Mobilidade urbana

This article discusses the changes taking place in the Brazilian vehicle assembly industry of the 1990s with particular reference to the state of Rio de Janeiro, Brazil. It focuses upon a case study of Volkswagen’s bus and truck assembly plant, opened in 1996, and its workers at Resende. The experience of the `modular system’ of production has been presented as a major development in vehicle assembly. The article analyses the originality of VW’s new form of organization of production and the strategy of the firm to look for localities with weak labour unionism. It also argues that despite the difficulties the local union faced in its attempts to intervene in the process of wage bargaining and to influence the management of aspects of production, there has been a rapid process of mobilizing the new workers for effective labour union action.

Since the mid-1990s, Brazil has become one of the main recipients of foreign direct investment in the automobile sector. As in the late 1950s and early 1960s, world car manufacturers are investing heavily in the building of new car plants. The renewed interest of car companies in Brazil is a result of the huge and expanding internal market and the relatively stable macroeconomic panorama of the mid-1990s. However, and in contrast to what happened in the 1950s and 1960s, most new car plants are being located outside the São Paulo metropolitan area, the traditional hub of the Brazilian motor industry. Although some argue that, among other reasons, this is the result of lower labour costs elsewhere in Brazil and of improved infrastructure in the country, this article aims to demonstrate that the recent decentralization of the Brazilian motor industry is basically linked to perverse territorial competition among Brazilian states. This sort of territorial competition – known in Brazil as the ‘fiscal wars’– represents a pure waste of resources, both for the states engaged in them, as well as for Brazil as a whole.

This study investigated the mobility patterns of favela residents based on an analysis of their daily movements derived from high-frequency mobile phone data. Daily movements were measured considering the distance traveled at different times of day over the course of more than two months. Potential trip purposes for the most frequently visited locations were inferred based on land use data from property taxes. The high volume of geocoded data from mobile phones enabled the analysis during multiple days, also covering weekends, usually not considered in traditional transport surveys. The mobile phone data indicated that, on average, favela residents go farther from home during business days and perform less out of home activities during weekends when compared with non-favela residents. Further, distinct patterns for favelas and non-favela residents were mapped, considering different geographical areas, revealing space and time mobility inequalities.

Latin America is a highly urbanized region characterized by remarkable inequality levels, also reflected in an uneven distribution of opportunities, making socio-economic segregation quite visible. Since the individual possibility to travel and therefore access to urban opportunities strongly depends on socio-economic status and the distances to overcome, highly unequal patterns of mobility and accessibility emerge. The continuous expansion of Latin American cities originates specific mobility-related inequalities visible in periurban areas, which tend to lack some key urban opportunities and public transport services usually available in cities. Due to established and new patterns of territorial segregation, these areas may generate new forms of marginality in relation to mobility, posing challenges for public action and territorial governance. Our paper considers if and how periurban areas experience different forms of mobility-related inequalities in three Latin American metropolises in Brazil, Chile, and Colombia (São Paulo, Santiago, and Bogotá, respectively). We do so by examining the differences among urban core and periurban zones based on four elements: socio-demographic features, access to the public transport system, spatial continuity, and functional dependence. Our analysis shows that the three metropolitan regions have different structures: while Bogotá and Santiago appear to be more dependent on the urban core, São Paulo shows more autonomous and self-sufficient periurban zones. The analysis also highlights different forms of peripherality, defined by differentiated mobility patterns and modal choices that suggest that city-specific lines for public action might be needed.

The city of Curitiba, Brazil, is considered an exceptional model of sustainable urban planning. It has received praise for its invention of the Bus Rapid Transit System and numerous awards identify Curitiba as one of the world's greenest cities. Controversial elements have, however, been left out of this hegemonic city discourse, along with inevitable new challenges. The aim of this article is two-fold. First, we assess whether Curitiba is living up to its reputation as a leading sustainable city by analyzing three areas of urban sustainable development: green spaces, water bodies and public transportation. We show how Curitiba experiences problems ranging from social exclusion resulting from green space policies, to polluted water bodies and hampered planning in the area of public transportation. Second, we examine how the Curitiba discourse as a leading sustainable city is able to endure in this changed material context. We demonstrate how this hegemonic discourse prevents institutional transformations: the discourse becomes reproduced by powerful networks and propaganda, masking new unsustainable realities and by the same token preventing fast and successful institutional renewal.

The replacement of fossil fuels by clean energy sources has emerged as a focus for those concerned with the creation of a less polluted urban environment. In this context, Brazil's use of ethanol as a vehicle fuel is unique, especially considering the country's successful adoption of flex-fuel technology first introduced in 2003. Currently, most of the fleet of vehicles circulating in Brazilian cities can use ethanol. The effect of this alternative fuel on the Brazilian urban environment is the focus of this study. In our study, the relationship between Brazil's fleet of flex-fuel vehicles and local CO2 equivalent emissions was investigated using parametric and semiparametric analysis based on modified Environmental Kuznets Curve (EKC) equations. The analyses employed an annual set of state-level panel data for the period from 1998 through 2013. Both analyses show that the Brazilian introduction of flex-fuel vehicles in 2003 contributed to a marginal reduction of passenger car CO2 emissions by 2013. Moreover, results also indicate that (1) there is evidence that flex-fuel vehicles can be a component in the generation of an EKC; and (2) there is a negative relationship between the area under sugarcane cultivation and CO2 emissions due to carbon sequestration. These results indicate that the substitution of ethanol for gasoline through the use of flex-fuel technology leads to fewer total greenhouse gas emissions, considering that greenhouse gas emissions from ethanol combustion and ethanol processing are outweighed by their sequestration during sugarcane growth in rural areas.

This research addresses accessibility inequalities within the context of a major Latin American metropolis, using a longitudinal analysis focused on the low-income population. Emphasizing the paradigm of sustainable accessibility planning, the study examines the evolution of job accessibility over two 15-year-apart timeframes in Fortaleza, the 4th most populous Brazilian city. The findings reveal persistent spatial mismatch and unsustainable changes in land-use patterns, highlighting ongoing challenges for low-income vulnerable groups. Despite overall improvements in accessibility, inequality patterns endure, particularly affecting those relying on public transport. The study underscores the necessity for planning processes in developing countries to address the complex causes and consequences associated with accessibility inequalities. Recommendations include a deeper exploration of differences among precarious settlements, considering population density variations, central location impact, and inequalities in job accessibility between self-built and state-constructed settlements.

In a number of cities around the world the adoption of climate policies has been driven by partnerships between multiple actors from the private sector, NGOs, and academia. With this paper we investigate the formulation and implementation processes of climate policy in the city of São Paulo, Brazil. We argue that the trend of multiactor and multilevel participation in climate policy making, detected in developed countries, can be observed in a major city from an emerging economy. We further argue that the ample engagement of actors driving the adoption of climate policies might not be reflected in policy implementation. Although São Paulo’s Municipal Climate Law was adopted after a participatory process, small and medium-sized enterprises (SMEs) from the transport sector have been largely absent from its implementation. We propose four reasons for further involvement of SMEs and suggest that participation of relevant actors and sectors is necessary in both the formulation and the implementation of climate policies.

This article examines the trafficking of Venezuelan truck drivers for labour exploitation in Brazil. The remilitarisation of politics is increasingly a hallmark of elite-driven strategies to manage the circulation of labour and goods from extractive zones. This article introduces the notion of logistics of unfreedom to explain the growing imbrication between techniques of control by the state and corporations that confine the reproduction of migrants within the realm of logistics processes. The analysis focuses on data from participatory observations and the narratives of 22 Venezuelan refugees who were trafficked from a militarised humanitarian zone in Brazil's Amazon to work for a freight road transport company in Southern Brazil. Findings show that a concerted logistic approach to refugee employment channelled mobility, constrained statutory protection and shaped the ethno-political differentiation of Venezuelans in the labour market. This forced Venezuelans to live in trucks where both productive and socially reproductive aspects of their daily lives were overdetermined by the rhythms of goods distribution. The article concludes that this logistic rationale has converged towards a self-contained regime of labour unfreedom that facilitates the labour trafficking of Venezuelan refugees.