Commuting patterns in the metropolitan region of Rio de Janeiro. What differences between formal and informal jobs?

Motte, Benjamin; Aguiléra, Anne; Bonin, Olivier; Nassi, Carlos David

doi:10.1016/j.jtrangeo.2015.10.019

Cited by 46 publications

(41 citation statements)

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“…It is likely that this also presents a barrier to accessing existing childcare (the second most common barrier) and training resources. In a study of Rio de Janeiro, Motte et al (2016) find that informal workers tend to commute shorter distances and times (with the exception of domestic workers),…”

Section: Ensure Affordable and Accessible Transportation To Employmenmentioning

confidence: 99%

Decent Work and Social Protection in Belo Horizonte, Brazil

Haddad

Hellyer

2017

Journal of Planning Education and Research

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This paper examines how beneficiaries of Brazil's Bolsa Família (BFP) conditional cash transfer program find employment in a Brazilian municipality, and assesses their participation in decent work. Using Belo Horizonte as a case study, researchers conducted a survey of BFP recipients. The paper compares responses of informally and formally employed workers to assess how their employment meets the criteria of the decent work agenda. Results indicate no significant difference between perceptions of formal and informal employees concerning discrimination and poor working conditions. Findings lead to recommendations about formalization of employment, coordination with existing job training programs, childcare, and transportation.

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Section: Ensure Affordable and Accessible Transportation To Employmenmentioning

confidence: 99%

Decent Work and Social Protection in Belo Horizonte, Brazil

Haddad

Hellyer

2017

Journal of Planning Education and Research

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“…Population density is highest in the North Zone (Figure 1b)) along a corridor that includes rail, road, and metro links to employment opportunities. These are concentrated in the industrial northwest and port area, the central business district; and domestic and service sector jobs in the wealthier South Zone [50]. Public transport constitutes 47% of journeys, split into bus (38%), metro (4%), rail (2%), and others (e.g., light rail/boat).…”

Section: Rio De Janeiromentioning

confidence: 99%

Operational Challenges and Mega Sporting Events Legacy: The Case of BRT Systems in the Global South

et al. 2020

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This paper examines the bus rapid transit (BRT) legacies of mega sporting events (MSEs) held in the Global South cities of Cape Town and Rio de Janeiro. It discusses the extent to which these transport systems have been operationally sustainable, post-MSE; in other words, their ability to be maintained at a certain rate or level and hence their ability to act as public good as planned and according to specific needs. It argues that in both cities, long-term operational challenges have emerged due to conflictual temporalities between the priorities of the MSE and the mid/long term requirements of a transport system, supplemented by a poor spatial contextualisation of BRT design. These include financial viability, providing a service with appropriate frequency and capacity, integration with other transport systems, and resilience to external shocks such as extreme weather. These findings have key academic and policy implications both by opening further areas of research towards MSEs as a tool to deliver sustainable urban transport, and provides important lessons for future MSE hosts and cities considering BRT.Sustainability 2020, 12, 1609 2 of 17 there is very little insight into how these MSE-led infrastructures have been delivering the purposes for which they have been built, and specifically how the MSE imperatives may have affected its long-term development. In other words, we look here at the possible tensions of priorities between short-term ambitions (MSE) and long-term everyday needs. This indeed has a key impact on the authorities and operators who manage and fund public transport systems, and on the passengers who rely on it. To achieve this, the paper uses the term of operational sustainability, which is here shaped around the aim of assessing conflicting temporalities during setup of the project and hence reflecting on the wider implications for the long-term running and management of the network. We do so by bringing together the literature on MSE, sustainability, transport management, and infrastructure [8][9][10][11][12].This paper focuses on two cities whose transport network has been significantly impacted by hosting MSEs: Cape Town (South Africa) with the 2010 FIFA Football World Cup, and Rio de Janeiro (Brazil) with the 2016 Olympic Games. Each city constructed new bus rapid transit (BRT systems) under the auspices of hosting a MSE, and self-identified this in their proprietary communications and strategies as a transport legacy of the MSE. Through interviews with key stakeholders located in each city, this study assesses the benefits of the MSE for transport within the cities, such as reduced travel time in Rio de Janeiro, and a step-change in the quality of transport provision in Cape Town. It also considers the longer-term operational challenges such as financial viability that these BRT systems are facing post-MSE because they have not been sufficiently contextualised to the local transport situation and/or aligned with existing plans or policies. It is worth noting that this comparative rese...

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“…Like many other cities in the Global South, Rio is the result of decades of rapid population growth and fragmented urban development (UN-HABITAT, 2010). This gave rise to a city with high levels of urban segregation (Ribeiro et al, 2010), uneven provision of infrastructure (Câmara & Banister, 1993;Ribeiro, 2014) and poor transport conditions (Motte-Baumvol et al, 2016;Pereira & Schwanen, 2013).…”

Section: Study Area: Rio De Janeiromentioning

confidence: 99%

Future accessibility impacts of transport policy scenarios: equity and sensitivity to travel time thresholds for Bus Rapid Transit expansion in Rio de Janeiro

Pereira¹

2018

Preprint

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Highlights• The study estimates how the TransBrasil BRT project in Rio de Janeiro will likely impact employment accessibility for different income groups • The full implementation of the proposed BRT could benefit up to 58% of the city population, increasing job accessibility by 11% on average • This BRT project could promote substantially larger accessibility gains for lower-income groups and reduce inequalities in access to opportunities • The study shows that the conclusions of equity assessments of transport projects depend on the travel time threshold chosen for cumulative opportunity accessibility analysis AbstractThe accessibility impacts of transport projects ex-post implementation are generally evaluated using cumulative opportunity measures based on a single travel time threshold. Fewer studies have explored how accessibility appraisal of transport plans can be used to evaluate policy scenarios and their impacts for different social groups or examined whether the results of project appraisals are sensitive to the time threshold of choice. This paper analyzes how different scenarios of full and partial implementation of the TransBrasil BRT project in Rio de Janeiro (Brazil) will likely impact the number of jobs accessible to the population of different income levels. The analysis is conducted under various travel time thresholds of 30, 60, 90 and 120 minutes to test whether the results are sensitive to the boundary effect of the modifiable temporal unit problem (MTUP). Compared to a partial operation scenario, the full implementation of TransBrasil that extends this corridor into the city center would lead to higher accessibility gains due to network effects of connecting this BRT to other transport modes. Nonetheless, the size of the accessibility impacts of the proposed BRT as well as its distribution across income classes would significantly change depending on the time threshold chosen for the accessibility analysis. Considering cut-off times of 30 or 60 minutes, both scenarios of TransBrasil would lead to higher accessibility impacts in general and particularly for low-income groups, moving Rio towards a more equitable transportation system. However, under longer thresholds of 90 and 120 minutes, an evaluation of this project would find much smaller accessibility gains more evenly distributed by income levels. The paper highlights how time threshold choice in cumulative opportunity measures can have important but overlooked implications for policy evaluation and it calls for further research on the MTUP in future transport and mobility studies.

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Commuting patterns in the metropolitan region of Rio de Janeiro. What differences between formal and informal jobs?

Cited by 46 publications

References 56 publications

Decent Work and Social Protection in Belo Horizonte, Brazil

Decent Work and Social Protection in Belo Horizonte, Brazil

Operational Challenges and Mega Sporting Events Legacy: The Case of BRT Systems in the Global South

Future accessibility impacts of transport policy scenarios: equity and sensitivity to travel time thresholds for Bus Rapid Transit expansion in Rio de Janeiro

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