INEQUALITY ON TRACKS AND WHEELS - FGV DAPPdapp.fgv.br/wp-content/uploads/2017/01/inequality-tracks...Ficha catalográfica elaborada pela Biblioteca Mario Henrique Simonsen/FGV Inequality

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INNOVATION FOR PUBLIC POLICIES

CITIES

INEQUALITY ON TRACKS AND WHEELSA STUDY ABOUT ACCESS TO THE METRO AND THE BRT IN RIO

Ficha catalográfica elaborada pela Biblioteca Mario Henrique Simonsen/FGV

Inequality on tracks and wheels (Recurso eletrônico): a study about access to Metro and the BRT in Rio / Coordenação Marco Aurélio Ruediger. – Rio de Janeiro : FGV, DAPP, 2016.

Dados eletrônicos. Inclui bibliografia. ISBN: 978-85-68823-27-9

1. Transporte urbano – Rio de Janeiro (RJ). 2. Planejamento urbano – Rio de Janeiro (RJ). 3. Política urbana – Rio de Janeiro (RJ). 4. Espaços públicos – Rio de Janeiro (RJ). 5. Sistema BRT de transporte. 6. Metrô. I. Ruediger, Marco Aurélio, 1959- . II. Fundação Getulio Vargas. Diretoria de Análise de Políticas Públicas.

CDD – 353.953


Rio de Janeiro, 2016

Head OfficePraia de Botafogo 190, Rio de Janeiro | RJ, CEP 22250-900 ou Caixa Postal 62.591 CEP 22257-970 | Tel: (21) 3799-5498 | www.fgv.br

Founding PresidentLuiz Simões Lopes

PresidentCarlos Ivan Simonsen Leal

Vice-PresidentsSergio Franklin Quintella, Francisco Oswaldo Neves Dornelles e Marcos Cintra Cavalcante de Albuquerque

FGV is an institution with a philanthropic, educational, technical and scientific nature, created on 20 December 1944 as a private entity, whose aim is to act in a broad manner in all questions with a scientific nature, with an emphasis on the social sciences, administration, law, and economy, contributing to the socio-economic development of the country.

DirectorMarco Aurelio Ruediger

DAPP+55 (21) 37994300 | www.dapp.fgv.br [email protected]

TEAM

IMPLEMENTATION TEAMCoordinationMarco Aurelio Ruediger

Research Coordination Janaina Fernandes

ResearchersMiguel OrrilloBárbara BarbosaMargareth da Luz

TranslatorEoin O’Neill Irene Portela

Graphic projectRebeca Liberatori Braga

CITIES

INEQUALITY ON TRACKS AND WHEELS

A STUDY ABOUT ACCESS TO THE METRO AND THE BRT IN RIO

6 | DEPARTMENT OF PUBLIC POLICY ANALYSIS

THE CASE OF THE METRO AND THE BRT IN RIO DE

JANEIRO CITY

This is a study of access to the city. The focus is egalitarian access to public spaces, to cultural goods, to the collective and social use of the city, as well as to opportunities for employment and income. It is not a study of fares, nor of transport engineering, but rather a study of the possibility of access. Theoretical assumptions from different areas of knowledge were used, and a special methodology was developed to allow us carry out the analysis. Therefore, it is a discussion about socio-spatial justice, something which configures a “just city”.

“In the metropolitan area of Rio de Janeiro, 2.8 million workers take on average 141 minutes to move between house-work-house, considering only those movements above 30 minutes. “(Sistema FIRJAN, 2015)

Susan Fainstein (2011) described the principles of a just city as democracy, equality, and diversity. She concluded, based on the research she carried out, that absolute equality in socio-spatial terms is not observable, since the strengthening of some of these principles often causes tension with others. Rather, equality involves respect for the equitable distribution of the “benefits” and “disadvantages” of urban policies. Equality does not at all imply the suppression of frontiers and differences between groups and localities. However, equality considers frontiers as porous, leaving individuals free to choose where they want to circulate and meet, allowing exchanges and the intermixing of different social classes, promoting dialogues which naturally converge or diverge.

Access to high capacity transport in this sense becomes a facilitator for this circulation, which is reinforced by the time taken to move around the large Brazilian metropoles. A study published in 2015 by the Sistema FIRJAN demonstrates that over 17 million Brazilians take more than 114 minutes to move between house-work-house in metropolitan regions. Rio de Janeiro was the region with the greatest time of movement, 141 minutes.

7|INEQUALITY ON TRACKS AND WHEELS: A STUDY OF ACCESS TO THE CITY

The objective of this study is to verify if residents of what are defined and denominated here as the primary zones of high capacity stations have their possibility of access and circulation facilitated by the proximity of public transport. The first study presented here is about the Rio de Janeiro metro and BRT. It was found that there is a great variation in the possibility of access to circulation through these types of transport by the people residing in the primary zones of the metro and the BRT.

In this context, the manner in which the city is planned can cause or induce circulation and interaction. The role of the state and urban planning becomes essential to guarantee spaces where it is possible for social mixing, even without guaranteeing interaction or exchanges. On the other hand, it can allow the transformative potential of this meeting between individuals, groups, and social movements to have the possibility of moving and transforming the urban spaces of the city.

Despite recognizing the complexity of this question, this study understands that the public authorities cannot avoid implementing policies, even if temporary, to minimize these inequalities. Among these actions, the question of fares has become relevant. The 2013 Jornadas de Junho revealed the importance of this agenda for urban social movements and cannot be neglected in a discussion of urban planning.

For example, even for an resident in a primary zone of the metro and the BRT who receives vale-transporte (subsidized transport vouchers) during the week to access their place of work, part of their options of leisure could be concentrated far from their residence. The use of forms of transport just at the weekend, for purposes of leisure, can be hindered by the fare and their possibility of access to the city via the BRT or metro can be compromised. According to IPEA (2012):

“Residents of Brazilian urban areas use approximately 15% of their income on urban transport, spending on average around five times more on private transport than on public transport in their daily journeys”(IPEA, 2012).

These points reinforce that those who have less income, even living close to a high capacity transport station, can have difficulty moving around the city, depending on the percentage of per capita income spent to use types of transport, which is what is shown in the following study.


UNEQUAL ACCESSDescription of primary zones of

metro and BRT stations

This study takes the primary zone of metro and BRT stations to be a region in a radius of up to 800 meters from each station. This is based on the time that people are willing to walk to access high capacity transport.

Primary zone is, therefore, the area consisting of one or more census sectors whose criteria of inclusion is the distance of 800 meters from its central point to the central point of the respective station.

The census sector is the territorial unit for the collection of census operations defined by IBGE, with physical limits identified in continuous areas and respecting the political and administrative division of Brazil (IBGE). In the methodological notes the decision to use 800 meters and the metric of the calculation of distances are explained in greater detail.

It is important to highlight that the geolocation of stations of Line 4 of the Metro and some stations of the TransOeste and TransOlímpica BRT routes were arbitrarily obtained using information from the sites of Metro Rio, BRT and Google Maps, since neither the transport’s digital network plan nor the exact latitude and longitude of the stations were found on official websites. The possibility of the rectification of data in the future is assumed should the digital network be made available by official bodies. The criteria adopted are explained in the methodological notes.

According to the PDTU of the State Government of Rio de Janeiro in RMRJ (the Metropolitan Region of Rio de Janeiro) two types of tickets are used:

>>Ordinary tickets, which correspond to the full fare in operation per trip on the chosen type of transport;

>>Integrated tickets (BUs), which allow the use of more than one transport/ modal service (integrated transport) within the same journey with a pre-determined price. In 2012 there were two categories of Integrated Ticket: BUC – Single Carioca Ticket (for use in Rio de Janeiro municipality); and BU – Single Inter-Municipal Ticket (covering RMRJ). Afterwards these were unified to cover all of RMRJ in the same manner. Nevertheless, according to the variations of type of transport used in a determined journey, two ceiling prices apply: R$3.95 just for integration between municipal buses of Rio de Janeiro and trains or ferries (RMRJ); and R$ 4.95 for all the other types of integrated transport” (GOVERNO DO ESTADO DO RIO DE JANEIRO, P.72, accessed in October 2016).

In relation to how much income is used, the calculation takes into account the value of the full fare in force for using the chosen modes of transport, the metro at R$4.10 and the BRT at R$3.80, during 22 working days and 8 weekend days. The return journey was always used, i.e., 44 trips during the week and 16 during the weekend, without the subvention of the single ticket or anything similar.

In relation to how much was spent on integrated transport, the BRT and the metro, the calculations were made based on the fare of R$7 with the same number of trips. The income of the surrounding areas was updated according to an approximation of variation of the Monthly Employment Report (IBGE) for Rio de Janeiro, as explained in the methodological notes.

In the analyses below it can be observed that inequality of access follows the lines of both the metro and the BRT and consequently the integration of these types of transport.


Income Spent

2,1|--3,5(%)

3,5|--5,4(%)

5,4|--12,1(%)

12,1|--16,1(%)

16,1|--|25,7(%)

Source: IBGE e Banco Central do BrasilPrepared by: FGV/DAPP

TRACKS OF INEQUALITY

In the map below it can be seen that inequality of access follows the line of the metro in the direction of Pavuna. Residents of the primary zones of stations in the South Zone and part of the North Zone have greater possibilities of access and circulation in the city through the use of the metro.

Overview: Percentage of per capita monthly income spent using exclusively the metro during the week, by residents of the primary zones of metro stations


24

22

20

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eral

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Spent during the week

Spent during the week

Spent at weekends

Spent at weekends

Line 01

Source: IBGE e Banco Central do Brasil Prepared by: FGV/DAPP

Line 02

Some primary zones have greater difficulty of access to the metro than others. Those living near Acari/Fazenda Botafogo would spend an average of 25.64% of their income if they used it during the week, in accordance with the parameters traced out in this study. Using it only at the weekend, they would spend 9.32% of their income

Per capita monthly income spent in the primary zones of metro stations using the metro exclusively (%)


Line 04


São Conrado Jardim OceânicoJardim de AlahAntero de QuentalN. Senhora da Paz

2,1

1%

0,7

7% 2,2

4%

0,8

1% 2,6

0%

0,9

5% 2,7

9%

1,0

1%

11

,36

%

4,1

3%

Spent during the week Spent at weekends

As well as spending income, it has to be noted that there is an internal difference in average income within the primary zones of stations. These differences are shown in the following figures, where it is possible to observe maximum and minimum per capita income, along with the average income used to calculate how much was spent on transport. This exercise had the aim of verifying the internal differences of each primary zone.

It was thus shown that even near stations, where at first sight no difficulty could be observed in relation to the use of the metro, at a more reduced scale, census sectors can be found with greater or lesser possibilities of paying the full fare. This is the case, for example, of General Osório station, where income varies from R$16,236.02 to R$499.04.


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eral

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13

66

43

04

Number of resident of primary zones of metro stations (2010)

Line 01

Source: IBGEPrepared by: FGV/DAPP

Line 02

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There are stations with different demographic densities in their primary zones. It should be understood that some stations, despite the low demographic density, have labor positions and equipment for collective use near them. In this sense, a public policy focused on access to the city must take into account not only a concentration of residents, but also the offer of hospitals, museums and jobs, among others, in a certain place.


15

45

8

29

40

9

15

69

6

47

27

2

11

67

8


Line 04

Source: IBGEPrepared by: FGV/DAPP


Income spent Stations

1,1|--3,5(%) TransCarioca

3,5|--9,2(%) TransOeste

9,2|--13,4(%) TransOlímpica

13,4|--19,1(%)

19,1|--|35,4(%)


The map below shows that inequality of access follows the BRT line in the West Zone and part of the North Zone of the city. The residents of the primary zones of stations in Barra da Tijuca have a greater possibility of access to and circulation in the city, considering just this form of transport.

We found that some primary zones have greater difficulty of accessing the BRT than others. Those living near Vila Paciência would spend an average of 35.28% of their income if they were to use during the week just the BRT as a means of transport. Using at weekends, they would spend 12.83%.

WHEELS OF INEQUALITY

Overview : Per capita monthly income spent using exclusively the BRT during the week(%)


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Spent on week days

Spent on week days

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Spent at weekends

Percentage of per capita monthly income spent in the primary zones of BRT stations using exclusively the BRT (%)

TransCarioca part 01


Source IBGE e Banco Central do Brasil Prepared by: FGV/DAPP


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TransOeste part 01

TransOeste part 02

Spent on week days Spent at weekends



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TransOlímpica





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esAverage per capita income Maximum per capita income Minimum per capita income

Highest and lowest per capita monthly income and average per capita monthly incomes in the primary zones of BRT stations




Average per capita income Maximum per capita income Minimum per capita income

In the following figures the maximum and minimum per capita income, together with the average income used in the calculation of the amount spent, can be observed. In the Recreio Shopping station there is a variation of income between R$6,509.07 and R$629.16. For this reason, it is necessary to observe two scales in the primary zones, one macro and one micro.


16000

14000

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8000

6000

4000

2000

0

Term

inal

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ampo

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e

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mad

o

Cân

did

o

Mag

alh

ães

Par

qu

e d

a E

sper

ança

Pin

a R

ange

l

São

Jo

rge

An

a G

on

zaga

Inh

oaí

ba

Icu

ran

a

Co

smo

s

Par

qu

e Sã

o P

aulo

Julia

Mig

uel

31

de

ou

tub

ro

Ces

arin

ho

Três

Po

nte

s

Ces

arão

II

Ces

arão

I

Pre

feir

o

Alim

Ped

ro

Vila

r C

ario

ca

San

ta E

ugê

nia

Vila

Pac

iên

cia

Ces

arão

III

16000

14000

12000

10000

8000

6000

4000

2000

0

Term

inal

Sa

nta

Cru

z

Gas

tão

Ran

gel

Caj

uei

ros

Cu

rral

Fal

so

San

ta V

erid

ian

a

Ven

das

d

e V

aran

da

Pin

go D

’águ

a

Mag

arça

Em

bra

pa

Ilha

de

Gu

arat

iba

Po

nta

l

No

tre

Dam

e

Rec

anto

das

G

arça

s

Rec

reio

Sh

opp

ing

Nov

a B

arra

Ben

vin

do

d

e N

ovae

s

Gen

eral

Olím

pio

Do

m B

osc

o

Gu

iom

ar N

ovae

s

Gilk

a M

ach

ado


TransOeste part 01

TransOeste part 02




16000

14000

12000

10000

8000

6000

4000

2000

0

Gla

uci

o G

il

Gel

son

Fo

nse

ca

Salv

ado

r A

llen

de

Po

ntõ

es

Bar

raSu

l

Ped

ra d

e It

aún

a

Inte

rlag

os

Go

lfe

Olím

pico

Rio

mar

Am

éric

as P

ark

Nov

o L

eblo

n

Bo

squ

e d

a B

arra

Alv

ora

da

Term

inal

Par

qu

e d

as R

osa

s

Ric

ard

o M

arin

ho

Riv

iera

Bo

squ

e M

arap

end

i

Term

inal

Jar

dim

O

ceân

ico

Gu

ign

ard

San

ta M

ôn

ica

Jard

din

s

Bar

raSh

opp

ing

Afr

ânio

Co

sta

Pau

lo M

alta

R

ezen

de

16000

14000

12000

10000

8000

6000

4000

2000

0

Term

inal

P

aral

ímpi

co R

ecre

io

Tape

bu

ias

Ilha

Pu

ra

Rio

cen

tro

Mo

rro

do

Ou

teir

o

Cen

tro

Olím

pico

Par

qu

e O

límpi

co

(Ab

elar

do

Bu

eno)

Asa

Bra

nca

Leila

Din

iz

Ven

tura

Co

lôn

ia

Bo

iún

a

Mar

ech

al

Fon

ten

elle

Mag

alh

ães

Bas

tos

Vila

Mili

tar

Cat

edra

l

Min

ha

Pra

ia

Ou

teir

o S

anto

Term

inal

Su

laca

p

Pad

re J

oão

C

rib

bin

TransOeste part 03

TransOlímpica




Also observed was the number of residents around the station, as was also done in relation to the BRT.


Lou

ren

ço J

org

e0 0 0 5

63

69

24

66

29

66

45

14

32

8

89

08

48

77

11

89

6

98

03

64

82

14

54

0

50

14

57

67

17

78

5

15

05

1

11

54

6

69

24

85

14

56

26

58

Via

Par

qu

e

Red

e Sa

rah

Rio

2

Ped

ro C

orr

eia

Cu

rici

ca

Arr

oio

Pav

un

a

Vila

Sap

ê - I

VC

ente

nár

io

Div

ina

Pro

vid

ênci

a

Term

inal

Ban

dei

ra

Bra

sil

Term

inal

Mes

tre

Can

dei

a

Pça

. do

Ban

do

lim

Sta.

Efig

ênia

Mer

k

An

dré

Ro

cha

Ara

cy C

abra

l

Tan

qu

e

Ipas

e

Pça

. Sec

a

Cap

itão

Men

ezes

Taq

uar

a

Rec

anto

das

P

alm

eira

s

Aer

opo

rto

de

Jaca

répa

guá

Cen

tro

M

etro

polit

ano

28

69

00011

64

6

15

83

9

88

06

11

12

2

15

35

8

12

97

0

17

77

1

18

56

4

15

08

0

25

29

7

23

50

12

11

55

18

57

5

15

21

5

17

80

4

13

97

6

27

90

8

23

53

6

13

87

7

45

11

57

63

Pin

to T

eles

Cam

pin

ho

Mad

ure

ira

Mer

cad

ão

Ota

vian

o

Vila

Qu

eiro

z

Vaz

Lo

bo

Mar

amb

aia

Vila

Ko

smo

s

Ped

ro T

aqu

es

Pça

. do

Car

mo

Gu

apo

ré

Pen

ha

2

Pen

ha

1

Ibia

pin

a

San

ta L

uzi

a

Mar

é

Term

inal

Pau

lo

da

Po

rtel

a

Vic

ente

de

Car

valh

o (B

RT

)

Pas

tor

José

Sa

nto

s

Ola

ria

- Cac

iqu

e d

e R

amo

s

Gal

eão

- To

m

Job

im 2

Gal

eão

- To

m

Job

im 1

Car

do

so d

e M

ora

es

Term

inal

Fu

nd

ão

69

1

Number of residents in the primary zones of BRT stations (2010)



Source: IBGE Prepared by: FGV/DAPP


Term

inal

C

ampo

Gra

nd

e

Gra

mad

o

Cân

did

o

Mag

alh

ães

Par

qu

e d

a E

sper

ança

Pin

a R

ange

l

São

Jo

rge

An

a G

on

zaga

Inh

oaí

ba

Icu

ran

a

Co

smo

s

Par

qu

e Sã

o P

aulo

Julia

Mig

uel

31

de

ou

tub

ro

Ces

arin

ho

Três

Po

nte

s

Ces

arão

II

Ces

arão

I

Pre

feir

o

Alim

Ped

ro

Vila

r C

ario

ca

San

ta E

ugê

nia

Vila

Pac

iên

cia

Ces

arão

III

19

34

28

49

32

31

11

22

3

50

92

41

50

11

87

1

71

26

96

24

13

73

9

93

41

10

34

3

71

03

80

12

77

82

68

38

74

00

42

20

77

96

72

35

37

92

37

61

Term

inal

Sa

nta

Cru

z

Gas

tão

Ran

gel

Caj

uei

ros

Cu

rral

Fal

so

San

ta V

erid

ian

a

Ven

das

d

e V

aran

da

Pin

go D

’águ

a

Mag

arça

Em

bra

pa

Cte

x

Ilha

de

Gu

arat

iba

Po

nta

l

No

tre

Dam

e

Rec

anto

das

G

arça

s

Rec

reio

Sh

opp

ing

Nov

a B

arra

Ben

vin

do

d

e N

ovae

s

Gen

eral

Olím

pio

Mat

o A

lto

Do

m B

osc

o

Gu

iom

ar N

ovae

s

Gilk

a M

ach

ado

19

67

17

99

17

93

24

40

26

00

18

46

13

33

36

6

87

5

48

7

0 073

48

89

73

13

24

3

65

03

72

01

42

28

50

95

60

61

45

73

47

02


TransOeste part 01

TransOeste part 02


Gla

uci

o G

il

Gel

son

Fo

nse

ca

Salv

ado

r A

llen

de

Po

ntõ

es

Bar

raSu

l

Ped

ra d

e It

aún

a

Inte

rlag

os

Go

lfe

Olím

pico

Rio

mar

Am

éric

as P

ark

Nov

o L

eblo

n

Bo

squ

e d

a B

arra

Alv

ora

da

Term

inal

Par

qu

e d

as R

osa

s

Ric

ard

o M

arin

ho

Riv

iera

Bo

squ

e M

arap

end

i

Term

inal

Jar

dim

O

ceân

ico

Gu

ign

ard

San

ta M

ôn

ica

Jard

din

s

Bar

raSh

opp

ing

Afr

ânio

Co

sta

Pau

lo M

alta

R

ezen

de

29

21

63

9

39

6

15

9

93

6 21

11

32

59

67

8 16

88

14

59

68

11

67

98

47

22

80

14

83

89

64

62

39

92

54

04

43

47

66

04

19

28

5

13

68

7

Term

inal

P

aral

ímpi

co R

ecre

io

Tape

bu

ias

Ilha

Pu

ra

Olo

f Pal

me

Rio

cen

tro

Mo

rro

do

Ou

teir

o

Cen

tro

Olím

pico

Par

qu

e O

límpi

co

(Ab

elar

do

Bu

eno)

Asa

Bra

nca

Leila

Din

iz

Ven

tura

Co

lôn

ia

Bo

iún

a

Mar

ech

al

Fon

ten

elle

Mag

alh

ães

Bas

tos

Vila

Mili

tar

Cat

edra

l

Min

ha

Pra

ia

Ou

teir

o S

anto

Term

inal

Su

laca

p

Pad

re J

oão

C

rib

bin

18

53

47

8 19

37

34

95

23

66

12

52

29

52

25

51

71

7

055

66

39

70

61

21

10

26

2

11

41

7

59

42

75

11

16

68

2

65

08

13

34

0

92

12

TransOeste part 03

TransOlímpica



Income spent Stations

2|--6,1(%) TransCarioca

6,1|--16(%) TransOeste

16|--23,1(%) TransOlímpica

23,1|--32,7(%) Metrô

32,7|--|65,1(%)

In relation to the integration of the BRT with the metro, the inequality of access is concentrated in the West Zone and the North Zone in the direction of Pavuna. The residents of the primary zones of South Zone stations, part of the North Zone, and Barra da Tijuca have greater possibilities of access and circulation in the city with the integration of the two types of transport.


It was found that some primary zones have greater difficulty of access to the use of the integrated transport. Those living around Vila Paciência would spend 64.98% of their income if they used the integration during the week to access the BRT and metro lines.

Overview: Percentage of the per capita monthly income spent using the integrated transport of the metro and the BRT during the week

UNEQUAL INTEGRATION


40

35

30

25

20

15

10

5

0

Gen

eral

O

sóri

o

Siq

uei

ra

Cam

pos

Car

dea

l A

rcov

erd

e

Larg

o d

o

Mar

chad

o

Pre

s. V

arga

s

Afo

nso

Pen

a

S. F

ran

cisc

o

Xav

ier

Can

taga

lo

Bo

tafo

go

Fla

men

go

Cat

ete

Gló

ria

Cin

elân

dia

Car

ioca

Cen

tral

Pça

. On

ze

Uru

guai

Saen

s P

ena

Est

ácio

Uru

guai

ana

40

35

30

25

20

15

10

5

0

Bo

tafo

go

Fla

men

go

Lgo

. do

Mac

had

o

Cat

ete

Gló

ria

Cin

elân

dia

Car

ioca

Uru

guai

ana

Pre

s. V

arga

s

Cen

tral

Cid

ade

Nov

a

São

Cri

stóv

ão

Mar

acan

ã

Tria

gem

Mar

ia d

a G

raça

Nov

a A

mér

ica

Inh

aúm

a

Iraj

á

Co

légi

o

Co

elh

o N

eto

Aca

ri

Pav

un

a

En

g. R

ub

ens

Pai

va

Th

om

az C

oel

ho

Vic

ente

de

Car

valh

o

En

gen

ho

da

Rai

nh

a

Spent on weekdays Spent at weekends

Per capita monthly income spent in metro stations with the use of integrated transport (%)

Line 01

Line 02





3,6

0%

1,3

1%

3,8

3%

1,3

9% 4,4

4%

1,6

1% 4,4

6%

1,6

2%

19

,39

%

7,0

3%

Line 04




70

60

50

40

30

20

10

0

Lou

ren

ço J

org

e

Via

Par

qu

e

Red

e Sa

rah

Rio

2

Ped

ro C

orr

eia

Cu

rici

ca

Arr

oio

Pav

un

a

Vila

Sap

ê - I

VC

ente

nár

io

Div

ina

Pro

vid

ênci

a

Term

inal

Ban

dei

ra

Bra

sil

Term

inal

Mes

tre

Can

dei

a

Pça

. do

Ban

do

lim

Sta.

Efig

ênia

Mer

k

An

dré

Ro

cha

Ara

cy C

abra

l

Tan

qu

e

Ipas

e

Pça

. Sec

a

Cap

itão

Men

ezes

Taq

uar

a

Rec

anto

das

P

alm

eira

s

Aer

opo

rto

de

Jaca

répa

guá

Cen

tro

M

etro

polit

ano

70

60

50

40

30

20

10

0

Pin

to T

eles

Cam

pin

ho

Mad

ure

ira

Mer

cad

ão

Ota

vian

o

Vila

Qu

eiro

z

Vaz

Lo

bo

Mar

amb

aia

Vila

Ko

smo

s

Ped

ro T

aqu

es

Pça

. do

Car

mo

Gu

apo

ré

Pen

ha

2

Pen

ha

1

Ibia

pin

a

San

ta L

uzi

a

Mar

é

Term

inal

Pau

lo

da

Po

rtel

a

Vic

ente

de

Car

valh

o (B

RT

)

Pas

tor

José

Sa

nto

s

Ola

ria

- Cac

iqu

e d

e R

amo

s

Term

inal

Fu

nd

ão

Gal

eão

- To

m

Job

im 2

Gal

eão

- To

m

Job

im 1

Car

do

so d

e M

ora

es


Per capita monthly income spent in the BRT stations with the use of integrated transport(%)






70

60

50

40

30

20

10

0

Term

inal

C

ampo

Gra

nd

e

Gra

mad

o

Cân

did

o

Mag

alh

ães

Par

qu

e d

a E

sper

ança

Pin

a R

ange

l

São

Jo

rge

An

a G

on

zaga

Inh

oaí

ba

Icu

ran

a

Co

smo

s

Par

qu

e Sã

o P

aulo

Julia

Mig

uel

31

de

ou

tub

ro

Ces

arin

ho

Três

Po

nte

s

Ces

arão

II

Ces

arão

I

Pre

feir

o

Alim

Ped

ro

Vila

r C

ario

ca

San

ta E

ugê

nia

Vila

Pac

iên

cia

Ces

arão

III

70

60

50

40

30

20

10

0

Term

inal

Sa

nta

Cru

z

Gas

tão

Ran

gel

Caj

uei

ros

Cu

rral

Fal

so

San

ta V

erid

ian

a

Ven

das

d

e V

aran

da

Pin

go D

’águ

a

Mag

arça

Em

bra

pa

Cte

x

Ilha

de

Gu

arat

iba

Po

nta

l

No

tre

Dam

e

Rec

anto

das

G

arça

s

Rec

reio

Sh

opp

ing

Nov

a B

arra

Ben

vin

do

d

e N

ovae

s

Gen

eral

Olím

pio

Mat

o A

lto

Do

m B

osc

o

Gu

iom

ar N

ovae

s

Gilk

a M

ach

ado

TransOeste part 01


TransOeste part 02




70

60

50

40

30

20

10

0

Gla

uci

o G

il

Gel

son

Fo

nse

ca

Salv

ado

r A

llen

de

Po

ntõ

es

Bar

raSu

l

Ped

ra d

e It

aún

a

Inte

rlag

os

Go

lfe

Olím

pico

Rio

mar

Am

éric

as P

ark

Nov

o L

eblo

n

Bo

squ

e d

a B

arra

Alv

ora

da

Term

inal

Par

qu

e d

as R

osa

s

Ric

ard

o M

arin

ho

Riv

iera

Bo

squ

e M

arap

end

i

Term

inal

Jar

dim

O

ceân

ico

Gu

ign

ard

San

ta M

ôn

ica

Jard

din

s

Bar

raSh

opp

ing

Afr

ânio

Co

sta

Pau

lo M

alta

R

ezen

de

70

60

50

40

30

20

10

0

Term

inal

P

aral

ímpi

co R

ecre

io

Tape

bu

ias

Ilha

Pu

ra

Olo

f Pal

me

Rio

cen

tro

Mo

rro

do

Ou

teir

o

Cen

tro

Olím

pico

Par

qu

e O

límpi

co

(Ab

elar

do

Bu

eno)

Asa

Bra

nca

Leila

Din

iz

Ven

tura

Co

lôn

ia

Bo

iún

a

Mar

ech

al

Fon

ten

elle

Mag

alh

ães

Bas

tos

Vila

Mili

tar

Cat

edra

l

Min

ha

Pra

ia

Ou

teir

o S

anto

Term

inal

Su

laca

p

Pad

re J

oão

C

rib

bin

TransOlímpica


TransOeste part 03




INITIAL REFLECTIONS AND CONSIDERATIONS ABOUT

THE STUDY PRESENTED

Below is a summary of selected good practices which can support the reflection:

SeattleProgram: Orca Lift Types: bus, monorail; ferry; tram>>Differentiated fares for the metropolitan region and for the city center;>>Reduced fares for those on low incomes are of equal value for both regions; >>Young people have access to the reduced fare; the elderly pay a differentiated fare (cheaper than the reduced fare); >>Different fares for peak times; >>Criteria of eligibility based on income; >>Uses participation in social programs to select the population eligible for the discount.

Berlim Program: Berlin-Ticket SType: metro>>There exist three different levels of proportional fares; >>Children and young people have reduced fares; >>Access to social fares is also extended to dependents of people who are part of the programs entitled to the reduced monthly pass; >>Students pay reduced fares; >>The social pass is monthly; refugees also have access to the social fares; >>Access is guaranteed by participation in governmental social assistance and employment seeking programs.

LondonProgram: Jobcentre Plus Travel DiscountType: metro>>The discount is only available for monthly passes; >>The discount can be extended to dependent children aged between 11 and 15. >>Weekly, monthly, or quarterly passes can be purchased; >>The discount is given to people who are looking for employment in a period which varies from three months to one year; >>The age of the beneficiary influences the time that the discount will be available for; >>Requires joining a public employment agency; >>Fares proportional to the distance travelled divided by zone (the transport goes beyond the urban perimeter of the city).

PortlandProgram: Access TransitTypes: bus; metro; tram>>A system funded by counterparts made by the transport company; >>There is an association with the tertiary sector to select beneficiaries; >>The institution which purchases tickets for a determined low income public has access to a grant to acquire more tickets.

São PauloProgram: Special Ticket for Unemployed Workers;Types: metro;>>Ticket with validity for 90 days for the unemployed; >>To obtain the benefit individuals have to present proof of the termination of their labor contract in the administrative station of the metro; the request can be made up to six months after the termination of the contract; >>The pass is only valid for loss of jobs without just cause.


Horizontal Equity Discussion: The use of transport considering cost, types, and distances coveredWho benefits? Users who travel short distancesDisadvantages: Penalizes those who travel long distances, whose tickets have a higher costPlaces which use it: London, Berlin, Seattle

Vertical equity, considering special needs Discussion: Related to the accessibility of people who do not drive and who have disabilities Who benefits? Physically disabled, the elderly, children, people in search of employment, studentsDisadvantages: Benefits only part of the population which necessitates excluding low income individuals Places which use it: Seattle, São Paulo, London

Vertical equity, considering income and social classDiscussion: Costs, income, and social class Who benefits? Low income users Disadvantages: The fare is subsidized and someone has to pay for the costPlaces which use it: Seattle, San Francisco, Berlin

Despite not being a study about fares, some points stand out. According to Litman (2002), fare equity can be separated in three large groups:


The study needs to be expanded in order to identify the best measures that can facilitate the access of people who live in primary zones and who spend large parts of their income on public transport. Also necessary is an analysis of the census sectors which compose all the primary zones to investigate the internal differences in the possibility of access to these forms of transport, taking into account the disparities in income which exist internally in each one sector.

In other words, the system cannot penalize its users. Irrespective of the places they live in, it is necessary to have a macro and micro focus on all stations. For this it is essential to understand the fare system and the social dynamics of the city, especially around each station of each type of transport, as well as the functioning and use of the system as a whole.

>>Area of Residence:

>>Income (IPEA poverty line multiplied)

>> Time of access (reduced fare outside rush hour)

>>Registration with a special card (such as a single ticket linked to CPF, but also linked to IPTU, or proof of residence)

>>Use of existing databases to avoid extra costs (Single Registration) Annual validity of the special card

>>Introduction of social fare over time (for three months, at the weekend, during the week at specific reduced times, and progressively increasing the time between the integrated transport and the types of transport involved, etc.)

In the examples above, it can be observed that many of the cases studied used mixed models of equity. A reduced fare program for regions distant from the urban center can use a combination of criteria for the concession of fare reductions in a complementary manner, such as:

PRELIMINARY CONCLUSIONS


This is an initial study which had the aim making possible access to equipment for collective use. It was not intended to observe how the fares of the forms of transport analyzed here were established, state subventions, the financial equilibrium of contracts, or operational costs and the gratuities established. These will be addressed in a second phase of this study where it is intended to: 1. Understand how fares are established for the different types of transport, the gratuities involved, and the form of financial equilibrium of the contracts.

2. Understand in detail the subvention granted by the state.

3. Gain access to the matrix with the origin and destination of the forms of transport, understand the particularity of users, as well as the residents of the primary zones.

4. Study possibilities for additional incomes for the financing of the system.

5. Propose new forms of fares which can help the circulation of individuals using high capacity transport.

It should be stressed that the research only used public databases, released by official agencies, as described in the references.

1. Census Sectors Belonging to a Station (primary zone)To determine the primary zone of each metro or BRT station the criterion adopted was a radius of 800 meters distance from the centroid of the census sector(s) around each station. This signifies that for each census sector to be included in what we call the primary zone of a determined metro station, the central point of the census sector had to be within 800 meters of the central point of the station.This criterion was adopted observing different conventions of urban planning for high capacity transport stations. The first observed was endorsed by ITDP, namely:

“The area of the station is understood as the surrounding within a reasonable walking distance of the said high capacity transport station. We recommend using a distance of 1 kilometer to define the limits of the TOD primary zone, in other words a trajectory on foot of 20 minutes to the final destination, at an average walking speed of 3 kph (including here delays at crossings), though the time/distance of the walk for the purposes of analysis is left to the criteria of users” (ITDP, 2013, p.30).

PRÓXIMOS PASSOS

METHODOLOGICAL NOTES


Other references generally use the distance of half a mile, the equivalent of 805 meters distance, to reach collective points of transport, such as a bus, and 1km to the metro. According to Daniels and Mulley (2011, p.2):

“In delivering public transport accessibility goals and targets, service planning makes assumptions about walk distance to access public transport. Guidelines often use ¼ mile or 400 m, or multiples such as ½ mile or 800 m, as key distances in network and service planning.”

Similarly, Vuchic (2005) noted that adopting 800 meters is consistent with research about moving to get collective transport, especially high capacity transport such as the metro and BRT. According to the bibliographic survey presented in an article by Maranhão and Santos (2014) in XXVIII ANPET (National Congress of Research and Teaching in Transport):

“Vuchic (2005) states that the willingness of possible passengers to walk, or use other means of feeding the system, to the station depends on the quality of the system on tracks, the distance of the rail journey, and the conditions of the voyage in other modes of transport. He also analyzes that for the use of public transport potential users at a distance of up to 400 meters will use the system; between 400 and 800 meters, the number of users captured by the station falls gradually. Kuby et al. (2004) carried out extensive bibliographic research about the distances walked to VLT stations and concluded that, to be consistent with the most recent research and to encompass the average values already used in the literature, what was most coherent was to adopt the distance of half a mile (805 meters). In another study, Cervero (1993) carried out field researchs, reaching the conclusion that in residential regions in the area limited to 805 meters, the train was responsible for, on average, 15% of the journeys undertaken; in office regions, for the same proportion, the distance was approximately 150 meters. Cevero also stated that the distances walked can be increased to the extent that more interesting and pleasant paths are created. Stringham (1982) defined that the circle of impact of suburban stations is a radius of 1200 meters, and also stated that this measure can vary based on the level of service of the system, principally the distance of the journey and the interval between departures, if compared to other conventional modes of transport” (Maranhão and Santos, 2014).

Furthermore, according to the Institute for Transport Policy and Development (IPTD):

“The more people live close to mid and high capacity transport stations, the better it is to access goods and services. ITDP considers reasonable the distance of 1 km, covered in a walk of between 10 to 15 minutes, for users to have access to mid and high capacity transport (BRT, metro, trains, and VLT), capable of attracting and maintaining users of mid and high capacity transport and reducing dependency on the automobile.” (IDTP, 2016) Moreover, the urban area accessible from a high capacity transport station through non-motorized movement is a maximum of 10 minutes, which is equivalent to 600 meters in the 10 minutes. This distance has been simplified in the literature to the interval between 400 and 800 meters. The first limit (400 meters) is a factor of demand of the station in relation to the number of work positions, while the second limit (800 m) shows the demand of the station in relation to living near the station (Guerra et al., 2012).

Thus, for the purposes of the study carried out here, since the measure used was the centroids of the census sectors in relation to the central point of stations, a measure of 800 meters was adopted which covered distance both greater and lower than used. This is because the center of the census sector can be far from its borders depending on its size. Thus, as a measure of prudence we believe that 800 meters is the best distance to be adopted for the case in question.

2. Updating of Average IncomeThe updating of income measured in the 2010 Census (IBGE) to 2016 is a result for an approximation of the variation of the Monthly Employment Research (IBGE) for Rio de Janeiro. An index was generated for the nominal average and median variation of income for the principal employment of people aged 10 and over for the period between July 2010 (based month) and February 2016. The variation index found was the value used to multiply the 2010 income and in this form, update its value to 2016. February was the last month found in the database.

3. Price of Fare and number of journeys The calculation took into account the value of the fare of R$4.10 for the metro and R$3.80 for the BRT, on 22 working days and 8 weekend days. A return journey was always calculated, in other words, 44 journeys during the week and 16 at the weekend, without the subvention of the single ticket or anything similar. Also taken into account in the calculation, was the use of integrated modes of transport with a fare of R$7.00, and the same number of journeys during the week and at the weekend.


IIMPORTANT: Although the increase in the metro fare occurred in April 2016 and that of the integrated fare was announced in September, income was updated to February 2016, since this was the most recent available official data. Therefore, this incongruity was found and the adjustment was taken to be the annual fare increase, both for the metro and for the integrated transport, since these are not adjusted twice a year. The BRT and bus fares were increased in January which does not have an impact on the calculations. This was done to approximate the calculation of the amount spent as much as possible to the current reality, using for this the most recent data available.

4. Metric Used to Calculate Distances The study adopted the perspective of transport users and the methodology was prepared thinking of individuals, taking as the fundamental starting point each census sector of the city.

The algorithm to find the closest station adopted as the first step calculating the centroid (a type of geometric center) of each census sector. Once the centroid is calculated the closest station to this central point is found, as well as if this distance is greater or less than 800 meters. In this way, the primary zone of each station is determined.

It should be noted that with the methodology adopted there are stations without a primary zone. Although part of the census sector is close to the station, the centroid is not, with the census sector belonging to another primary zone. This is the case of the Penha 1 BRT station on the TransCarioca line.

In addition, it should be pointed out that some stations are not configured in the structure of the primary zone, due to the simple fact that there exist few sectors around them and the centroids are not sufficiently close. However, there exist cases, such as Lourenço Jorge station, where the primary zone has no residents.

To calculate the distance between the stations and the centroid of the census sectors, the smallest distance between the two points was used in accordance with the ‘Vincenty (ellipsoid)’ method, using R software.

It is important to highlight that when the metro and BRT stations are plotted in isolation and the ‘Vincenty (ellipsoid)’ method is used, the census sectors are configured in one form. However, when the lines of the two modes of transport are plotted together, to assess the integrated transport, this configuration changes and in some cases a station enters in the primary zone of another, altering the primary zone of the two stations. This is the case of the Vicente de Carvalho metro and BRT stations. For this reason, it was decided to analyze the modes of transport and their integration separately.

5. Location of Stations For all the metro stations on lines 1 and 2, the geolocation with latitude and longitude was obtained from the official site of the municipal government of Rio de Janeiro, DataRio (accessed on September 2016). For the other stations on line 4, due to the lack of an official geolocation, such as latitude and longitude, provided by official authorities (such as the municipal or state governments of Rio de Janeiro or Metro Rio), it was sought to locate these using the Google Maps tool, assuming here the possible distortions arising out of this method of geolocation.

Below follows the geolocation assumed for the stations in question. The study had access to the order of stations for line 4 on the site of Metro Rio (accessed on September 2016). Table 1 contains the stations and the location criteria adopted:

Table 1 Latitude and Longitude of Metro Stations not found on official sites and their Sources in Google maps

AnterodeQuental -22.985010,-43.223412 https://www.google.com.br/maps/@-22.9850317,-43.223359,20.75z

JardimdeAlah -22.982985,-43.214858 https://www.google.com.br/maps/@-22.982804,-43.214952,20z

NossaSenhoradaPaz -22.983806,-43.206869 https://www.google.com.br/maps/@-22.9839754,-43.2068495,20.5z

SãoConrado -22.993529,-43.253574 https://www.google.com.br/maps/@-22.9936169,-43.2535559,20.75z

JardimOceânico -23.006773,-43.310376 https://www.google.com.br/maps/@-23.0066779,-43.3100557,19.5z

Estação LatitudeeLogitudesadotadas LocalizaçãonoGooglemapsStation Latitude and Longitude addopted Location in Google Maps


For all the BRT stations from the TransCarioca line and the majority of TransOeste stations, the geolocation of latitude and longitude was obtained from the official site of the municipal government of Rio de Janeiro, DataRio (accessed on September 2016). The other TransOeste stations and all the TransOlímpica stations, due to the lack of an official geolocation, such as latitude and longitude, provided by official authorities, such as the municipal or state governments of Rio de Janeiro or Metro Rio, it was sought to locate these using the Google Maps tools, assuming here the possible distortions arising out of this method of geolocation.

It is important to highlight that in the geolocation of the BRT stations to which access was obtained through DataRio, those of Tanque (Terminal Mestre Candeia) and Taquara (Terminal Bandeira Brasil) appear as four stations instead of two. Since there are bus terminals close to the stations and linked to them, and because it is official information, the stations in question were treated in the form access was obtained to then in the database used, namely:

>>Tanque >>Mestre Candeia>>Taquara >>Bandeira Brasil

Below it is possible to verify the table with the BRT stations whose location was not found on official sites and the geolocation assumed for them:

Table 2

AsaBranca -22.963277,-43.393806 https://www.google.com/maps/@-22.963277,-43.393806,16z?hl=pt-BR

Boiúna -22.915611,-43.398167 https://www.google.com/maps/@-22.915611,-43.398167,16z?hl=pt-BR

Catedral -23.00375,-43.433972 https://www.google.com/maps/@-23.00375,-43.433972,16z?hl=pt-BR

CentroOlímpico

-22.972166,-43.400806 https://www.google.com/maps/@-22.972166,-43.400806,16z?hl=pt-BR

Colônia -22.940972,-43.394694 https://www.google.com/maps/@-22.940972,-43.394694,16z?hl=pt-BR

IlhaPura -22.989555,-43.417694 https://www.google.com/maps/@-22.989555,-43.417694,16z?hl=pt-BR

LeilaDiniz -22.953027,-43.390611 https://www.google.com/maps/@-22.953027,-43.390611,16z?hl=pt-BR

MagalhãesBastos


MarechalFontenelle


MinhaPraia -22.966777,-43.397083 https://www.google.com/maps/@-22.966777,-43.397083,16z?hl=pt-BR

MorrodoOuteiro


OlofPalme -22.981777,-43.41025 https://www.google.com/maps/@-22.981777,-43.41025,16z?hl=pt-BR

OuteiroSanto

-22.928793,-43.395741https://www.google.com/maps/place/Estr.+do+Outeiro+Santo,+1482+-+Taquara,+Rio+de+Janeiro+-+RJ,+22713-169,+Brasil/@-22.928793,-43.395741,16z/data=!4m5!3m4!1s0x9bd92792246ae9:0x7c48434377f6146e!8m2!3d-22.9287935!4d-43.3957407?hl=pt-BR

PadreJoãoChribin


ParqueOlímpico(AbelardoBueno)


Riocentro -22.976972,-43.4065 https://www.google.com/maps/@-22.976972,-43.4065,16z?hl=pt-BR

Tapebuias -23.000138,-43.429833 https://www.google.com/maps/@-23.000138,-43.429833,16z?hl=pt-BR

TerminalParalímpicoRecreio


TerminalSulacap


Ventura -22.947889,-43.391833 https://www.google.com/maps/@-22.947889,-43.391833,16z?hl=pt-BR

VilaMilitar -22.862194,-43.400639 https://www.google.com/maps/@-22.862194,-43.400639,16z?hl=pt-BR

BarraShopping


ParquedasRosas


RicardoMarinho


Riviera -23.00025,-43.342083 https://www.google.com/maps/@-23.00025,-43.342083,16z?hl=pt-BR

AfrânioCosta


PauloMaltaRezende


BosqueMarapendi


TerminalJardimOceânico


Estação LATLONG Google

Cribbin

Latitude and Longitude of BRT Stations not found in official sites and their Sources in Google maps

Station


DANIELS, R. D.; MULLEY, C. Explaining walking distance to public transport: the dominance of public transport supply. In: WORLD SYMPOSIUM ON TRANSPORT AND LAND USE RESEARCH, 2011, Whistler. Proceedings... Whistler: Center for Transportation Studies, 2011. Disponível:<http://sydney.edu.au/business/__data/assets/pdf_file/0013/106501/Daniels-Mulley-Explaining.pdf>. Acesso em: abril de 2015

FAINSTEIN, Susan (2011). The Just City. Ithaca, NY: Cornell University Press Guerra, E., Cervero, R., e Tischler, D. (2012) Half-Mile Circle Does It Best Represent Transit Station Catchments? Transportation Research Record, 2276, 101–109. doi:10.3141/2276-12

GOVERNO DO ESTADO DO RIO DE JANEIRO, Plano Diretor de Transporte Urbano - PDTU; http://download.rj.gov.br/documentos/10112/2860844/DLFE-88183.pdf/Relatorio6CalibracaodoModelodaRededeReferencia.pdf, acesso em outubro de 2016

IPEA (2012). Gastos das famílias das regiões metropolitanas brasileiras com transporte urbano. Disponível em: http://www.ipea.gov.br/portal/images/stories/PDFs/comunicado/120920_comunicadoipea0154.pdf, Acesso em setembro de 2016.

ITDP (2013). Padrão de qualidade TOD V2.0. Disponível em: http://2rps5v3y8o843iokettbxnya.wpengine.netdna-cdn.com/wp-content/uploads/2014/11/ITDP-Brasil_Padr%C3%A3o-de-Qualidade-TOD_1a-vers%C3%A3o.pdfAcesso em Abril de 2015

ITDP (2016). http://itdpbrasil.org.br/pnt/ , Acesso em setembro de 2016.

HUSTER Ernst-Ulrich, BOECKH Jürgen, BOURCARDE Kay, SCHÜTT Johannes Daniel, “E Analysis of the situation in relation to minimum income schemes in Germany: A Study of National Policies” Disponível em: http://ec.europa.eu/social/BlobServlet?docId=9029&langId=en Acesso em 04 de Maio de 2015

KING COUNTY LOW-INCOME FARE OPTIONS ADVISORY COMMITTEE , Final Report and Recommendations, Julho 2013. Disponível em: http://www.kingcounty.gov/~/media/transportation/LowIncomeOptions/king-county-low-income-fares-advisory-committee-report-061613.ashx?la=en Acesso em 04 de maio de 2015

Kuby, M., Barranda, A., e Upchurch, C. (2004) Factors influencing light-rail station boardings in the United States. In Transportation Research Part A: Policy and Practice, 38(3), 223–247

LITMAN, Todd “Evaluating Transportation Equity,” World Transport Policy & Practice (http://ecoplan.org/wtpp/wt_index.htm), Volume 8, No 2, 2002

MARANHÃO, Ígor Godeiro de Oliveira, e SANTOS, Enilson Medeiros dos (2014). Uma aproximação à real participação de serviços ferroviários na repartição modal de viagens urbanas, com aplicação ao caso de Natal (RN). XXVIII ANPET (Congresso Nacional de Pesquisa e Ensino em Transporte ), Curitiba 2014. p. 1-13.

REFERENCES

[email protected]

+55 (21) 3799.4300


CITIES


MARCUSE, P. (2009). Spatial Justice: Derivative but Causal of Social Injustice. Justice Spatiale/Spatial Justice, 01. Disponível em: http://www.jssj.org/wp-content/uploads/2012/12/JSSJ1-4en2.pdf, acesso em abril de 2016 Sistema FIRJAN (2015). O custo dos deslocamentos nas principais áreas urbanas do Brasil.Disponível em: http://www.firjan.com.br/publicacoes/publicacoes-de-economia/o-custo-dos-deslocamentos-nas-principais-areas-urbanas-do-brasil.htm#pubAlign, acesso em abril de 2016.

TRI MET Access Transit: Fare Assistance Program Nonprofit Organization Application 2022. Disponível em: http://trimet.org/pdfs/income-mitigation/low-income-mitigation-program-application.pdf Acesso em 04 de maio de 2015. VUCHIC, V.R. (2005). Urban Transit: Operations, Planning and Economics. Book publised by John Wiley & Sons.

DatabasesBanco Central do Brasil: https://www3.bcb.gov.br/sgspub/localizarseries/localizarSeries.do?method=prepararTelaLocalizarSeries

DataRio: http://data.rio/group/transporte-e-mobilidade

IBGE: http://censo2010.ibge.gov.br/

Metrô Rio: http://www.metrolinha4.com.br/o-que-e-o-projeto/

BRT: http://www.brtrio.com/estacoes

Metric Documentation used in Rhttps://github.com/cran/geosphere/blob/master/R/distVincentyEllipsoid.R

FGV/DAPPDepartment of Public Policy Analyss | Getulio Vargas Foundation

DIRECTORMarco Aurélio Ruediger

IMPLEMENTATION TEAM

Coordination Marco Aurélio Ruediger

Research Coordination Janaina Fernandes

ResearchersMiguel Orrillo

Bárbara BarbosaMargareth da Luz

TEAM

[email protected]

+55 (21) 3799.4300


CITIES


Documents

INEQUALITY ON TRACKS AND WHEELS - FGV DAPPdapp.fgv.br/wp-content/uploads/2017/01/inequality-tracks...Ficha catalográfica elaborada pela Biblioteca Mario Henrique Simonsen/FGV Inequality