9 th Conference on Competition and Ownership in Land Transport

1. 9 th Conference on Competition and Ownership in Land Transport Paratransit Regulation in Brazil: some evidences from Recife’ experience Taciana Ferreira, Anísio Brasileiro & Rômulo Orrico Federal University of Rio de Janeiro, Brazil Set/2005

2. Brazil • Urban concentration and populations growth created a strongly and diverse rising transport needs • Changes in urban forms and social and professional behaviours implied high changes in transport needs patterns • Conventional public transports showed difficulties in responding to theses new issues and suffered important decrease in patronage • Small vehicles in a non-regulated transport offer hardly increased in median and big cities

3. Crisis of Public Transport • Basic Elements (1) • important decreasing on public transport demand (buses and trains) • general increasing in motorization regardless income class • lack of resources for infra-structure investments • absence of effective priority for public transport • increase in alternative transport offer

4. Crisis of Public Transport • Basic elements (2) • rediscovering the low capacity vehicle (LCV) for public transport uses • changes on spatial and temporal trip patterns • progressive use of telematics • redefinition of institutional relationships • progressive metropolization of median and big cities requiring new institutional arrangements

5. Crisis of Public Transport • Changes on transport and traffic responsibilities between state and city levels • Insufficient articulation between transportation and the land use policies • Lobby from non-legalized paratransit using low capacity vehicles together legalized paratransit drivers (school services, cultural, sight seen, rent and local tourism) for regulating its presence on public transport Basic elements (3)

6. The beginning of LCV (i) • explosion at the early 90's • in satellites cities of Metropolitan Areas, state capitals and medium cities in the whole country • by regular private bus companies as a bypass for increase demand • by individual and popular initiative as a response to unemployment

7. The beginning of LCV (ii) Local public policies changed hardly • from police restraint in the 80's to the regulation in the 90's • from one single bus regulation model to a wide different Paratransit regulation models

8. The beginning of LCV Some different Brazilian transit regulation models • high quality services for distinguished users, Porto Alegre • Free fare feeding services in one-end bus lines, Ribeirão Preto • competitive services with bus lines, Natal • complementary services to bus system, Recife.

9. Subject & Objective Subject • In Recife, the regulation just implemented had a big challenge: reduce strongly the number of LCV and, at the same time, improve the quality service to the whole system Objective • to understand and examine some evidence from LCV regulation

10. City of Recife Before 1,200 LCV (est.) 35 lines 8 to 20 seats Designed 252 LCV 26 lines 12 to 20 seats The LCV Regulation Recife Metropolitan Area Pop. 3,35 millions Buses: 2,200 LCV: 6,000 (estimated) 80% competing bus services 20% of market sharing Actual • 84 LCV • 11 lines • 250 pax/vehc-day

11. The LCV Recife Regulation • A new network was designed affecting LCV to feed buses lines • LCV are in periphery areas • Standard supply prescribed by Public Authority • LCV have flexibility to fit headways and stops • LCV services are free fare in a cross subsidy • LCV operators are contracted by Public Authority • Tender competition with 6 years of delegation • Restricted to actual Autonomous operators only • One man one licence • Moral and technical exigencies in tender

12. General data • Signal of Public Authority • State and Local actions coordination • Positive people support • LCV Operators strongly reaction • Buses Demand increases in 31.4% • Net TP Demand increases in aprox. 10% • Alleviating in traffic congestion

13. An User’s Evaluation About the New Service A survey with users of buses and LCV services 283,525 inhabitants • LCV • 44 vehicles • 7 lines • 11,000 passengers per day • BUSES • 397 vehicles • 53 lines • 190,892 passengers per day

14. The User’s Profile • 66% of women and 34% of men • Recife is 50-50 • The familiar income is very low • 80% of the users earns 3 minimum wages or less • Less then Recife median • Main jobs • 22.5% public sector workers • 12.50% commerce • 13.75%, services • 15% of unemployed

15. User’s New Service Evaluation evaluation is limited to trip time mobility (in trips a day) TRIP TIME MOBILITY

16. User’s new service evaluationtrip time

17. trip time • Main reasons • Better traffic due to less transit with refletions on travel time • Reduction on waiting time due to better fitness to schedulling

18. User’s new service evaluationmobility

19. Conclusions Transit and paratransit must not be viewed as competitiors but complementaires planning and coordination do not be mis evaluate Actually there is a real place and a role to a LVC in our cities Integrate them will aid to solve many other organizations problems Public authority cannot be out of this regulation

20. Graph 1 – Transported demand in PTSP/RMR