everyday walks in Latin American cities are shaped by structural inequalities that deeply affect the caregiver-child dyad, particularly in peripheral urban areas. This article explores what we call "care routes": trajectories that connect spaces of affection, attention and development, sustained by fragile infrastructure and strong community networks. From an intersectional perspective, we analyze how these dyad experiences the city through daily displacements, shaped by physical, emotional and symbolic conditions that generate rhythms, strategies and meanings. These care routes are not merely functional, but places where identities, bonds, and subjectivities are built during a critical stage of child development. Walking is presented as both a relational and political practice that allows for a reimagining of the city from its margins. The article is based on participatory methodologies, accompanied walks, and field observations in popular neighborhoods of Lima, Peru. We argue that these routes must be recognized as essential urban infrastructure that sustains life and resilience, especially for early childhood. From this perspective, walking becomes a meaningful political act that allows us to read and transform cities from those who walk, hold, and care for them.
Sidewalks are essential components of urban pedestrian infrastructure; however, they represent an ambiguous segment of this infrastructure: they are designed for mobility but are occupied and appropriated by multiple uses and users who coexist -sometimes in conflict- with pedestrians. Authorities rarely take this diversity of uses and actors into account, and regulatory frameworks usually limit themselves to managing pedestrian flow and the installation of street furniture. The aim of this article is to analyze to what extent sidewalks are simultaneously a product and producer of a hybrid order, and how this notion should be integrated into urban planning processes, not only in countries of the Global South but also in the Global North, whose experiences can be shared and mutually enriching. Although our main case study is Mexico City and its metropolitan area, we extend the analysis to other cities around the world through a review of the specialized literature.
Currently, cities are prioritizing walkability in urban planning and design, placing pedestrians at the center of their focus. A key factor in this process is phytotecture, a discipline that integrates vegetation into urban spaces to improve the pedestrian expe-rience. Proper implementation allows for the creation of accessible, safe, and pleasant environments, promoting sustainability and a healthier lifestyle. However, despite its benefits, many cities still face challenges in fully utilizing this resource, as it is often used only as an ornamental element. As a case study, the city of Manizales (Colombia) was analyzed, which has a complex urban environment where the terrain, climate, and infrastructure pose significant challenges. In this context, the research question is: how does the integration of phytotecture affect the perception of pedestrians in the city of Manizales, Colombia? The study uses a mixed methodology with 150 pedestrians, observed on 100-meter routes in three well-known commercial areas, to evaluate factors such as accessibility, shade, and thermal comfort conditioned by the presence of vegetation. The results obtained reveal poor implementation of phytotecture due to a lack of planning strategies. It is proposed to integrate environmental management principles and criteria into urban design to guide Manizales toward a sustainable mobility model, understood as a transportation system that provides comprehensive benefits to the territory.
This article analyzes walkability in Bogot & aacute;, Colombia, considering it a key element of 21st-century urban planning that improves quality of life and humanizes the city. It explores the connection between walkability and planning strategies such as the 15-minute city. It highlights walking as a means of sustainable urban development, contributing to public health, social well-being, and the local economy. The study works on a local scale, using all of the city's sidewalks as its object of study. To determine the Walkability Index (ICAM), a multi-criteria analysis methodology based on Geographic Information Systems and secondary data from official entities was used. The ICAM considers seven dimensions: pedestrian infrastructure, pedestrian mobility, public safety, road safety, attractiveness, environment, and urban morphology, as well as 18 variables in accor-dance with the literature consulted. The results reveal that, of 164,890 sidewalk sections in Bogot & aacute;, only 10% are optimal for walking. Fifty-point-six percent is considered good, 33.7% acceptable, and 5.4% insufficient. The study concludes that it offers an objective assessment for public policy decision-making, but it is essential to complement it with perception analysis, addressing limitations such as the improper occupation of public space. These analyses are crucial for urban planners in making data-driven decisions.
This article aims to highlight the persistence of structural inequalities in walking conditions and pedestrian access to the city in Buenos Aires, S & atilde;o Paulo, and Montevideo, three metropolises shaped by different forms of territorial injustice. Using the most recent Origin-Destination surveys (2016, 2017, and 2018, respectively), it compares walking modal share across gender, socioeconomic status, place of residence (center and periphery), and household structure (with or without children). The results underscore the relevance of O-D surveys as key tools to make visible persistent inequalities and to guide policies toward fairer mobility and more inclusive cities. In this sense, walking is not a neutral practice but an experience conditioned by gender, income, and territorial inequalities.
The worsening of socio-spatial, gender, and racial inequalities has demanded a profound theoretical and practical revision in the field of mobility planning. Critical debate reveals the marginalization of social groups, territories, and everyday spatial practices, rooted in patriarchal, racist, and Eurocentric values. In Latin America, care-related mobility is predominantly carried out by marginalized women, whose primary mode of transportation is walking, often combined with public transit. However, the lack of understanding of how the differentiated daily mobility experiences of this specific group are shaped, alongside positivist and technocratic assumptions, devalues non-hegemonic ways of being and existing in space. In this article, I present the characteristics of caregivers and pedestrians in the peripheries of Brazil, highlighting the material aspects of walkability involved in care mobility. I propose a discussion on the invisibility of care-related travel in origin-destination surveys and seek to explore alternative planning tools and methods that can contribute to ethical, political, and theoretical-methodological advancements by adopting perspectives centered on everyday walking mobility. This approach aims toward a feminist, situated, and transformative urbanism that promotes caring cities committed to sustaining life.
Las aceras son componentes esenciales de la infraestructura peatonal en las ciudades; sin embargo, representan un segmento ambiguo de dicha infraestructura: están concebidas para la movilidad, pero son ocupadas y apropiadas por múltiples usos y usuarios que coexisten —a veces de manera conflictiva— con los peatones. Las autoridades rara vez consideran esta diversidad de usos y actores, y los marcos normativos suelen limitarse a regular el flujo peatonal y la instalación de mobiliario urbano. El objetivo de este artículo es analizar en qué medida la acera es, simultáneamente, producto y productora de un orden híbrido, y cómo esta noción debería integrarse en los procesos de planificación urbana, no solo en los países del Sur, sino también en los del Norte, cuyas experiencias pueden ser compartidas y mutuamente enriquecedoras. Aunque nuestro caso de estudio principal es la Ciudad de México y su área metropolitana, extendemos el análisis a otras ciudades del mundo mediante una revisión de la literatura especializada.
O agravamento das desigualdades socioespaciais, de gênero e raciais tem exigido uma revisão teórica e prática profunda no campo do planejamento da mobilidade. O debate crítico revela a marginalização de grupos sociais, territórios e práticas espaciais cotidianas, enraizada em valores patriarcais, racistas e eurocêntricos. Na América Latina, a mobilidade do cuidado é realizada predominantemente por mulheres periferizadas cuja principal forma de deslocamento é a mobilidade a pé, combinada com o transporte público. No entanto, a falta de compreensão sobre como a experiência diferenciada de deslocamento cotidiano desse grupo específico, aliada a pressupostos positivistas e tecnocráticos, desvaloriza formas de ser e existir no espaço que não são hegemônicas. Neste artigo, apresento as características das cuidadoras e pedestres nas periferias do Brasil, destacando as materialidades da caminhabilidade envolvidas na mobilidade do cuidado. Proponho uma discussão sobre a invisibilidade dos deslocamentos relacionados à mobilidade do cuidado nas pesquisas origem-destino e busco explorar outros instrumentos e métodos de planejamento que possam contribuir para um avanço ético, político e teórico-metodológico, ao adotar perspectivas centradas na mobilidade cotidiana a pé, rumo a um urbanismo feminista, situado e transformador, que promova cidades cuidadoras e comprometidas com a garantia da vida.
En la actualidad, las ciudades están priorizando la caminabilidad en la planificación y el diseño urbano, considerando al peatón como eje central. Un factor clave en este proceso es la fitotectura, disciplina que integra la vegetación en los espacios urbanos para mejorar la experiencia peatonal. Su implementación adecuada permite crear entornos accesibles, seguros y agradables, fomentando la sostenibilidad y un estilo de vida más saludable. Sin embargo, a pesar de sus beneficios, muchas ciudades aún enfrentan desafíos para aprovechar plenamente dicho recurso, ya que suele usarse solo como un elemento ornamental. Como caso de estudio, se analizó la ciudad de Manizales (Colombia), la cual presenta un entorno urbano complejo, donde el relieve, el clima y la infraestructura plantean retos significativos. En este marco, se plantea la pregunta de investigación: ¿cómo incide la integración de la fitotectura en la percepción de los peatones de la ciudad de Manizales, Colombia? El estudio evalúa, mediante una metodología mixta con 150 peatones observados en recorridos de 100 metros en tres zonas comerciales reconocidas, factores como accesibilidad, sombra y confort térmico condicionados por la presencia de vegetación. Los resultados obtenidos revelan una implementación deficiente de la fitotectura debido a la falta de estrategias de planificación. Se propone integrar principios y criterios de gestión ambiental en el diseño urbano para encaminar a Manizales hacia un modelo de movilidad sostenible, entendido como un sistema de transporte que aporta beneficios integrales al territorio.
Este artículo analiza la caminabilidad en Bogotá D.C., Colombia, considerándola un elemento clave del urbanismo del siglo XXI que mejora la calidad de vida y humaniza la ciudad. Explora la conexión entre caminabilidad y estrategias de planificación, como la Ciudad de los 15 minutos. Destaca la caminata como un factor de desarrollo sostenible en la urbe, aportando beneficios en salud pública, bienestar social y economía local. El estudio se realiza a escala local, utilizando como objeto de análisis la totalidad de los andenes de la ciudad. Para determinar el Índice de Caminabilidad (ICAM), se empleó una metodología de análisis multicriterio basada en Sistemas de Información Geográfica y datos secundarios de entidades oficiales. El ICAM considera siete dimensiones: infraestructura peatonal, movilidad peatonal, seguridad pública, seguridad vial, atracción, ambiente y morfología urbana, y 18 variables de acuerdo con la literatura consultada. Los resultados revelan que, de 164.890 tramos de andén de Bogotá, solo el 10 % es óptimo para caminar; el 50,6 % se considera bueno, el 33,7 % aceptable y el 5,4 % insuficiente. Se concluye que el estudio ofrece una evaluación objetiva para la toma de decisiones en políticas públicas, aunque es fundamental complementarlo con análisis de percepción que aborden limitaciones como la ocupación indebida del espacio público. Estos análisis son cruciales para que los planificadores urbanos tomen decisiones basadas en datos.
Verifica-se em numerosas metrópoles brasileiras a falta de integração das políticas de transporte e uso do solo, esta desconexão acaba impedindo a redução das iniquidades existentes. Este artigo tem por objetivo propor um método baseado na avaliação multicritério em ambiente SIG, visando identificar áreas urbanas com Potencial TOD (desenvolvimento orientado ao transporte público), na cidade de Salvador (BA). Espera-se implementar um processo de aprendizagem, ou seja, uma maior compreensão dos fatores e condicionantes presentes nas áreas com potencial, assim como, o papel da rede de transporte (atual e futura) para promover o TOD e a equidade. Metodologicamente, os fatores com maior recorrência na literatura, foram identificados, processados em mapas e integrados via MCE-GIS. Os resultados indicam que a maior concentração de áreas com potencial TOD coincidem com as centralidades metropolitanas confirmando a inequidade socioespacial. A sobreposição do mapa de Potencial TOD com as estações de transporte público existentes destaca que apenas três coincidem com regiões de potencial TOD e 50% destas necessitam uma maior inserção urbana com a cidade. Este cenário se amplifica com a sobreposição deste mapa com as estações futuras. Foram identificadas áreas com Potencial TOD fora da área urbana central, assim como, os fatores determinantes deste Potencial.
