Abstract:Serviços de ride-hailing (transporte sob demanda) de empresas como Uber, DiDi e 99 modificaram consideravelmente os hábitos de mobilidade urbana em diversos países. Apesar da presença desses serviços na maioria das cidades brasileiras, ainda se sabe muito pouco sobre o perfil sociodemográfico e os padrões de consumo dos usuários de mobilidade por aplicativo no Brasil. Este artigo apresenta o primeiro estudo de abrangência nacional sobre como o uso de ride-hailing varia segundo renda, sexo, idade e cor; e desta… Show more
“…Rio de Janeiro is the second largest city of Brazil and the fifth largest in Latin America with approximately 6.7 million inhabitants, making it one of the largest markets for ride-hailing in the continent. In Rio, ride-hailing services were used by approximately 6% of the population that used some form of motorized transportation in 2018, twice as much as the national average of 3.1% in all Brazilian cities (Warwar & Pereira, 2022). Ride-hailing users in the city make on average 8 trips per month, at an average cost of approximately 33 BRL per trip (ibid.).…”
Ride-hailing services have the potential to expand access to opportunities, but out-of-pocket costs may limit the benefits of ride-hail for low-income individuals. This paper examines how ride-hailing services can shape spatial and socioeconomic differences in access to opportunities while accounting for the trade-off between travel time and monetary costs. Using one year of aggregate Uber trip data for Rio de Janeiro in 2019 and a new multi-objective optimization routing method, we analyze the potential for ride-hailing services to improve employment accessibility when used as a standalone transportation mode and in conjunction with transit as a first-mile feeder service. We compare the accessibility Pareto frontiers of these transport mode alternatives with cumulative opportunity measures considering multiple combinations of travel time and monetary cost thresholds. We find that, compared to transit, ride-hailing can significantly expand accessibility as a standalone transport mode for relatively short trips (between 10 and 40 minutes), and as a first-mile feeder to transit in trips longer than 30 minutes. In both cases, the accessibility advantages of ride-hailing are mostly limited by relatively higher out-of-pocket costs. When we account for different affordability thresholds, the accessibility benefits of ride-hailing services accrue mostly to high-income groups. These findings suggest that policy efforts to integrate rideshare with transit are likely not going to benefit low-income communities without some form of subsidized fare discounts to alleviate affordability barriers. The paper also highlights how accounting for trade-offs between travel-time and monetary costs can importantly influence the results of transportation accessibility and equity studies, suggesting that this issue should be addressed in future research.
“…Rio de Janeiro is the second largest city of Brazil and the fifth largest in Latin America with approximately 6.7 million inhabitants, making it one of the largest markets for ride-hailing in the continent. In Rio, ride-hailing services were used by approximately 6% of the population that used some form of motorized transportation in 2018, twice as much as the national average of 3.1% in all Brazilian cities (Warwar & Pereira, 2022). Ride-hailing users in the city make on average 8 trips per month, at an average cost of approximately 33 BRL per trip (ibid.).…”
Ride-hailing services have the potential to expand access to opportunities, but out-of-pocket costs may limit the benefits of ride-hail for low-income individuals. This paper examines how ride-hailing services can shape spatial and socioeconomic differences in access to opportunities while accounting for the trade-off between travel time and monetary costs. Using one year of aggregate Uber trip data for Rio de Janeiro in 2019 and a new multi-objective optimization routing method, we analyze the potential for ride-hailing services to improve employment accessibility when used as a standalone transportation mode and in conjunction with transit as a first-mile feeder service. We compare the accessibility Pareto frontiers of these transport mode alternatives with cumulative opportunity measures considering multiple combinations of travel time and monetary cost thresholds. We find that, compared to transit, ride-hailing can significantly expand accessibility as a standalone transport mode for relatively short trips (between 10 and 40 minutes), and as a first-mile feeder to transit in trips longer than 30 minutes. In both cases, the accessibility advantages of ride-hailing are mostly limited by relatively higher out-of-pocket costs. When we account for different affordability thresholds, the accessibility benefits of ride-hailing services accrue mostly to high-income groups. These findings suggest that policy efforts to integrate rideshare with transit are likely not going to benefit low-income communities without some form of subsidized fare discounts to alleviate affordability barriers. The paper also highlights how accounting for trade-offs between travel-time and monetary costs can importantly influence the results of transportation accessibility and equity studies, suggesting that this issue should be addressed in future research.
Objetivo: Investigar a hipótese de que existem justificativas jurídicas, econômicas e socioambientais para o adensamento da regulação urbanística dos aplicativos de transporte individual privado de passageiros no Brasil e analisar parâmetros que contribuam para sua formulação.
Metodologia: Abordagem multidisciplinar de direito e políticas públicas desenvolvida por Bucci (2013 e 2017), Bucci e Coutinho (2017), Ribeiro (2019) e outros, articulando conceitos teóricos de Direito do Estado e de Direito Econômico e elementos de pesquisas empíricas voltadas à relação entre aplicativos de transporte individual privado de passageiros e o meio urbano, com o intuito de dirigir uma visão prospectiva às justificativas e às possibilidades de regulação urbanística dessa atividade econômica no Brasil.
Originalidade: A partir do teste da hipótese enunciada, argumenta-se de que a exploração econômica promovida pelos aplicativos de transporte individual privado de passageiros representa novo tipo de uso da via urbana, cujos impactos ensejam a formulação de parâmetros próprios de regulação urbanística.
Resultados: A partir dos métodos de análise da abordagem Direito e Políticas Públicas, foram analisados aspectos do regime de exploração dos bens públicos e resultados de pesquisas empíricas sobre as externalidades da atividade dos aplicativos, identificando-se justificativas para o aprofundamento e adensamento de sua regulação urbanística. O Decreto n.º 56.981/2016 do Município de São Paulo, analisado à luz de seus efeitos sob o critério da efetividade (Salinas, 2013; Ribeiro 2021; 2010a; 2010b), colocou essa dimensão no centro de sua intervenção e oferece parâmetros úteis à formulação de regras de conteúdo urbanístico de maior abrangência e densidade normativa.
Contribuição: A natureza e os impactos da atividade das empresas que operam aplicativos de transporte individual privado de passageiros demandam o aprofundamento do debate sobre sua regulação urbanística, de modo a conformar a atividade à luz dos objetivos da política urbana positivados no ordenamento jurídico brasileiro.
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