Alex Hutchinson ART URSP

7/28/2019 Alex Hutchinson ART URSP

1/13

MetrocaatllnAlex HutchinsonLand Use & Transportation

ART Technologyin MedellnRio de Janeiro andCaracas

Accessibility-Mobility- Equity:

Accessibility-Mobility-Equity: ART Technology in Medelln, Rio de Janeiro

and CaracasAlex Hutchinson

URSP 633: Transportation & Land Use

Word Count: 3,089


2/13

ABSTRACT

Development policy makers and transportation experts have praised Aerial RopewayTransit systems based on their ability to connect isolated areas of developing cities to the

formal economy, while critics have passed judgment based on the affordability of ART

systems to local residents and their technical limitations. Informal transportation fills thevoid of mobility for low-income residents by providing frequent and low-cost paratransitservices in traditionally underserved areas. The shortage of transportation makes access

to participate in the formal city low. Yet transportation formalization can be beneficial tothe city overall while simultaneously being detrimental and reducing access to the city

due to increased transportation costs. This paper is a starting point that examines ARTsystems case studies in Medelln, Caracas and Rio de Janeiro through the lens ofengineering history, development paradigms, equity concepts and transportation mobility

and accessibility theory.!


3/13

LIST OF ABREVIATIONS AND ACRONYMS

Acceleration Growth Program-(PAC)!Aerial Ropeway Transit -(ART)

Bus Rapid Transit -(BRT)

Informal Urban Settlements-(IUS)

Integrated Urban Project-(PUI)

Inter-American Development Bank -(IDB)

Monocable Detachable Gondola -(MDG)

Multilateral Development Banks-(MDB)

Non-Motorized Transportation -(NMT)

Passengers Per Direction Per Hour-(PPHPD)


4/13

LIST OF FIGURES AND TABLES

Figure 1. City Case Studies Modal Share

Figure 2. Medelln Metro Map

Figure 3. ART case study city locationFigure 4. Overcrowding in line for metrocable

Figure 5. Caracas Metrocable

Figure 6. High level Brazilian politicians

Table 1. ART System Attributes

Table 2. Pros and Cons of ART Technology


5/13

1

For nearly two centuries Aerial

Ropeway Transit (ART) has been used

for mobility in mines, ski resorts, touristic

destinations, and in urban environments

(Neumann, 1999). More recently, developing

cities including Medelln, Colombia, Caracas,Venezuela, and Rio de Janeiro Brazil have

used ART to provide transit service to

inaccessible and remote locales. Dozens of

cities around the world are in the process

of, or are conducting feasibility studies to

construct ART systems as a form of transit

(Alshalalfah, 2012). Development policy

makers and transportation experts have

praised ART systems based on their ability to

connect isolated areas of developing cities to

the formal economy, while critics have passedjudgment based on the affordability of ART

systems to local residents and their technical

limitations. This paper is a starting point that

examines ART systems through the lens of

engineering history, development paradigms,

equity concepts and transportation mobility

and accessibility theory.

Urban Informality

Many developing cities have

seen informal growth in areas that formal

developers dare not build due to their risk of

environmental hazards such as landslides,

RRGVRURWKHUQDWXUDOGLVDVWHUV$V

urbanization surges throughout the world,

PDQ\FLW\QHZFRPHUVRFNWRXUEDQDUHDVWKDW

commonly perch atop steep hillsides or rest

DORQJORZRRGSODLQV

Informal urban settlements (IUS)

may be squatter settlements or legally hold

land rights but are subnormal in servicesprovided. They differ from formal settlements

in the sense they lack legal plats. Due to

their remoteness utility services such as

water, sewage, electricity, trash collection

DQGWUDQVSRUWDWLRQDUHGLIFXOWWRSURYLGHIRU

residents.

Poor road networks in IUS translate to

prolonged travel times for residents frequently

SURYLGHGE\XQRIFLDORULOOHJDOWUDQVSRUWDWLRQ

FRPSDQLHV,QIRUPDOWUDQVSRUWDWLRQOOVWKH

void of mobility for low-income residents by

providing frequent and low-cost paratransit

services in traditionally underserved areas.Informal transportation modes are diverse and

they include motorcycle-taxis, minivans, and

bicycle rickshaws. The informal companies

are owner-operated, additionally informal

transportation is a source of employment for

low-income, often migrant citizens (Cervero,

2011). Informal vehicles are often the only

possible mode capable of maneuvering in the

narrow street networks of IUS (Lindau, 2012).

Therefore ART is increasingly being turned to

as a formal transportation solution to the lackof access and mobility to the central city.

Access & Mobility Theory

Access to schools, health clinics,

recreation and education in IUS is poor due

to their isolated locations. Distances from

the central business districts or employment

FHQWHUVDUHVLJQLFDQWDQGWKHUHIRUHUHTXLUH

VHYHUDOWUDQVIHUVDQGWLPHWRUHDFKQDO

GHVWLQDWLRQV7KHVWDQGDUGGHQLWLRQRI

accessibility is the ease of reaching desired

destinations given a number of available

opportunities and impedance to the resources

used to travel from the origin to the

destination (Bocarejo, 2010). Despite dense

street networks, local conditions in IUS often

lack the same diversity of opportunities as

the formal city. Critical resources such as

hospitals, schools, sports facilities, banks

and community centers are often lacking

exacerbating endemic problems of health,education and unemployment. The shortage

of transportation makes access to participate

in the formal city low. Planners in IUS are

beginning to bring activities and improve

land uses to increase access to essential

VHUYLFHVZLWKRXWKDYLQJWRSURYLGHVLJQLFDQW

transportation upgrades.


6/13

2 -Hutchinson

Mobility, or the ability to reach activity

sites is a requirement for participation in the

formal city. In the United States mobility

typically necessitates an automobile, however

in developing nations the majority of people

still walk, bike or use public transportation tomeet their daily needs. Despite this favorable

mode share, transportation investments and

policies are being made that are inequitable

because they enhance a small percentage of

users mobility while reducing another groups

accessibility (Hanson, 2004). A study from

So Paulo, Brazil showed that low-income

households make 50% fewer trips per day

than their higher-income equivalents (CMSP,

2003). Transportation planners and engineers

KDYHW\SLFDOO\SULRULWL]HGLQFUHDVHGWUDIFspeeds and distances traveled rather than

promoting policies that provide a high level

of access to destinations and activities by

means of compact development that promotes

accessibility to a variety of mode users.

Equity analysis for transportation

projects can be problematic to categorize;

what may seem equitable from one

perspective may be the contrary from

another. As a result equity analysis is done

inconsistently or ignored altogether. Yet as

unmanageable as equity analysis may be, it is

essential to account for the different types of

equity that exist: Horizontal Equity, Vertical

Equity in regards to income and social class,

and Vertical Equity in regards to mobility

need and ability (Litmann, 2012). Motility

is the combination of equity and mobility, in

that mobility allows a user to access differentactivities in society, yet motility takes this

concept one step further by allowing citizens

social mobility and the access of different

hierarchies of society (Can-Rubiano, 2010).

Multilateral Bank Transport Investments

Traditional transportation investment

practices in developing countries have

prioritized road building and increased and

enhanced mobility as a pillar of growth.

For decades, the World Bank, the Inter-American Development Bank (IDB) and other

Multilateral Development Banks (MDB)

have spent the majority of their investment

portfolios in road investments despite the

low motorization rates of developing nations

(Hook, 2005). These myopic investments fail

to acknowledge the fact the poorest residents

do not have access to motorized vehicles

WKHUHIRUHWKH\DUHQRWEHQHFLDULHVRIWKHVH

projects.

The goals of the MDBs aim to

alleviate poverty while addressing the

needs of societys most vulnerable citizens.

Paradoxically road investments have done the

opposite, endangering the lives of the poorest

residents through increased air pollution and

WUDIFDFFLGHQWVFDXVHGGLUHFWO\RULQGLUHFWO\

by large, high-speed roads located nearby low-

income housing (Vasconcellos, 2011).

To give credit, the MDBs have

begun to shift towards sustainable transportinvestments that more appropriately serve

a spectrum of income levels in developing

countries, particularly the banks low-income

target, in terms of Bus Rapid Transit and

Metro. However some have criticized formal

transit investments as lacking vertical equity

because they are unaffordable for the poorest

Figure 1. City Case Studies Modal Share

Source: observatorio movilidad urbano CAF


7/13

3

members of society (Bocarejo, 2010).

Affordability

Numerous affordability studies have

attempted to quantify transportation costs as

a ratio to income. These studies do not agreeon a benchmark affordability index, in fact

it varies greatly betweens cities and nations

(Gomide, 2004) (Carruthers, 2005). Many

policy makers in these studies advocate for

increased transportation subsidies to address

the affordability issue. However, they fail

to recognize that the poorest members of

society often use low-cost, non-motorized

transportation (NMT) such as walking or

bicycling, while moderate-income groups

use more expensive formal transit systems.Following this analysis, subsidies would be

incorrectly targeted at middle income groups

due to the fact NMT has little to no cost, thus

represents a smaller percentage for low-

income groups (Estupin 2007).

The poorest residents of

Bogot, Colombia spend roughly 20% of

their income on transportation. Although

the formalization of the Transmilenio BRT

system of Bogot overhauled and improved

the citys public transportation system, in less

than a decade Transmilenio fares doubled

effectively pricing out many users of the

system who were left with no affordable

alternative for long distance travel due to

the fact trunk bus lines were now solely

operated by Transmilenio (Morales, 2010).

The issue of affordability does not discredit

the Transmilenio system as a whole for it

has indisputably improved quality of life

for the city in terms of reduced accidents,

improved travel times, and air-pollutionreductions. More practically, the Transmilenio

system is an example of how transportation

IRUPDOL]DWLRQFDQEHERWKEHQHFLDOWRWKH

city overall while simultaneously being

detrimental and reducing access to the city due

to increased transportation costs.

ART Technology

7KHUHH[LVWVVLJQLFDQWYDULDWLRQ

in the speeds, passenger capacities and

mechanical details of ART technology. Thesystems this paper will examine in Latin

America were all installed by the Austrian/

Swiss company Doppelmayr. Also in

common, the systems all use the Monocable

Detachable Gondola (MDG) system design.

ART has been adopted in many cities as a

form of urban transportation because of the

following technical attributes: increased

HQHUJ\HIFLHQF\WKHUHGXFWLRQRIWUDYHO

times, a small construction footprint,

H[LELOLW\LQQDYLJDWLQJGLIFXOWWHUUDLQ

safety, low operation costs due to automated

vehicles, fast implementation, and relatively

low construction cost. However the systems

currently being implemented are not without

fault and these limitations will be addressed.

Table 1. ART System AttributesAdapted from: Alshalalfah, Brand, SuperVia


8/13

4 -Hutchinson

Medelln, Colombia

Colombias second largest city, Medelln

rests in the Aburr valley. Medelln is the

historic and current industrial powerhouse,

ZKLFKH[SHULHQFHGVLJQLFDQWJURZWK

expanding from 350,000 to 1.5 million

between 1951 and 1985 (Fukuyama, 2011).

The citys growth was affected by Colombias

GHFDGHVORQJFLYLOFRQLFWWKDWGLVSODFHG

hundreds of thousands of Colombians from

rural areas into the cities, many of whom

relocated along the steep, precarious hillsides

of the valley. When Colombia became the

worlds largest cocaine manufacturer in 1980s,the violent Medelln Cartel based operations

there deeply scarring the city, particularly in

the 1990s and 2000s. The Medellin cartel

ZDVGLVPDQWOHGEXWGUXJWUDIFNLQJRSHUDWLRQV

still persist.

In the 1980s the Colombian national

government began to relegate power from

the federal branch to local municipalities

ZKHQDXUU\RISROLFLHVZHUHFUHDWHGWKDW

mandated municipal elections, the creation of

local development plans, and the integrationof subnormal settlements (Bahl, 2011).

Following on the relative success of the

PRIMED development program, the Medelln

municipal government created the Integrated

Urban Project, (PUI,its Spanish acronym.)

PUI strategically target municipal funds

to areas of the city with the lowest human

development indexes. PUI in coordination

with other municipal entities construct

public work projects such as pedestrian

bridges, libraries, schools, police substations,

clinics, as well as stream and public space

rehabilitations. The development of PUI

are noteworthy for their approach to public

participation in which citizen input is an

essential part of the process.

Many of these projects are supported

in tandem by the development ofMetrocable

ART projects that are used as a development

Figure 2. Medelln Metro Map, Green & Yellow Lines are lines K and J Respectively,

Source: ETMVA

Figure 3. ART case study city location


9/13

5

catalyst, For every dollar invested in the

construction of Metrocable lines, stations and

facilities, nearby PUI public works projects

spent six times the amount (Brand, 2011).

In collaboration with the

municipalitys metro company ETMVA, thecity installed ART to connect with the existing

heavy rail system. Documents from the

agency also show that the metrocables were

intended to channel ridership into the metro

system a scheme similar to Rio de Janeiro

ART. The metrocable system easily allows

users to pay a single fare integrating the ART

to distant regions of the city Medellns Metro

and BRT systems. However the Metrocable is

too expensive for many of the nearby residents

to warrant its use in only but the mostnecessary trips when the alternative would be

several bus transfers and fare payments. The

V\VWHPKDVEHHQWRXWHGIRULWVVLJQLFDQWWLPH

VDYLQJVEHQHWVKRZHYHUGXHWRWKHIDFWPDQ\

residents face lengthy walks to stations and

waiting times in lines that can last upwards of

RQHKRXUDWSHDNSHULRGVWKHVHEHQHWVVKRXOG

be examined carefully.

Caracas, Venezuela

Caracas the capital and largest city in

Venezuela rests in the Caracas valley. Being

one of the biggest cities in Latin America with

a population of 5.9 million it has many of

the problems of inequality and rapid growth

in peripheral neighborhoods. Many of these

neighborhoods are on steep hillsides where

SURYLGLQJSXEOLFVHUYLFHVLVGLIFXOW7R

address this issue the city looked to Medelln

as an inspiration. The municipal government

of Caracas decided to place the metrocable

project in the San Agustn, neighborhood.The same level of public participation was

not seen in the Caracas Metrocable project,

in fact land use/transportation studies were

not completed until after the initial line was

close to realization (Modelistica, 2009). The

passengers per direction per hour (PPHPD) are

extremely low, at 500 this is 1/6th the capacity

of the system (Barra, 2012). The system is

primarily used by tourists (Alshalalfah, 2012)

that raises the question as to whether these

funds are truly being used as transportation

investments or merely as economic

development incentives.

Unlike the Medellin metrocable,

the Caracas San Agustn line is located in

a low-density area that explains the low

ridership. Despite this lackluster evidence of

success, and recommendations to avoid future

projects, the city has moved forward with the

construction of another line with is anticipated

to be completed this year. While these projectsare better located and have higher demand,

they face the same capacity issues as other

metrocable systems. The Caracas ART, also

called MetrocableZDVVLJQLFDQWO\PRUH

costly to build than the Colombian example,

at a cost of $320 million, however most of

this cost was attributed to station construction

Figure 4. Overcrowding in line for metrocablesource: ETMVA

Figure 5. Caracas Metrocable labeled with

Equity Source: Gondolaproject.com


10/13

6 -Hutchinson

that serves as community, health and police

center. The line itself apparently had a cost

RIPLOOLRQDJXUHFRQVLVWHQWZLWKRWKHUV\VWHPV7KHEHQHWVWKHVWDWLRQFRPPXQLW\

center gives the affected area notwithstanding,

the exorbitant cost for a community center

and the metrocable in such a low density area

and underutilized area, does little to improve

mobility and access to the city. Solicited

technical reports recommended against the

4.8 km second line being built given the low

capacity and high cost of the project. The

report made alternative recommendations of

enhancing the conventional road transport

(Modelistica, 2009). Venezuelan decision

PDNHUVMXVWLFDWLRQVRIWKLVSURMHFWVKRXOGEH

questioned.!Rio de Janeiro, Brazil

Rio, the second biggest city in Brazil

experienced an intense period of growth as

the capital city pushed for modernization.

Millions of Brazilians left the destitute

Northeastern region of the country andsettled in economically booming Brazilian

cities such as Rio de Janeiro. During the

military dictatorship of the 1960s favelas,

informal communities in Portuguese, were

cleared and residents were relocated to distant

peripheral areas of the city where access was

GLIFXOW'HO5LR&ULPHYLROHQFH

and unemployment became rampant in these

hardscrabble neighborhoods. Its estimated

that 2.3 million Brazilians live in informal

communities (Lindau, 2012). Brazil will host

both the 2014 world cup and Rio the 2016

summer Olympics, both events that will putan international spotlight on the country,

particularly its obvious social, economic,

and spatial inequalities. To prepare for

these events, in addition to the tremendous

economic growth the country is experiencing,

the nation has undertaken one of its biggest

public work projects in Brazils history the

Acceleration Growth Program (PAC, by its

Portuguese acronym) (Lindau, 2012). One

of these projects is focused in the Complexo

do Alemo section of the city, an area thatKDVIRU\HDUVEHHQGLVSXWHGGUXJWUDIFNLQJ

WHUULWRU\DQGUHFHQWO\XQGHUZHQWDSDFLFDWLRQ

process. Complexo do Alemo inaugurated

%UD]LOVUVW$57LQDVWKHKLJKOLJKWRI

the PAC project in the 13 conjoining favelas

that have a combined population of 94,684

residents (IGBE census, 2010). The ART

represents over 1/5th of the total PAC cost

a comprehensive project that also includes

housing, water and sewage in addition to other

services. The dense, path networks of the

favelas provides the main form of mobility

for reidents of Complexo do Alemo, 56.1%

of whom walk as a form of transportation

(Aquino). Rios system, the Teleferico of

Alemo, has average lengths between stations

of 567 meters. The system integrates with

the Bonsucesso train station, operated by the

private SuperVia train company. Teleferico

stations are mixed-use with the development

and inclusion of formal banks and institutions(Supervia, 2011).

Citizens, many who reside in between

the hill summits where the stations are located,

face grueling inclines to connect to the system.

The Rio system has a subsidy which provides

free service for all residents of Complexo do

Alemo, despite this free service only 8.4%

Figure 6. High level Brazilian politicans

inaugurate the Rio Teleferico Source: Roberto

Stuckerdt Filho


11/13

7

of residents have registered for the system.

After this subsidy expires residents will have

to pay a 50 fare and an additional $1.20 to

integrate to the SuperVia metro. Authorities

expected 70% of local inhabitants trips in

Complexo do Alemo to be made by ART, yet

nearly a year after inauguration the number

is 11%. Average daily ridership is only 6,557,

21% of the system capacity (SuperVia, 2012).

(The Medelln system took several years to

get to the level of ridership it has today.) The

Complexo do Alemo, granted while in its

nascence, is a project that potentially was

created to increase government intervention

DQGYLVLELOLW\LQDQRWRULRXVO\GLIFXOWWR

patrol region of the city as the municipality

leads up to the international events.

Conclusion

ART is worth closer examination due

to its potential to provide mobility and accessWR,86DQGGLIFXOWWRUHDFKWHUUDLQ&LWLHV

from all over the world are assessing the

potential of ART in integration to metro and

even BRT systems. However before decision

makers build ART projects they must closely

acknowledge several issues associated with

their implementation. As many ART projects

are in low-income communities the residents

themselves are often unable to afford these

systems. If it is found that subsidies should be

provided, how will this affect ridership and theV\VWHPVQDQFLDOVXVWDLQDELOLW\7KH5LRFDVH

shows us that subsidies alone will not increase

ridership and that outreach and education

must be carried out to include uninformed

residents. While these projects are typically

not exorbitant in cost, the low ridership as a

mass transit system, when compared to Light

Rail or BRT, posits whether investments might

be better allocated in upgraded bus service or

improved NMT facilities. Low labor operating

costs of ART, when compared to conventional

bus service is often a selling point, however

when ridership is low these costs arent as

EHQHFLDODVSXUSRUWHG7LPHVDYLQJVDUH

DVLJQLFDQWEHQHWRI$57KRZHYHUORQJ

queues can nullify these time savings. Might

cablecar technologies other than the MDG,

such as Tricable Detachable Gondola which

provide higher PPHPD be incorporated?

How can the public participation process

be improved when making transportation

decision in developing countries so that

SXEOLFLQYHVWPHQWVDFFXUDWHO\UHHFWGHVLUHV

and needs of the communities in which they

DUHSODFHG"4XDQWLWDWLYHGDWDLVGLIFXOWWR

locate in informal communities due to the

transitory nature of their residents. This paper

could be improved with better ridershipnumbers in relation to residents. While total

costs were located, the exact construction

costs were not published in any document.

The pricing would be useful to understand

the structures of different systems and what

future ART projects can learn from these case

studies. IUS have a long history of relocation

and displacement, how many people were

displaced in these projects and what was

their compensation? Was their displacement

preventable?This paper is a beginning in a

conversation that must take place in

Latin American decision making and

transportation planning circles to understand

how metrocables affect equity, mobility,

accessibility and their effect on IUS.

Pros Cons

Reduced Travel Times Low PPHPD

Environmental Flexibility Low Ridership

$%" Unaffordable

Low Labor Cost Low Waiting Times

Small Construction Footprint Far Distances from Dwellings

Table 2. Pros and Cons of

ART Technology for case

study cities


12/13

Works CitedAlshalalfah, B., A. Shalaby, S. Dale, and F. Othman. "Aerial Ropeway Transportation

Systems in the Urban Environment: State of the Art."Journal of TransportationEngineering138.3 (2012). Print.

Aquino, Nino, Wallace F. Pereira, and Willian A. Pereira. A Mobilidade Desejada Em

reas Delicadas Estudo De Caso No Complexo Do Alemo No Rio De Janeiro.Tech. Sinergia Estudos. Print.Bahl, Veyom. "Murder Capital to Modern Miracle? The Progression of Governance in

Medelln, Colombia." Thesis. Development Planning Unit University CollegeLondon, 2011. Print.

Barra, Tomas. "Estudios De Factibilidad Y Preguntas Sobre El Metrocable." Message tothe author. 2 May 2012. E-mail.

Betancur, John J. "Approaches To The Regularization Of Informal Settlements: The Case

Of Primed In Medellin, Colombia." Global Urban Development Magazine 3.1(2007). Www.globalurban.org. Web. 5 May 2012.

.Bocarejo, Juan, and Daniel Oviedo. Transport Accessibility and Social Exclusion: ABetter Way to Evaluate Public Transport Investment? 2010. Web. 5 May 2012.Brand, Peter, and Julio Dvila. "Mobility Innovation at the Urban Margins." City:

Analysis of Urban Trends, Culture, Theory, Policy, Action (2011): 647-61. Print.Brazil. Instituto Brasileiro De Geografia E Estatstica. Censo Demogrfico. 2010. Print.Can-Rubiano, Leonardo. "Transport and Social Exclusion in Medelln. Potential,

Opportunities and Challenges." Thesis. Development Planning Unit UniversityCollege London, 2010. Print.

Cervero, Robert, and Aaron Golub. "Informal Public Transport: A GlobalPerspective."Urban Transport in the Developing World: A Handbook of Policy

and Practice. By Dimitriou and Gakenheimer. Edward Elgar, 2011. Print.Carruthers, Robin, Malise Dick, and Anuja Saurkar.Affordability of Public Transport in

Developing Countries. Issue brief. 2005. Print.Estupin, Nicolas, Andrs Gomez-Lobo, Ramn Muoz-Raskin, and Toms

Serebrisky.Affordability and Subsidies in Public Urban Transport: What Do WeMean, What Can Be Done? Working paper no. 4440. World Bank, 2007. Print.

Fukuyama, Francis, and Seth Colby. "Half a Miracle: Medellin's Rebirth Is Nothing Short

of Astonishing. But Have the Drug Lords Really Been Vanquished?"ForeignPolicy 1 May 2011. Print.

Gomide, Alexandre, Sabina Leite, and Jorge Rebelo. Issue brief. World Bank. Web. 09May 2012. .

Hanson, Susan. "The Context of Urban Travel: Concepts and Recent Trends." TheGeography of Urban Transportation. By Susan Hanson and Genevieve Giuliano.New York: Guilford, 2004. Print.

Hook, Walter, and John Howe. Transport And The Millennium Development Goals. Issuebrief. Background Paper to the Task Force on Slum Dwellers of the Millennium

Project, 2005. Print.


13/13

Lindau, Luis Antonio.Desafios Para O Transporte Sustentvel Em AssentamentosUrbanos Informais Precrios. Rep. Lastran. Print.

Litman, Todd.Evaluating Transportation Equity. Tech. Victoria Transport Policy, 2012.Web.

Modelistica.Plan De Expansin De La Red Metro Urbano-Regional Caracas-Guarenas-

Guatire. Rep. Caracas: Compaa Annima Metro De Caracas CompaaAnnima Metro De Caracas Adscrita Al Ministerio Del Poder Popular Para LaInfraestructura Adscrita Al Ministerio Del Poder Popular Para La Infraestructura,

2009. Print.Morales, Ernesto B. "Promoting The Right To The City Through A Transport System?

The Case Of Transmilenio, The Brt Of Bogota." Diss. Development PlanningUnit University College London, 2010.Http://www.bartlett.ucl.ac.uk/dpu/metrocables/dissemination/Betancourt_2010_B

ogota_BRT_DPU_MSc_Dissertation.pdf. 1 Sept. 2010. Web. May 2012.Neumann, Edward S. "The Past, Present, and Future of Urban Cable Propelled People

Movers."Journal of Advanced Transportation 33.1 (1999): 51-82. Print.

Observatorio De Movilidad Urbana Para Amrica Latina. Rep. Corporacin Andina DeFomento, 2010. Print.Rio, Vicente Del, and William J. Siembieda. Contemporary Urbanism in Brazil: Beyond

Braslia. Gainesville: University of Florida, 2009. Print."SuperVia - Trens Urbanos." SuperVia - Trens Urbanos. Web. 14 May 2012.

.Vasconsellos, Eduardo. "Equity Evaluation of Urban Transport."Urban Transport in the

Developing World: A Handbook of Policy and Practice. By Dimitriou and

Gakenheimer. Edward Elgar, 2011. Print.!