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A voting process allows the participation of citizens in the decision-making of a country. In Chile, the voting system is only face-to-face at polling places. The assignment historically did not consider the location (trip origins or residence) of voters, causing several mobility problems on election days. In 2022, the situation changed with the georeferencing of voters; therefore, an optimal allocation of polling places considering their initial location, the mobility of voters, and the supply of urban transportation is a critical factor. The research aims to propose a spatial allocation methodology for voters that considers the distance between voters and the closer polling place under a sustainable mobility approach. The optimization model of the location-allocation type analyzes the location of voters, the distance between polling places and voters, the capacity and number of polling places, and the public transport supply. The model is applied to San Miguel (commune) in Santiago, Chile, where the assignment of the electoral roll is modified based on the distance to the available and necessary polling places. The results are evaluated using transport modeling software, comparing the proposed scenarios with the current one. This methodology reduces travel times for voters by 59.83% and the traveled distance reduction from 4,000 to 1,800 meters with respect to the base scenario. A methodology such as the one proposed makes it possible to improve the tactical planning of voting processes regarding the supply of polling places, public transport supply, accessibility, and others., Postprint (published version)

This study presents a methodological framework for determining the most cost-effective design parameters for bike networks in cities with heterogenous travel demands. The suggested model utilizes continuous approximation techniques to calculate the optimal length and spacing between bike lanes, determine the number and location of bike-sharing stations, and estimate the appropriate fleet size (number of bikes). Throughout the process, both user and agency interests are considered. To validate the effectiveness of the proposed model, an example is provided using data from the City of Guayaquil, Ecuador. Additionally, sensitivity analysis is performed to gain further insights into the impact of significant parameters on the network design. The results indicate that agency costs constitute a relatively small proportion of the overall network costs compared to user costs. This finding suggests that the initial investment in facilities has been amortized over time, highlighting the network's long-term viability. Moreover, the study demonstrates that an increase in demand does not necessarily require a corresponding increase in investment. To strike a balance, the model tends to offer a reduced number of facilities, such as bikes, stations, and kilometers of lanes per person, while simultaneously densifying the network to reduce user access times, resulting in shorter total travel times for users. The proposed optimization model serves as a valuable tool for urban planners, aiding them in strategic design decisions during the planning stage of bike mobility systems., Peer Reviewed, Postprint (published version)

Santiago, the capital city of Chile, has seven million inhabitants in an area of 850 km2. This city has a metro network with seven lines extending 140 kilometers and transports approximately 2.6 million people daily. The bus system has undergone significant transformations over the last three decades. The most relevant change having been Transantiago, the public transportation system implemented in 2007 for Santiago, Child, which combines the use of Metro and buses (BRT). Metropolitan Mobility Network (called Red) is the latest version of the public transportation plan. This paper aims to analyze the current subway infrastructure using the continuous approximation method for Santiago, Chile. We previously proposed a macroscopic methodology to identify the needs for an adequate level of service in urban mobility and transportation, and we applied it to Santiago’s Metro network. Our work focuses on functionality and demand distribution. Santiago’s demand varies spatially in volume and extension throughout the city. Using the latest origin-destination survey from 2012, we deduct the critical components in this current network structure. It is worth mentioning that the Metro design bases its network on a ring-radial structure. With our macroscopic model applied to Santiago, Chile, we have detected infrastructure needs in the current transit network. The supply of infrastructure should increase for two reasons: first, to achieve balanced cost levels between users and the agency and second, to reduce subway occupations. The optimal model outcomes for Santiago define the optimal network in which the system requires five rings and ten end-to-end longitudinal lines (20 radial routes), including lower levels of occupation. The obtained results are a good preliminary solution, considering the subway infrastructure supply could be sub-estimated in the public transportation plan., The authors had support from the Barcelona Innovative Transportation (BIT) Research Group. Moreover, the first author's work was supported by Chile's National Agency for Research and Development (ANID) / Becas-Chile Doctoral Scholarship Program No. 72160291. The first author had support from the Project 092112MT of the DICYT of the University of Santiago of Chile (USACH)., Postprint (published version)

Santiago, the capital city of Chile, has seven million inhabitants in an area of 850 km2. This city has a metro network with seven lines extending 140 kilometers and transports approximately 2.6 million people daily. Toe bus system has undergone significant transformations over the last three decades. The most relevant change having been Transantiago, the public transportation system implemented in 2007 for Santiago, Chile, which combines the use of Metro and buses (BRT). Metropolitan Mobility Network (called Red) is the latest version of the public transportation plan. This paper aims to analyze the current subway infrastructure using the continuous approximation method for Santiago, Chile. We previously proposed a macroscopic methodology to identify the needs for an adequate level of service in urban mobility and transportation, and we applied it to Santiago's Metro network. Our work focuses on functionality and demand distribution. Santiago's demand varíes spatially in volume and extension throughout the city. Using the latest origin-destination survey from 2012, we deduct the critical components in this current network structure. It is worth mentioning that the metro design bases its network on a ring--radial structure. With our macroscopic model applied to Santiago, Chile, we have detected infrastructure needs in the current transit network. The supply of infrastructure should increase for two reasons: first, to achieve balanced cost level between users and the agency and second, to reduce subway occupations. The optimal model outcomes for Santiago define the optimal network in which the system requires five rings and ten end-to-end longitudinal lines (20 radial routes), including lower levels of occupation. The obtained results are a good preliminary solution, considering the subway infrastructure supply could be sub-estimated in the public transportation plan., Postprint (published version)

Cities face problems influencing urban mobility, such as traffic growth, congestion, explosive population growth, urban sprawl. According to the literature, traffic, congestion, and urban development have an interrelationship with each other; traffic is a function of the system of activities attracting travel; activities define urban development and, its planning determines the traffic level and congestion. Thus, urban development requires a simultaneous interaction of its urban structure and transportation systems, contributing to urban mobility efficiency. The research proposes how to adapt infrastructure and land uses to meet the needs for traveling in a city. The above question promotes a balanced design between transportation networks, population distribution, land use, and infrastructure. The main objective is to develop a macroscopic method to identify infrastructure requirements reaching an appropriate service level for mobility and transportation. The methodology bases its formulation on analytical models to deduce critical components of a structural network for a concentric city, considering many dispersed cities set to this urban scheme. These key components must ensure the critical conditions of public and private transportation infrastructure. The Continuous Approximation (CA) method solves the problem based on local cost by using variables defined as densities. The dissertation focuses its research on urban design based on functionality, the role of heterogeneous distributed demand, and design effects on urban structure. The application of the model and obtained results focus on three types of analyzes. First, theoretical case analysis, considering both public and private transportation (multi-subcenter cities reduce total costs between 2.6 and 11.6%). Second, the analysis of a planning measure (subcenters save 3.5% of total costs) and new transportation technology (autonomous vehicles could neutralize the reduction in travel costs and times). Third, t, Las ciudades enfrentan problemas afectando la movilidad urbana, como el aumento vehicular, congestión, crecimiento poblacional explosivo, dispersión urbana. Según la literatura, el tráfico, la congestión y el desarrollo urbano tienen una interrelación entre sí; el tráfico está en función del sistema de actividades atrayendo viajes; las actividades definen el desarrollo urbano y, su planificación determina el nivel de tráfico y congestión. Así, el desarrollo de las ciudades requiere una interacción simultánea de su estructura urbana y los sistemas de transporte, aportando a la eficiencia de la movilidad urbana. La investigación plantea cómo adaptar la infraestructura y los usos de suelo para satisfacer las necesidades para viajar en una ciudad. La pregunta anterior promueve un diseño equilibrado entre las redes de transporte, la distribución poblacional, los usos del suelo y su infraestructura. El objetivo principal es desarrollar un método macroscópico para identificar los requerimientos de infraestructura alcanzando un nivel adecuado de servicio para la movilidad y el transporte. La metodología basa su formulación en modelos analíticos para deducir los componentes críticos de una red estructural de una ciudad concéntrica, considerando que muchas ciudades dispersas se ajustan a este esquema urbano. Estos componentes claves deben garantizar las condiciones críticas de la infraestructura de transporte público y privado. El método de aproximación continua (CA) resuelve el problema sobre la base del costo local utilizando variables definidas como densidades. La investigación centra el trabajo en el diseño urbano basado en la funcionalidad, el papel de la demanda distribuida heterogéneamente y los efectos del diseño en la estructura urbana. La aplicación del modelo y los resultados obtenidos se centran en tres tipos de análisis. Primero, el análisis de casos teóricos para transporte público y privado (ciudades multi-subcentros reducen costos totales entre 2,6 y 11,6%). S, Postprint (published version)

This paper presents the optimization problem of three different on-demand transit systems operated by vehicles of different sizes. This problem is aimed at minimizing the total cost of the system, which consists of the temporal cost experienced by users and the operating cost incurred by transit agencies. A compact set of estimations of the user performance and operating cost is provided, based on geometric probability. The optimization procedure allows the cost comparison of different semi-flexible services. Transit systems operated by cars (shared taxicabs) with flexible layouts are preferable for low demand densities (less than 92 pax/km2-h). For very high demand (higher than 200 pax/km2-h), bus systems with fixed layout and variable stop locations present the lowest total cost per passenger. In an intermediate domain, taxi and semi-flexible services compete among each other. The estimation of unit operating costs allows decision-makers to calculate the subsidies needed to make the system profitable., The first and last authors thank AMTU (public entity Association of Municipalities with Urban Transportation) that supported this research under the contract C-11523 “Flexitransport” with our University Barcelona TECH. The contribution of the third author has been supported by the Chilean Scientific Research Agency (CONICYT), under the grant PFCHA/BCH No. 72160291. This work was supported by the Chilean Scientific Research Agency (CONICYT), [PFCHA/BCH No. 72160291]; AMTU [C-11523]., Peer Reviewed, Postprint (published version)

The concentration of both employment and services in a specific area of a town generates positive effects, but also impacts (congestion, transit issues, and others). Urban subcenters seek to approach economic activities to residents in peripheral urban spaces. The objective of this research is to evaluate the contribution to the mobility of implementing urban subcenters in a city. The model has a total cost function (users and agency costs) on a circular city (ring and radial routes) formulated using the continuous approximation method. The model solution addresses with mathematical optimization. The model evaluates a BRT network applied to scenarios of urban subcenters. The results of the modeling show that the implementation of subcenters obtains savings of 3.5% in rush hour. Thus, this strategy of urban planning generates improvements in the functioning of a public transportation system. Moreover, the maximum benefits are obtained in medium-sized subcenters in comparison to the CBD, which allows balancing user and agency costs. Therefore, the outcomes may be better with an urban pattern with subcenters, and a transit scheme adapted to the demand needs., The authors are members of BIT-Barcelona Innovative Transportation research group at BarcelonaTech. The work of the first author was also supported by CONICYT PFCHA/BCH 72160291 scholarship. This study had support from the Project 061312MT of the Departamento de Investigaciones Científicas y Tecnológicas (DICYT) of the Vicerrectoría de Investigación, Desarrollo e Innovación of the Universidad de Santiago de Chile (USACH)., Peer Reviewed, Postprint (published version)

Autonomous vehicles promise to revolutionize the automobile market, although their implementation could take several decades in which both types of cars will coexist on the streets. We formulate a model for a circular city based on continuous approximations, considering demand surfaces over the city. Numerical results from our model predict direct and indirect effects of connected and autonomous vehicles. Direct effects will be positive for our cities: (a) less street supply is needed to accommodate the traffic; (b) congestion levels decrease: travel costs may decrease by 30%. Some indirect effects will counterbalance these positive effects: (c) a decrease of 20% in the value of travel time can reduce the total cost by a third; (d) induced demand could be as high as 50%, bringing equivalent total costs in the future scenario; (e) the vehicle-kilometers traveled could also affect the future scenario; and (f) increases in city size and urban sprawl. As a conclusion, the implementation of autonomous vehicles could be neutral for the cities regarding travel time costs. City planning agencies still have to promote complementary modes such as active mobility (walking and bicycle), transit (public transportation), and shared mobility (shared autonomous vehicles and mobility as a service)., Peer Reviewed, Postprint (published version)

Urban mobility is a dynamic system that has had a (slow) natural evolution. Scientists and engineers are currently developing new mobility technologies. A progressive paradigm shift will change everything from the fuel type to the way of driving vehicles. Vehicles will progressively become autonomous and will communicate and cooperate with each other. In the long run, profound changes are expected in mobility as a service. Furthermore, urban areas will have a higher level of development, and cities will likely turn into Smart Cities in which the vehicles will interact with the urban infrastructure. The main objective of this paper is to explore the macroscopic effects of mobility interaction in a radial-circular urban road system for current and future cities (Smart Cities). In the literature, there is documentation of the direct effects of autonomous vehicles, but some indirect effects will cause undesirable impacts such as an increase in demand and more congestion, which change the demand behavior and the urban structure. Finally, this paper exhibits the results of direct and indirect effects calculated through analytical tools (Continuous Approximation Method). In fact, our research shows that if demand increases by about 50%, the current scenario could have the same total cost as the future scenario with autonomous vehicles. Moreover, if the city radius increases by about 33% and the subjective value of time decreases about 20%, the benefits of the autonomous cars will be compensated. Therefore, the paper proves that autonomous vehicles could encourage the urban sprawl in the long run. Finally, Administrations should define transport strategies and policies to control these externalities, because autonomous driving could deteriorate mobility even worse than it is now., Peer Reviewed, Postprint (published version)

Urban mobility is a dynamic system that has had a (slow) natural evolution. Scientists and engineers are currently developing new mobility technologies. A progressive paradigm shift will change everything from the fuel type to the way of driving vehicles. Vehicles will progressively become autonomous and will communicate and cooperate with each other. In the long run, profound changes are expected in mobility as a service. Furthermore, urban areas will have a higher level of development, and cities will likely turn into Smart Cities in which the vehicles will interact with the urban infrastructure. The main objective of this paper is to explore the macroscopic effects of mobility interaction in a radial-circular urban road system for current and future cities (Smart Cities). In the literature, there is documentation of the direct effects of autonomous vehicles, but some indirect effects will cause undesirable impacts such as an increase in demand and more congestion, which change the demand behavior and the urban structure. Finally, this paper exhibits the results of direct and indirect effects calculated through analytical tools (Continuous Approximation Method). In fact, our research shows that if demand increases by about 50%, the current scenario could have the same total cost as the future scenario with autonomous vehicles. Moreover, if the city radius increases by about 33% and the subjective value of time decreases about 20%, the benefits of the autonomous cars will be compensated. Therefore, the paper proves that autonomous vehicles could encourage the urban sprawl in the long run. Finally, Administrations should define transport strategies and policies to control these externalities, because autonomous driving could deteriorate mobility even worse than it is now., Postprint (published version)

Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público., Postprint (published version)

[ES] Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público.

[ES] Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público.

[ES] Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público.

[ES] Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público.

[ES] Las paradas de transporte público (TP), tanto en su distribución como en su localización, son generalmente analizadas desde un punto de vista macroscópico, utilizando modelos analíticos para observar tanto una línea de buses, en particular, o la red de transporte público, en general. Sin embargo, la importancia y complejidad de lograr una buena operación de las paradas de transporte público y en particular lograr que éstas tengan una buena accesibilidad, requiere de un análisis más detallado. Actualmente no existen desarrollos metodológicos que solucionen este problema, menos aún en el caso de proyectos viales de mejora de la infraestructura urbana que implican una intervención importante de un sector de la ciudad, por lo que en este trabajo se propone una metodología de localización de paradas de transporte público que a través de un modelo matemático de optimización permita ubicar dichos paraderos provisorios a lo largo de las calles propuestas en un Plan de Desvíos de manera tal de optimizar la accesibilidad de los usuarios al transporte público. Esta metodología fue aplicada a un caso real de estudio en la intersección de las avenidas 5 de Abril – Esquina Blanca con Avenida Del Ferrocarril de Santiago, Chile, y los resultados muestran que se puede mantener y, en algunos casos, mejorar el nivel de servicio del transporte público desde el punto de vista de la accesibilidad al mismo. Por lo tanto, se demuestra la importancia y el aporte que esta metodología puede tener para mejorar la planificación de los Planes de Desvío por obras de mejoramiento vial al incorporar la variable accesibilidad al transporte público.

Expansión Urbana en áreas rurales; Normativa territorial y mercado inmobiliario Caso de estudio Santiago de Chile 1994-2003., Postprint (published version)

The aforementioned issue, Methotrexate, improvement indices and side effects in patients with rheumatoid arthritis has been observed that the high incidence of the disease in our country, regardless of social or economic statement. Many patients come daily to see the rheumatologist in particular in institutions such as the IESS, because their ailments affecting several years and have had no improvement despite many therapies have had doctors who are not specialists and that currently very few are those with the possibilities of paying a long-term treatment, if not for life, in this thesis makes clear that the use of methotrexate in patients with rheumatoid arthritis is very useful as more than improve as significant pathological disease process allowing patients have normal life more bearable and does not cause side effects as flashy or as complicated as other medicines. Besides its low cost and simplicity of administration, and facilitate full compliance of patients throughout the study found that those who have already received MTX therapy without the drug with a certain period (1 year) and find the Clinical improvement that have the positive effects of the drug them and change your mood with regard to the disease. Now we hope that the whole process done is helpful for people suffering with incurable disease, but it is being fought timely something thanks to the knowledge and dedication of the people prepared

The aforementioned issue, Methotrexate, improvement indices and side effects in patients with rheumatoid arthritis has been observed that the high incidence of the disease in our country, regardless of social or economic statement. Many patients come daily to see the rheumatologist in particular in institutions such as the IESS, because their ailments affecting several years and have had no improvement despite many therapies have had doctors who are not specialists and that currently very few are those with the possibilities of paying a long-term treatment, if not for life, in this thesis makes clear that the use of methotrexate in patients with rheumatoid arthritis is very useful as more than improve as significant pathological disease process allowing patients have normal life more bearable and does not cause side effects as flashy or as complicated as other medicines. Besides its low cost and simplicity of administration, and facilitate full compliance of patients throughout the study found that those who have already received MTX therapy without the drug with a certain period (1 year) and find the Clinical improvement that have the positive effects of the drug them and change your mood with regard to the disease. Now we hope that the whole process done is helpful for people suffering with incurable disease, but it is being fought timely something thanks to the knowledge and dedication of the people prepared

The aforementioned issue, Methotrexate, improvement indices and side effects in patients with rheumatoid arthritis has been observed that the high incidence of the disease in our country, regardless of social or economic statement. Many patients come daily to see the rheumatologist in particular in institutions such as the IESS, because their ailments affecting several years and have had no improvement despite many therapies have had doctors who are not specialists and that currently very few are those with the possibilities of paying a long-term treatment, if not for life, in this thesis makes clear that the use of methotrexate in patients with rheumatoid arthritis is very useful as more than improve as significant pathological disease process allowing patients have normal life more bearable and does not cause side effects as flashy or as complicated as other medicines. Besides its low cost and simplicity of administration, and facilitate full compliance of patients throughout the study found that those who have already received MTX therapy without the drug with a certain period (1 year) and find the Clinical improvement that have the positive effects of the drug them and change your mood with regard to the disease. Now we hope that the whole process done is helpful for people suffering with incurable disease, but it is being fought timely something thanks to the knowledge and dedication of the people prepared