A resiliência urbana frente à dependência do combustível fóssil: o caso da mobilidade urbana do Rio de Janeiro

Fernandes, Vicente Aprigliano; Rothfuss, Rainer; Hochschild, Volker; Silva, Marcelino Aurelio Vieira da; Silva, William Ribeiro da; Steiniger, Stefan; Santos, Tálita Floriano dos

Acessibilidade / Reportar erro

Brasil

urbe. Revista Brasileira de Gestão Urbana

Español English

Brasil

Español English

sumário « anterior atual seguinte »

Sumário

Thematic Section: Understanding Smart and Sustainable Cities • urbe, Rev. Bras. Gest. Urbana 11 • 2019 • https://doi.org/10.1590/2175-3369.011.e20180160 copiar

A resiliência urbana frente à dependência do combustível fóssil: o caso da mobilidade urbana do Rio de Janeiro

Autoria SCIMAGO INSTITUTIONS RANKINGS

Resumo

Cenários de longo prazo para a mobilidade dentro das cidades geralmente negligenciam o desafio do fornecimento de energia e como os riscos implícitos podem afetar os serviços de mobilidade urbana. Altos níveis de uso de transporte privado e dependência de combustíveis fósseis tendem a prevalecer nas aglomerações urbanas das cidades em muitas partes do mundo. A abordagem de resiliência suporta uma nova perspectiva sobre soluções de transporte, não apenas com base em quanto menos energia pode ser consumida ou CO² pode ser emitido, mas também como a mobilidade urbana é vulnerável caso haja uma ameaça de petróleo. O objetivo deste trabalho é avaliar a vulnerabilidade da mobilidade urbana diante das ameaças de combustíveis fósseis em âmbito social e geográfico. Este artigo aplica um estudo de caso à cidade do Rio de Janeiro, confrontando habitantes da cidade com um aumento de preço do transporte público e privado à base de petróleo. Constatou-se que mais de 50% dos distritos do Rio de Janeiro apresentam um baixo-médio ou baixo nível de resiliência da mobilidade urbana. Além disso, estão localizados em áreas com menor acessibilidade às estações de metrô e onde mais habitantes apresentam reduzidos níveis de renda.

Palavras-chave:
Mobilidade urbana; Resiliência; Segurança energética

Fig. 1	Influence	Description	References
1	Direct	Related to class, ethnicity, religion, gender, age, social and technical division of labor. There can be a subset of information, related to these factors.	(Vasconcellos, 2014Vasconcellos, E. A. (2014). Urban Transport Environment and Equity: The case for developing countries (1st ed.). London: Routledge. http://dx.doi.org/10.4324/9781315071756. http://dx.doi.org/10.4324/9781315071756... )
2	Direct	Matrix of trips related to groups of individuals, expressed also as origin and destination.	(Vasconcellos, 2014Vasconcellos, E. A. (2014). Urban Transport Environment and Equity: The case for developing countries (1st ed.). London: Routledge. http://dx.doi.org/10.4324/9781315071756. http://dx.doi.org/10.4324/9781315071756... )
3	Direct	Related to social movements, in specific, those that attend the collective consumption concept, which focus on improving services, in order to bring equal accessibility (to a certain service) to all social classes.	(Castells, 1983Castells, M. (1983). The city and the grass-roots: cross-cultural theory of urban social movements. Berkeley: Univ. Calif. Press.)
4	Direct	Related to the possession of private transportation and frequency of use. This element also suggests other subjective factors addressed to why there is a preference for private instead of public transportation.	(Vasconcellos, 2014Vasconcellos, E. A. (2014). Urban Transport Environment and Equity: The case for developing countries (1st ed.). London: Routledge. http://dx.doi.org/10.4324/9781315071756. http://dx.doi.org/10.4324/9781315071756... )
9	Direct/ Indirect	Related to the ideology of an individual or a group, in relation specifically to the attitude and mobility options, and how these aspects can influence the willingness to adapt. For example, sustainable or social engagement, or other personal ideology.	(Castells, 2009Castells, M. (2009). A questão urbana. (4th ed.). São Paulo: Editora Paz e Terra S/A.)
10	Direct/ Indirect	This concerns the right to participate in the process of planning and policy-making and to take advantage of mobility options (directly or indirectly).	(Harvey, 2008Harvey, D. (2008). The Right to the City. New Left Review, 53, 23-40. http://newleftreview.org/II/53/david-harvey-the-right-to-the-city http://newleftreview.org/II/53/david-har... )
11	Direct/ Indirect	Related to the reason why an individual or group is moving. Besides that, it is related to strength of attractiveness of a certain district, plus the compatibility of this attractiveness with the interest of a group or individual, in terms of purpose of the travel.	(Vasconcellos, 2014Vasconcellos, E. A. (2014). Urban Transport Environment and Equity: The case for developing countries (1st ed.). London: Routledge. http://dx.doi.org/10.4324/9781315071756. http://dx.doi.org/10.4324/9781315071756... )

Type of data	Description
Transportation system and infrastructure	Available public transportation and street network in the city (urban space).
Transportation price	Fuel and public transportation price.
Average slope levels of each district	Average slope levels of each district
Accessibility by bicycle to a train or metro station	2.5 km centroid to centroid of districts with no train or metro station to districts with these stations. Both of the districts must show satisfactory slope condition for cycling, which is until 5%.
Wage	Parameters of highest and lowest wage in each neighborhood (district) of the city and how many people are within each wage parameter.
Matrix of expenditure	Matrix of expenditure related to how much a person pays for transportation, education, health, food, leisure, clothes, housing, savings, etc.
Job positions	Number of job positions per neighborhood (district) in the city.
Origin and destination	Information of the trip matrix of the sample, based on the transportation infrastructure and job positions.
Electric Mobility Projects	Implementation of electric mobility projects in the last 20 years, such as metro, train, cable cars, etc.

Matrix of Expenditure	Order of importance	Elements
a	1 (most important)	Housing; food; clothing; education; health
b	2	Leisure and others (e.g. superfluous consumption)
c	3 (less important)	Savings
d	4 (obligatory)	Transportation

District of origin/ destination	Matrix of expenses	j2	j3
i	Ca^*	0	0
	Cb*	0	1
	Cc*	1	1
	Cd*	1	1

District of origin/ all destination	Matrix of expenses	results	Final result (Ri)
i	Ca*	0	1.25
	Cb*	0.25
	Cc*	0.50
	Cd*	0.50

Variable	O(W1)	O(W2)	O(W3)	P(W1)	P(W2)	P(W3)	RUMI (O)	RUMI (P)
Ri	1.75	2	3	2	3	4	2.05	2.6

Stages of the Resilience of Urban Mobility	Description
Persistence	Resilience of urban mobility index, considering current price of the transportation systems
Adaptability	Resilience of urban mobility index, considering an increase of price of gasoline and oil-based public transportation – 100% increase
Transformability	Districts that received an electric mobility project in the last 20 years, coding the results into 0 (yes) and 4 (no).

Final Resilience of Urban Mobility (FRUM)	Description
High	0.0 < FRUM < 0.2
Medium-High	0.2 < FRUM < 0.4
Medium	0.4 < FRUM < 0.6
Low-Medium	0.6 < FRUM < 0.8
Low	0.8 < FRUM < 1.0

Transportation Modes and fuels	2015 Price (R$)	Comparison with bus price (2015)	2016 price (R$)	Comparison with bus price (2016)	2015-2016 comparison ((2016/2015)-1)
Bus/BRT	3.4	0%	3.8	0%	12%
Train	3.2	-6%	3.7	-3%	16%
Metro	3.7	9%	4.1	8%	11%
Bus/BRT+Bus/BRT	3.4	0%	3.8	0%	12%
Bus/BRT+Metro	4.95	46%	7.0	84%	41%
Bus/BRT+Train	4.7	38%	6.6	74%	40%
Train+Metro	5.9	74%	6.5	71%	10%
Gasoline (R$/Litre)	3.2	-	3.6	-	13%
Alcohol (R$/Litre)	2.3	-	2.8	-	22%

Wage ranges (parameters)	Code
until R$ 394.00	W1
From R$ 394.00 to R$ 788.00	W2
From 788.00 to R$ 1,576.00	W3
From R$ 1,576.00 to R$ 3,940.00	W4
From R$ 3,940.00 to R$ 7,880.00	W5
From R$ 7,880.00 to R$ 15,760.00	W6
Over R$ 15,760.00	W7

Salary Used in the Model	a	b	c	d
R$ 394.00	80.0%	8.3%	2.9%	8.8%
R$ 788.00	80.0%	8.3%	2.9%	8.8%
R$ 1,576.00	70.1%	11.9%	4.7%	13.3%
R$ 3,940.00	62.5%	14.2%	7.1%	16.2%
R$ 7,880.00	52.7%	19.9%	7.9%	19.5%
R$ 15,760.00	44.2%	25.5%	12.8%	17.5%
Over R$ 15,760.00	44.2%	25.5%	12.8%	17.5%

Variables	Description
Districts Located in this level of Resilience (%)	Districts in the evaluated level/total districts
Population located in this level of resilience area (%)	Population located in this area/total population
Low Income (%)^*	Population with low income level (earn until two minimum salaries) located in the evaluated area/total low income population
Jobs Positions (%)	Job positions located in the evaluated area/total job positions
Metro Access/District (%)	Districts with metro station in the evaluated area/total districts in the evaluated area
Train Access/District (%)	Districts with train station in the evaluated area/total districts in the evaluated area
Bicycle Access to Metro Stations (%)	Districts in the evaluated area that has access to a metro station through a bicycle accessibility/total districts in the evaluated area
Bicycle Access to Train Stations (%)	Districts in the evaluated area that has access to a train station through a bicycle accessibility/total districts in the evaluated area
Average of Average Weighted Distance to Districts with Job Positions (km)	Average value of the average weighted distance of all districts in the evaluated area

Variables	High	Medium-High	Medium	Low-Medium
Districts Located in this level of Resilience (%)	4%	11%	32%	54%
Population located in this level of resilience area (%)	7%	10%	24%	59%
Low Income (%)	4%	12%	17%	67%
Jobs Positions (%)	42%	8%	23%	27%
Metro Access/District (%)	67%	29%	29%	9%
Train Access/District (%)	17%	29%	33%	47%
Bicycle Access to Metro Stations (%) from another district without metro	0%	0%	14%	1%
Bicycle Access to Train Stations (%) from another district without train	0%	6%	10%	2%
Average of Average Weighted Distance to Districts with Job Positions (km)	18.45	17.39	16.75	23.13

Variables	Medium-High	Medium	Low-Medium	Low
Districts Located in this level of Resilience (%)	6%	15%	51%	28%
Population located in this level of resilience area (%)	9%	12%	46%	33%
Low Income (%)	4%	13%	41%	42%
Jobs Positions (%)	45%	10%	35%	11%
Metro Access/District (%)	40%	33%	21%	7%
Train Access/District (%)	20%	25%	42%	47%
Bicycle Access to Metro Stations (%) from another district without metro	0%	4%	7%	2%
Bicycle Access to Train Stations (%) from another district without train	0%	8%	7%	0%
Average of Average Weighted Distance to Districts with Job Positions (km)	17.87	16.98	18.35	26.15

Pontifícia Universidade Católica do Paraná Rua Imaculada Conceição, 1155. Prédio da Administração - 6°andar, 80215-901 - Curitiba - PR, 55 41 3271-1701 - Curitiba - PR - Brazil
E-mail: urbe@pucpr.br

Acompanhe os números deste periódico no seu leitor de RSS

[1] VAF is doctor in Geography, associate professor, e-mail: vicente.aprigliano@pucv.cl RR is doctor in Geography, e-mail: rainer.rothfuss@web.de VH is doctor in Geowissenschaften, professor, e-mail: volker.hochschild@uni-tuebingen.de MAVS is doctor in Transport Engineering, professor, e-mail: marcelino@pet.coppe.ufrj.br WRS is doctor in Geography, associate professor, e-mail: williamribeiro@hotmail.com SS is doctor in Geography, researcher, e-mail: sstein@geo.uzh.ch TFS is a Ph.D student, e-mail: talitafloriano@pet.coppe.ufrj.br