Coppe research  proposes groundbreaking method to guide mobility policies in favelas

Applied in Morro do Andaraí, a study revealed inequality in access to public transportation and dependence on community-based supplementary transportation in hillside areas

In a city marked by strong territorial inequalities like Rio de Janeiro, articulating public transportation policies capable of serving populations with such distinct geographical, social and professional needs remains one of the great urban challenges. In hillside areas and informal settlements, where narrow streets, steep slopes and precarious infrastructure are part of daily life, solutions designed for the formal city often fail to respond to the real dynamics of population movement.

It was precisely on this gap between traditional urban planning and the reality of the communities that a research developed at Coppe shed light. Based on a study carried out in Morro do Andaraí, in the North Zone of Rio, the dissertation revealed that mobility in favelas cannot be understood solely by the formal provision of transportation, but by a complex combination of topography, infrastructure, daily practices and territorial dynamics experienced by the population.

This scenario gains even more relevance given the size of Rio’s popular territory: the municipality has approximately 814 favelas, according to IBGE. Despite this, complementary community transportation services, known as “cabritinhos” — generally small vehicles, such as Kombis and vans, capable of climbing steep hills and circulating through narrow streets — have been regulated in only 56 communities. The service is considered essential to guarantee the circulation of the population in many of these areas.

This research is part of the master’s thesis of researcher Kelly Cristina de Almeida, developed in the Transportation Engineering Program at Coppe, under the guidance of Professor Glaydston Ribeiro. The work proposes a groundbreaking method for analyzing accessibility and mobility in favelas, integrating technical data, territorial analysis and direct participation of residents.

“Through a combination of geoprocessing, spatial data, and actively listening to the population, we identified that there is an inequality in the supply of transportation within the territory itself,” explains Kelly.

The results reinforce the need to rethink normative models of urban planning, historically based on infrastructural solutions designed for the formal city and poorly adapted to the real needs of populations living in popular territories.

“Cabritinho” ensures mobility in hillside areas
According to the study, 71% of Morro do Andaraí residents live outside a 500-meter radius of bus stops, a distance considered adequate for walking access to public transportation.

According to the research, the urban configuration of Morro do Andaraí is one of the main factors conditioning local mobility. The historical occupation of the slopes resulted in narrow streets, steep roads and limited infrastructure, hindering the circulation of the population and restricting access to conventional transportation.

The situation affects the elderly and people with reduced mobility more intensely. Although Morro do Andaraí has ​​a predominantly young population, about 25.6% of residents are over 50 years old and face severe physical barriers imposed by the topography and road conditions.

“The research highlights the central role of the Complementary Community Passenger Transport Service, which guarantees the right to come and go for many people, even while operating outside the formal system,” says the researcher. Despite the social importance of the service, the study also identified structural problems in its operation. To ensure economic viability, drivers wait for maximum occupancy before starting trips, which generates long waiting times and unpredictability in schedules — one of the main complaints pointed out by residents during the participatory workshops.

The interviews with the operators revealed that the logic of the service’s operation is directly related to the precarious conditions of the urban infrastructure. According to the drivers, the uneven terrain, narrow streets and inadequate pavement increase vehicle maintenance costs and amplify the risks of accidents.

Beyond the local diagnosis, the study’s main contribution lies in the potential for practical application of the methodology. According to the research, the developed procedure can subside public bodies, technical teams and urbanization programs in formulating more efficient policies for low-income areas. By integrating quantitative data with the residents’ perceptions, the method allows for the identification of intervention priorities and avoids generic solutions that are dissociated from the reality of the favelas.

“The method can be replicated in other favelas and contribute to more just and efficient public policies that are aligned with the realities of low-income areas,” concludes Kelly.