Developing Bus Rapid Transit Systems In Brazil Through Public Private Partnerships

By the end of the 1970’s, Brazil was leading the implementation of high-flow bus priority schemes. Busways were introduced in cities like São Paulo, Curitiba, Porto Alegre, Belo Horizonte and Goiânia under the coordination of a Federal agency. But the constitutional reform of 1988 delegated most of the Federal attributions back to States and Cities including those related to urban transit transportation, causing the curtailment of a successful national program. Many Brazilian cities are incapable of contracting financial debts to implement public infrastructures and private investments geared towards implementing new urban transport infrastructure are still very limited. In Brazil, there is a great predominance of buses over rail-based technologies in the provision of transit services. The operation of the transit systems is mostly private, with fares covering vehicle capital and operating costs whereas the public sector provides and maintains the infrastructure for operating the bus services. This paper explores new dimensions for the participation of the private sector in the provision of the transit infrastructure based on publicprivate partnership (PPP) schemes conceived for bus rapid transit (BRT) projects in São Paulo and Porto Alegre. The regulatory-normative framework in Brazil is based on the concept that the State should provide only infrastructure services that are essential and when no other source is available. The 1995 Concessions’ Law provided the legal-institutional framework for private participation to proceed on a wider scale in the country. A 2004 law establishes the general rules for PPP and provides for solid public payment guarantees as part of an additional effort to attract the private sector to invest in infrastructure and to eliminate the existing bottlenecks that have put the Brazilian economic development on hold. BRT systems, as opposed to rail-based technologies, have the ability to deliver a high-quality mass transit system within the budgets of even the low income municipalities. It is estimated that only the Brazilian cities with more than 1 million inhabitants present a potential for implementing 590 km of bus corridors. Most of the already existing busway corridors in Brazil need renovation and BRT systems offer the opportunity of increasing transit productivity while overcoming the problems generated by the irrationality of multiple superimposed radial routes converging to terminals located at the city centres. The BRT project of Porto Alegre consists of a diametral route crossing the city centre and linking trunk and feeding interchange terminals being planned to accommodate areas dedicated to retail and service activities. It is expected that these areas shall generate enough revenues to remunerate private investors, under a PPP scheme, for the construction of the terminals and most of the infrastructure required to upgrade some sections of the existing busways to BRT standards. The BRT project for the East-Northeast zone of São Paulo proposes to use value capture mechanisms made legal by the Statute of the Cities, enacted in 2001. These include the concept of an urban operation – a legally defined set of interventions and projects to be carried out within a specific area – and the issue of tradable certificates of additional building rights in the area. In combination, these mechanisms allow the anticipation of the financial resources required to execute the proposed projects needed to raise property values in the region.Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne

Sem título em inglês

O objetivo principal da tese é buscar critérios que orientem e justifiquem a definição de estruturas tarifárias para o transporte público urbano, diferenciando valores relativos de tarifa segundo o tipo de uso do sistema de transporte e as características do usuário. Após uma análise dos objetivos do transporte público urbano, foram considerados relevantes os critérios de eficiência econômica e equidade para a elaboração e avaliação de estruturas tarifárias, por sua relação direta com o bem-estar social. Para satisfazer critérios de eficiência, os preços devem ser determinados segundo o custo social marginal de curto prazo, considerando, porém, falhas do mercado de transporte público que levam a preços ótimos que desviam de forma sistemática dos custos marginais. Os critérios de equidade, por vezes restritos a consideração de aspectos de distribuição de renda, devem ser complementados pelo critério de necessidade de transporte, indicada pela categoria sócio-econômica do indivíduo e sua família. Um modelo conceitual para elaboração e avaliação de estruturas tarifárias é proposto, cujo objetivo é maximizar uma função de equidade, sujeito a restrições que contém informações sobre estruturas tarifárias que refletem critérios de eficiência ou outros que os condicionem.The major objective of the thesis is the search for criteria for guiding and justifying the definition of public transport fare structures. The latter should be interpreted as the processo f differentiating relative prices according to the type of use one makes of the system and the characteristics of the user. An analysis of the objectives of urban public transport led to the choice of economic efficiency and equity as relevant criteria for the design and evaluation off are structures: this is based upon the fact that these criteria have direct impacto n social welfare. The adopted approach recognizes that public transport is a multiproduct economic activity offering several services - trips between many origins and destinations, at different times and on various types of days - with different costs. Users make different uses of the service, consuming distinct products. The demand for the many products offered by a transportation system oughr to face proces that satisfy the criteria for economic efficiency, if social welfare is to be maximized. On the other hand, one must acknowledge the existence of differences between the consumers of trnasportation services - income, auto availability, sex, age and family structure - which define their constribution capabilities and their transport needs. Equity criteria are required if one is to account for the differences in userscharacteristics. Efficiency criteria ask for short run marginal cost princing. However, there are some important failures in the public transport market: consequently, optimal prices should deviate systematically from marginal costs. The structure of marginal costs, concerning the many different products, and the nature of the optimal deviations provide important information for fare structure design. Equity criteria are sometime interpreted as concerning income distribution issues alone. A wider view of the equity concept indicates that, for the purpose off are design and evaluation, transport needs related criteria, as reflected by the sócio-economic category of the individual and his family, should be considered in addition to income distributional aspects. A conceptual model for design and evaluation off are structures is proposed. The objective is to maximize an equity function, subject to constraints that convey information about efficient fare structures and other informal criteria. As an important feature, the model considers that the application of equity criteria to public transport fare structures requires that family characteristics be taken into account besides the individual

Sem título em inglês

O objetivo principal da tese é buscar critérios que orientem e justifiquem a definição de estruturas tarifárias para o transporte público urbano, diferenciando valores relativos de tarifa segundo o tipo de uso do sistema de transporte e as características do usuário. Após uma análise dos objetivos do transporte público urbano, foram considerados relevantes os critérios de eficiência econômica e equidade para a elaboração e avaliação de estruturas tarifárias, por sua relação direta com o bem-estar social. Para satisfazer critérios de eficiência, os preços devem ser determinados segundo o custo social marginal de curto prazo, considerando, porém, falhas do mercado de transporte público que levam a preços ótimos que desviam de forma sistemática dos custos marginais. Os critérios de equidade, por vezes restritos a consideração de aspectos de distribuição de renda, devem ser complementados pelo critério de necessidade de transporte, indicada pela categoria sócio-econômica do indivíduo e sua família. Um modelo conceitual para elaboração e avaliação de estruturas tarifárias é proposto, cujo objetivo é maximizar uma função de equidade, sujeito a restrições que contém informações sobre estruturas tarifárias que refletem critérios de eficiência ou outros que os condicionem.The major objective of the thesis is the search for criteria for guiding and justifying the definition of public transport fare structures. The latter should be interpreted as the processo f differentiating relative prices according to the type of use one makes of the system and the characteristics of the user. An analysis of the objectives of urban public transport led to the choice of economic efficiency and equity as relevant criteria for the design and evaluation off are structures: this is based upon the fact that these criteria have direct impacto n social welfare. The adopted approach recognizes that public transport is a multiproduct economic activity offering several services - trips between many origins and destinations, at different times and on various types of days - with different costs. Users make different uses of the service, consuming distinct products. The demand for the many products offered by a transportation system oughr to face proces that satisfy the criteria for economic efficiency, if social welfare is to be maximized. On the other hand, one must acknowledge the existence of differences between the consumers of trnasportation services - income, auto availability, sex, age and family structure - which define their constribution capabilities and their transport needs. Equity criteria are required if one is to account for the differences in userscharacteristics. Efficiency criteria ask for short run marginal cost princing. However, there are some important failures in the public transport market: consequently, optimal prices should deviate systematically from marginal costs. The structure of marginal costs, concerning the many different products, and the nature of the optimal deviations provide important information for fare structure design. Equity criteria are sometime interpreted as concerning income distribution issues alone. A wider view of the equity concept indicates that, for the purpose off are design and evaluation, transport needs related criteria, as reflected by the sócio-economic category of the individual and his family, should be considered in addition to income distributional aspects. A conceptual model for design and evaluation off are structures is proposed. The objective is to maximize an equity function, subject to constraints that convey information about efficient fare structures and other informal criteria. As an important feature, the model considers that the application of equity criteria to public transport fare structures requires that family characteristics be taken into account besides the individual

Escolha de modo no acesso terrestre a aeroportos considerando a confiabilidade do tempo de viagem

<p><strong>Resumo: </strong>O objetivo do trabalho é identificar variações sistemáticas da importância atribuída por viajantes aéreos aos fatores que influenciam a escolha de modo para acesso terrestre ao Aeroporto Internacional de São Paulo. A análise utilizou dados de uma pesquisa de preferência declarada conduzida com residentes na região viajando para destinos internacionais. Os indivíduos ordenavam 4 alternativas: automóvel, táxi, ônibus expresso existente e um trem expresso proposto, descritas pelos atributos de custo, tempo esperado de viagem e confiabilidade do tempo de viagem, expressa através de uma margem de segurança. Modelos de escolha discreta foram estimados, considerando os efeitos de painel, aninhamento e de inércia. Os resultados indicaram que viajantes a negócios e de alta renda são menos sensíveis ao custo da viagem de acesso ao aeroporto. A importância da confiabilidade do tempo de viagem é maior do que a atribuída ao tempo esperado de viagem e não foi afetada por variações sistemáticas.</p><p><em>Palavras-chave: </em>valor de confiabilidade; acesso terrestre a aeroportos; escolha de modo; modelo logit misto; preferência declarada.</p><p><strong>Abstract: </strong>The paper analyses systematic variation of tastes and preferences of air travelers regarding the choice of mode for the ground access to the São Paulo International Airport. A stated preference survey was conducted with individuals traveling to international destinations. Each respondent ranked 4 alternatives: auto, taxi, the existing express bus, and a proposed express train. Attributes describing modes were travel cost, average travel time and travel time reliability, expressed as a safety margin – the time period allocated by the individual for arriving at the airport at the preferred time. Discrete mode choice models were estimated, considering panel, nesting and inertia effects. Results indicated that business and higher income travelers are less sensitive to access cost. The importance of the reliability of travel time is higher than the importance of average travel time and is not affected by systematic variations.</p><p><em>Keywords: </em>value of realibility; ground access to airport; modal choice; mixed logit model; stated preference.</p&gt

Análise de características relacionadas à variação do valor do tempo de viagem de motoristas usando técnicas de preferência declarada

<span style="font-family: Times New Roman; font-size: xx-small;"><span style="font-family: Times New Roman; font-size: xx-small;"><p align="left">Através da aplicação de um procedimento empírico com técnicas de preferência declarada foi estimado o valor do tempo de viagem de motoristas de automóvel em deslocamentos rodoviários no estado de São Paulo. Foram utilizadas informações obtidas em entrevistas de preferência declarada realizadas nas principais rodovias do estado em 2005 para a estimativa de modelos de escolha discreta. Empregando-se funções de utilidade com variáveis dummy buscou-se identificar na amostra como o valor do tempo dos viajantes variava em função de características da viagem e do motorista, como faixa de renda, motivo e duração da viagem. Foi estimado o valor de R$16,44/h para o tempo de viagem de motoristas realizando intercâmbios curtos, de até 90 minutos de duração, e R$14,62/h para aqueles em viagens com duração entre 91 minutos e 4 horas. Dentre as diversas características analisadas, além da duração da viagem outras quatro indicaram variações significativas no valor do tempo: motorista de renda baixa, viagem com motivo lazer, motorista que informou não pagar pedágios durante a viagem realizada e sexo do motorista.</p></span></span&gt

X Congreso Panamericano de Ingeniería de Tránsito y Transporte

No texto o autor apresenta os temas que foram apresentados e discutidos no X PANAM, Congreso Panamericano de Ingeniería de Tránsito y Transporte, realizado em setembro de 1998 em Santander, na Espanha

Estimando a importância de características do ambiente construído para estimular bairros caminháveis usando o best-worst scaling

O objetivo do estudo é determinar a importância dos atributos do ambiente construído para promover bairros caminháveis usando a técnica Best-Worst Scaling. Essa técnica permite identificar separadamente o impacto dos atributos e dos níveis dos atributos considerados no estudo, algo que não é possível com outros métodos de escolha tradicionais. Outra contribuição é a aplicação dessa técnica a um experimento elaborado com desenhos eficientes e com dois jogos de perguntas, estimando modelos mais precisos e diminuindo a carga cognitiva dos entrevistados. Modelos logit multinomial foram estimados para as respostas best, worst e best-worst combinadas, com dados coletados em Porto Alegre. O agrupamento das respostas foi testado através do teste da razão de verossimilhança. As importâncias dos atributos decorrentes dos modelos foram calculadas. Os resultados mostram que o julgamento e escolha dos melhores e piores atributos são realizados por processos cognitivos diferentes e a utilização de respostas best ou worst depende do foco da pesquisa

Alternative financing for Bus Rapid Transit (BRT): The case of Porto Alegre, Brazil

In the 1970s, Brazil was leading the implementation of high-flow bus priority schemes, but now cities are less capable of financing public infrastructures. This paper explores the private sector participation in the provision of transit infrastructure based on Public-Private Partnerships (PPP) for Bus Rapid Transit (BRT). The Porto Alegre BRT contemplates interchange terminals planned to accommodate retail and service activities. It is expected that these areas shall generate enough revenues to remunerate private investors, under a PPP scheme, for the construction of terminals and part of the infrastructure required to upgrade some sections of the existing busways to BRT standards.

Diario de Menorca: Año 5 Número 1102

O objetivo do estudo é determinar a importância dos atributos do ambiente construído para promover bairros caminháveis usando a técnica Best-Worst Scaling. Essa técnica permite identificar separadamente o impacto dos atributos e dos níveis dos atributos considerados no estudo, algo que não é possível com outros métodos de escolha tradicionais. Outra contribuição é a aplicação dessa técnica a um experimento elaborado com desenhos eficientes e com dois jogos de perguntas, estimando modelos mais precisos e diminuindo a carga cognitiva dos entrevistados. Modelos logit multinomial foram esti-mados para as respostas best, worst e best-worst combinadas, com dados coletados em Porto Alegre. O agrupamento das respostas foi testado através do teste da razão de verossimilhança. As importâncias dos atributos decorrentes dos modelos foram calculadas. Os resultados mostram que o julgamento e escolha dos melhores e piores atributos são realizados por processos cognitivos diferentes e a utilização de respostas best ou worst depende do foco da pesquisa.The purpose of this study is to determine the relative importance of the built environment attributes to promote walkable neighborhoods using best-worst scaling. This technique allows separate identification of attribute weights and at-tribute-level partworths, something not possible with other traditional experimental choice methods. Another contribution is the application of this technique to an experimental design structured using Efficient design, and with two sets of questions, estimating more accurate models and lowering the cognitive load of respondents. Multinomial logit models were estimated for the best, worst and best-worst pooled responses, collected in Porto Alegre. The response gathering was tested by the likelihood ratio test. The importance of the attributes resulting from the models was computed. The results show that judg-ment and choice for the best and worst attributes measured a different cognitive process and the use of best or worst responses depends on the focus of the research