Escala de Respuestas Emocionales por Estrés al Traslado en Transporte Público / Scale of Emotional Responses due to Commuting Stress in Public Transport

Resumen El traslado cotidiano entre la casa y el trabajo demanda un importante uso de recursos personales y puede llegar a ser estresante. El objetivo fue construir y evaluar una escala de respuestas emocionales por el estrés en el traslado en transporte público para la Zona Metropolitana del Valle de México de manera exploratoria. Método: Se realizó un estudio cualitativo a través de entrevistas semi estructuradas con el propósito de identificar emociones asociadas a la experiencia de estrés por el traslado para desarrollar los reactivos de acuerdo con el contexto. Posteriormente, dos estudios cuantitativos permitieron evaluar las propiedades psicométricas. Participaron 196 y 298 personas respectivamente. La aplicación de la escala se realizó en línea en septiembre de 2020 y abril de 2021. Resultados: la escala incluyó 26 respuestas emocionales asociadas al estrés. En el Análisis Factorial Exploratorio se redujo a nueve emociones negativas (X2=1183, gl=36, p=.001, KMO=.94, 60% de varianza explicada, Alfa ordinal=.93), corroboradas en el Análisis Factorial Confirmatorio (X2=41.87, gl=26, X2/gl=1.61, p=.025; RMR=.036, SRMR=.036, RMSEA=.045; GFI=.997, CFI=.999, TLI=.998). Conclusión: la propuesta exploratoria de la escala para evaluar las respuestas emocionales por el estrés en el traslado presenta valores adecuados para aplicarse en la Zona Metropolitana del Valle de México.

Abstract The stress in urban settings is related to a greater request for personal resources to face situations of daily life, such as the commuting, since in big cities, people spend a lot of time on it, and sometimes is uncomfortable and annoying, which can cause stress. Commuting stress has been assessed, through commuting daily hassles, commuting stressful features and physiological responses, but it is possible assess it through emotional responses. The aim of this study was to develop and assess an exploratory scale of emotional responses for the study of commuting stress by public transport in an urban area of México that is densely populated. Method, a cross sectional design was used, in which a qualitative exploratory study was carried out through 23 individual semi-structured interviews and two focus group, where it was identified the main emotions experienced during the commuting stress to develop the items in the language of the population. Subsequently, those emotions were compared with emotions proposed in previous studies to complement the scale. Thus, 26 emotions were included to assess the commuting stress through emotional responses. Finally, two quantitative studies were carried out to assess the psychometric properties of the scale, in which 196 and 298 people participated, respectively. The scale was applied online in September 2020 and in April 2021. Results, from the 26 emotional stress responses were reduced to nine negative emotions in an Exploratory Factor Analysis (X2=1183, df=36, p=.001, KMO= .94, 60% variance, Alfa ordinal=.93). This solution was corroborated with a Confirmatory Factor Analysis (X2=41.87, d.f.=26, X2/d.f.=1.61, p=.025; RMR= .036, SRMR=.036, RMSEA=.045; GFI=.997, CFI=.999, TLI=.998). Conserve only nine negative emotions is due to statistical analysis but also because some emotions referred to conditions of physical exhaustion or body energy level. On the other hand, positive emotions were related with pleasant commuting situations, not with the commuting stress experience. Conclusion, the exploratory scale to assess the commuting stress through emotional responses presents acceptable values to be applied in this urban area of Mexico.

Sexual harassment in public transport among female students at the Federal university of technology Akure, Nigeria

Background: Every day females experience different types of sexual harassment while using public transportation worldwide. Objective: This study aims to determine the prevalence of sexual harassment amongst female students who travel by public transportation at the Federal University of Technology Akure (FUTA) Nigeria. Materials and Methods: A cross-sectional descriptive study. Data was collected using electronic questionnaires and analyzed with IBM SPSS Statistics version 21. Frequencies and percentages were used for data summary. Association between variables was determined using Chi Square test. Statistical significance was a p-value < 0.05. Results: Ninety-three percent of female students in FUTA had experienced sexual harassment. Among those who had experienced sexual harassment, 98.4% were single, 81.5% lived off campus, 79.0% used public bus, 45.4% commuted daily, 84.7% was in an overcrowded vehicle and 52.9% was in the evening. There was a significant association between sexual harassment and marital status (p = 0.033), place of residence (p = 0.019), mode of public transportation (p = 0.014), time of travel (p = 0.018). Verbal sexual harassment was most prevalent (91.1%), followed by physical sexual harassment (87.6%) and non-verbal sexual harassment (82%). Conclusion: This study found a high prevalence of sexual harassment among female university students in FUTA using public transportation, which occurs in a variety of scenarios, particularly in crowded vehicles during rush hour

Findings of the assessment on social and the environmental accessibility for people with vision and hearing impairment / Шинэ санаа Шинэ нээлт

Background@#According to the WHO, WB estimation, there are over 1 billion people living with some form of disability in the world.² Out of which, 284 million people have vision impairment, 360 million people have hearing and speech impairment, ten percent of them living in developing countries.³ According to the National Statistical Office’s 2018 data there are 105,730 people with disabilities in the country which is 3.2% of the total population.⁴ In Mongolia, 28% of the disabled population in the working age are employed while 43% of the population aged 6-18 are illiterate. People with vision, hearing and intellectual disabilities have the same right to access health, education, employment, social welfare and protection services as others, but due to the lack of access to facilities and public transport, they cannot fully access social services. Also, the legal framework that provides equal opportunities for social contacts is not enough. There is virtually no comprehensive study on access of social service and environmental accessibility for the disabled people in the country. Therefore, there is a need to study in detail of social services and environmental accessibility of the people with visual and hearing impairment and adapt their demands into policy and develop policy recommendations and to further improve legal regulations.@*Purpose@#Main objective of the study is to assess social service delivery and environmental accessability of the people with visual and hearing impairment@*Methods@#The direct-observation, household based survey and document review, methods have been used for this study. Direct observation method has been applied for 100 public constructions. Total of 100 disabled people, out of 50 people with visual impairment and 50 people with hearing impairment has been covered for the public transportation accessibility assessment questionnaire survey. Information and communication accessibility studies carried out among 100 organizational websites and 31 broadcasting internet television including Univision and Sky media. </br> Household survey covered 148 people with visual and hearing impairments to assess social service accessibility.@*Results@#The public construction’s environmental accessibility for the people with vision impairment was assessed at 48.8 percent: 36.8% for the people with poor vision impairment and very bad for blind people at only 16.5%. The public transportation accessibility assessed as not accessible (3.43 odds) for people with vision impairment and as moderate accepable for blind people (2.87 odds). Information and communication accessibility through website assessed at 25% for people with vision impairment which shows not sufficiently accessible for blind people (32%). Total accessibility of information regarding to the organizational website assessed at 34.8% which shows moderately accessible. Services of the Univision, Sky media internet TV (IPTV) wasn’t accessible for people with vision impairment. Regarding to the people with hearing impairment, public construction environmental accessibility assessed at 31.7%, 48.5% for people with moderate hearing impairment which is average accessibility and 21% people with severe hearing problem. The public transport accessibility assessed in high discrepancy (3.51 odds ratio) which means there is an in-sufficient access. Information and communication accessibility for people with hearing impairment assessed at 5% which shows very bad accessibility. </br> Health service coverage is 64% for the people with vision impairment while 36% for the people of hearing impairment. Education service coverage for vision impairment people is 36% and 18% to people with hearing impairment. Regarding to the accessibility to social service, the coverage is 33% for people with vision impairment and 31% for the people with hearing impairment. Employment rate among people with vision disability resulted in 19% and 24 % for the people with hearing imapirment.@*Conclusion@#The public constructions accessibility for people with vision and hearing impairment (37.7%), public transport accessibility (2.90 odds ratio), information accessibility (34.8%) assessed at “moderately accessible”. Assessment result of below 50% considered as “insufficient” for education service -27%, employment service-21.5%, social welfare services -32%. There is a need for special laws and regulations concerning to social services and environment accessibility.

Prioridade para futuras vacinações contra a Covid-19 no Brasil: os usuários de transporte público devem ser um grupo-alvo? / Prioridad para futuras vacunaciones contra la covid-19 en Brasil: los usuarios de transporte deben ser un grupo objetivo? / Priority for future COVID-19 vaccinations in Brazil: should public transport users be a target group?

Considerando o recente surgimento de vacinas eficazes contra a Covid-19 e os escassos recursos para atender imediatamente à maior parte da população mundial, as sociedades precisam definir a ordem em que os grupos de cidadãos terão acesso às novas vacinas. As campanhas de vacinação devem priorizar a imunização de indivíduos vulneráveis e encarregados de ajudar outras pessoas, reduzindo as perdas humanas e minimizando os danos sociais e econômicos. No Brasil, os usuários de transporte público nas grandes cidades apresentam altos níveis de vulnerabilidade, diante de fatores relacionados à configuração espacial, à organização dos sistemas de transporte e ao alto percentual de pessoas de baixo nível socioeconômico em grandes periferias que dependem exclusivamente do transporte público para acesso a empregos e serviços básicos. A imunização dos usuários do transporte público pode produzir efeitos práticos relevantes no combate à Covid-19 no Brasil, tais como economia de recursos públicos, redução do número de óbitos e maior eficiência no controle setorizado da doença nas cidades. Portanto, sugerimos que os formuladores de políticas devem considerar os usuários frequentes de transporte público das grandes cidades brasileiras como um grupo-alvo nas campanhas de vacinação, dando a esse grupo um certo nível de prioridade com base em um mapeamento de risco adequado em nível local.

Teniendo en cuenta la reciente aparición de vacunas eficaces contra la covid-19 y los escasos recursos para atender de inmediato a la mayoría de la población mundial, las sociedades deben definir el orden en el que los grupos de ciudadanos tendrán acceso a las nuevas vacunas. Las campañas de vacunación deben priorizar la inmunización de personas vulnerables y personas encargadas de ayudar a otras para reducir las pérdidas humanas y minimizar los daños sociales y económicos. En Brasil, los usuarios del transporte público en las grandes ciudades presentan altos niveles de vulnerabilidad, dados los factores relacionados con la configuración espacial, la organización de los sistemas de transporte y el alto porcentaje de personas de nivel socioeconómico bajo dentro de los grandes suburbios que dependen exclusivamente del transporte público para acceder a empleos y servicios básicos. La vacunación de los usuarios del transporte público puede producir efectos prácticos relevantes en el combate a la covid-19 en Brasil, como el ahorro de recursos públicos, la reducción del número de muertes y una mayor eficiencia en el control sectorizado de la enfermedad en las ciudades. Por lo tanto, sugerimos que los formuladores de políticas consideren a los usuarios frecuentes del transporte público de las grandes ciudades brasileñas como un grupo objetivo en las campañas de vacunación y le den a este grupo cierto nivel de prioridad basado en un adecuado mapeo de riesgos a nivel local.

Considering the recent emergence of effective vaccines against COVID-19 and the scarce resources to assist most of the world population immediately, societies need to define the order in which groups of citizens will get access to new vaccines. Vaccination campaigns should prioritize the immunization of vulnerable individuals and people tasked with helping others, thus reducing human losses and minimizing social and economic damage. In Brazil, public transport users in large cities present high levels of vulnerability, due to factors related to the spatial configuration, the organization of transport systems and the high percentage of people of low socio-economic status within large suburbs that depend exclusively on public transport to access jobs and basic services. Immunizing public transport users can produce relevant practical effects in combating COVID-19 in Brazil, such as saving public resources, reducing the number of deaths and achieving greater efficiency in the sectorized control of the disease within cities. Therefore, we suggest that policymakers should consider the frequent users of public transport from large Brazilian cities as a target group in vaccination campaigns, affording this group some priority based on adequate risk mapping at the local level.

Facteurs associés à la lombalgie chez les chauffeurs de transport en commun de la ville de Parakou / NA

Objectif : Déterminer la prévalence et les facteurs de risque de lombalgie chez les chauffeurs de transport en commun de la ville de Parakou. Méthodes : Il s'agissait d'une étude transversale, descriptive et à visé analytique qui a porté sur les chauffeurs de transport en commun de Parakou, librement consentants. Un questionnaire, une toise, un mètre ruban et un pèse-personne, ont permis la collecte des données en lien avec la lombalgie. Elles ont été traitées et analysées avec Épi info 7.1.5.0. Le test statistique de chi2 a été utilisé pour comparer la prévalence de la lombalgie avec les facteurs de risque. Résultats : 272 chauffeurs tous de sexe masculin ont été enquêtés. La tranche d'âge [35-44 ans] prédominait. Étaient plus représentés les conducteurs de voiture (52,94%), ceux qui avaient moins de 5 ans d'ancienneté (32,72%) et ceux qui restaient en position assise pénible (91,91%). 63,60% souffraient de la lombalgie. Elle n'est statistiquement associée qu'à la vibration mécanique. Conclusion : La lombalgie est un problème de santé publique chez les conducteurs de transport en commun de Parakou

Objective: To determine the prevalence and risk factors of low back pain among public transport drivers in the city of Parakou. Methods: This was a cross-sectional, descriptive and analytical study that focused on the public transport drivers of Parakou, freely consenting. A questionnaire, a measuring rod, a tape measure and a bathroom scale were used to collect data related to low back pain. They were processed and analyzed with Epi info 7.1.5.0. The chi2 statistical test was used to compare the prevalence of low back pain with the risk factors. Results: 272 all male drivers were surveyed. The age group [35-44 years] predominated. Car drivers were more represented (52.94%), those with less than 5 years of service (32.72%) and those who remained in a painful sitting position (91.91%). 63.60% suffered from low back pain. It is statistically associated only with mechanical vibration. Conclusion: Low back pain is a public health problem among public transport drivers in Parakou

Incidência e definição do assédio moral entre trabalhadores do transporte coletivo urbano / Incidence and definition of workplace bulling among urban public transport workers / Incidencia y definición de acoso laboral entre trabajadores del transporte público urbano

O estudo identificou a ocorrência e o conhecimento sobre Assédio Moral no Trabalho (AMT) para trabalhadores do transporte coletivo urbano de uma capital do Brasil. Foi realizado um estudo como misto, com 382 trabalhadores, que responderam um questionário de dados sociodemográficos, a Escala Laboral de Assédio Moral e a questões relacionadas ao conhecimento sobre essa violência. Os resultados demonstraram diferença entre o quantitativo de trabalhadores identificados como alvos de AMT pelos itens da escala (48,69%) e aqueles que se reconhecem como assediados (36,34%). A dimensão "condições de trabalho" foi a mais frequentemente citada na amostra. As definições de AMT relacionaram-se com humilhação, desrespeito e constrangimento. Apesar de terem conformidades conceituais com a literatura, estas categorias demonstraram um conhecimento simplificado, salientando elementos objetivos. Conclui-se que essa violência só poderá ser eficazmente com sua definição clara e distinta de outras formas de sofrimento decorrente do trabalho (AU).

The study identified the occurrence and knowledge about Workplace Bullying (WB) for workers in urban public transport in a Brazilian capital. This mixed study was done, with 382 workers answered a sociodemographic data questionnaire, the Bullying Labor Scale and questions related to knowledge about this violence. The results showed a difference between the quantitative of workers identified as targets of WB by the items of the scale (48.69%) and those who recognize themselves in this situation (36.34%). The dimension "work conditions" was the most frequently mentioned in the sample. The definitions of WB were related to humiliation, disrespect and embarrassment. Despite having conceptual conformities with the literature, these categories demonstrated a simplified knowledge, emphasizing objective elements. It is concluded that violence can only be prevented with its clear and distinct definition from other forms of suffering in the workplace (AU).

El estudio identificó la ocurrencia y el conocimiento sobre el acoso laboral (AL) en el para los trabajadores en el transporte público urbano en una capital brasileña. Se realizó un estudio mixto, con 382 trabajadores respondieron un cuestionario de datos sociodemográficos, la Escala Laboral de Acoso y preguntas relacionadas con el conocimiento sobre esta violencia. Los resultados mostraron una diferencia entre el cuantitativo de trabajadores identificados como objetivos de AL por los ítems de la escala (48.69%) y aquellos que se reconocen como acosados (36.34%). La dimensión "condiciones de trabajo" fue la más frecuente en la muestra. Las definiciones de AL estaban relacionadas con la humillación, la falta de respeto y la vergüenza. A pesar de tener conformidad conceptual con la literatura, estas categorías demuestran conocimiento simplificado, destacando elementos objetivos. Se concluye que esta violencia solo puede prevenirse con su definición clara y distinta de otras formas de sufrimiento resultantes del trabajo (AU).

A incompletude dos contratos de ônibus nos tempos da COVID-19 / La incompletitud de los contratos de autobús en tiempos de COVID-19 / Incomplete contracts for bus service during the COVID-19 pandemic

Resumo A pandemia da COVID-19 impõe sérios desafios ao setor de transporte público por ônibus. A queda da demanda em razão do isolamento social, a intensificação dos procedimentos de higienização, a aquisição de equipamentos de proteção individual e as restrições de lotação dos veículos ameaçam a viabilidade econômico-financeira do transporte coletivo brasileiro. A pandemia da COVID-19 pode ser caracterizada como um evento de força maior, ensejando reequilíbrio econômico-financeiro dos contratos de concessão de transporte público por ônibus. Entretanto, esta solução precisa ser buscada conjuntamente, pelo poder público e pelas empresas de transporte urbano, para garantir os interesses e as necessidades de ambas as partes. Este artigo sugere ações estratégicas para que o transporte coletivo continue operando durante a pandemia e os acordos de reequilíbrio econômico-financeiro estejam alinhados com o interesse público. A superação das incertezas e consequências causadas pela pandemia exige a criação de relações de confiança e apoio mútuo entre inciativa privada (operadores) e governo.

Resumen La pandemia de COVID-19 impone desafíos serios para el sector de transporte público por autobús. La caída de la demanda en función de las medidas de aislamiento social, la intensificación de los procedimientos de higiene, la adquisición del equipo de protección para los trabajadores y las restricciones en cuanto al número de pasajeros por vehículo amenazan la viabilidad económica-financiera del transporte colectivo brasileño. La pandemia de COVID-19 se puede caracterizar como acontecimiento de fuerza mayor que propicie el reequilibrio económico-financiero de contratos de concesión de transporte público por autobús. Sin embargo, esta solución debe buscarse en forma conjunta, por el gobierno y las empresas de transporte, para garantizar los intereses y las necesidades de ambas partes. Este artículo sugiere acciones estratégicas para que el transporte colectivo continúe funcionando durante la pandemia y los acuerdos de reequilibrio económico-financiero se alineen con el interés público. La superación de las incertidumbres y consecuencias de la pandemia requiere la creación de relaciones de confianza y apoyo mutuo entre la iniciativa privada (operadores) y los gobiernos.

Abstract The COVID-19 pandemic poses serious challenges for the public bus service. The fall in demand due to social distancing measures, the intensification of hygiene procedures, the acquisition of personal protective equipment, and restrictions on vehicle capacity threaten the financial viability of Brazilian public transportation. The COVID-19 pandemic may be characterized as a force majeure event, giving rise to an economic-financial balancing of public bus service contracts. However, this solution must be built by the public administration and transport companies to guarantee the interests and needs of both parties. Therefore, this article offers strategies to continue operating the service during the pandemic and to achieve economic and financial equilibrium protecting the public interest. Overcoming the uncertainties and consequences caused by the pandemic requires relationships of trust and mutual support between the private sector (operators) and government.

Health protection guideline of public transport during the novel coronavirus pneumonia(NCP) outbreak / 中华预防医学杂志

This guideline is applicable to the infection prevention and control of staffs and travelers on public transport during the novel coronavirus pneumonia outbreak.

Disinfection guideline of public transport during COVID-19 outbreak / 中华预防医学杂志

This guideline is applicable to the infection prevention and control of staffs and travelers on public transport during COVID-19 outbreak.

Factores de riesgo asociados al síndrome metabólico en conductores del transporte público en Cochabamba Bolivia / Risk factors associated with Metabolic Syndrome in car drivers of the public transport from Cochabamba Bolivia

Introducción: el Síndrome Metabólico es un desorden complejo que incrementa el riego de desarrollar Diabetes Mellitus tipo 2 y Enfermedades cardiovasculares. Objetivo: analizar la prevalencia de factores de riesgo asociados al síndrome metabólico en conductores del transporte público en Cochabamba-Bolivia. Métodos: estudio observacional, analítico de corte transversal, en una población de referencia de N=246 conductores de 6 líneas de transporte de la zona sud de Cochabamba-Bolivia; alcanzando una muestra de n=69 sujetos de estudio y aplicando la metodología STEPS de la OPS/OMS. Se utilizó Chi cuadrado (X²) para la asociación estadística con el sexo; regresión logística bi-variada y multivariada para la obtención del OR crudo y ajustado en relación a los factores de riesgo asociados al SM. Resultados: las prevalencias de los factores de riesgo asociados a Síndrome Metabólico fueron: STEP-1: Tabaquismo 20,3%; consumo actual de alcohol 63,8%; bajo consumo de frutas y vegetales 94,2%; sedentarismo o bajo nivel de actividad física 66,7%. STEP-2: sobrepeso 47,8%; obesidad 37,7%; cintura de riesgo u obesidad abdominal 37,7% y presión arterial elevada en 36,4%. STEP3: Glicemia alterada en ayunas 43,9%; Resistencia a la Insulina 47,8%; colesterol total elevado 56,1%; Triglicéridos elevados 66,7% y HDL-colesterol reducido en el 60,6%. Conclusión: el síndrome metabólico es altamente prevalente en la población de conductores del transporte público de la zona sud de la ciudad de Cochabamba (79,3%); asociado al tiempo de trabajo en el rubro, el incremento de edad, la ausencia de pareja y la situación de trabajo.

Background: metabolic Syndrome is a complex disorder that increases the risk of developing Diabetes Mellitus type 2 and cardiovascular diseases. Objective: to analyze the prevalence of risk factors associated with the metabolic syndrome in drivers of public transport in Cochabamba, Bolivia. Methods: a cross-sectional study was conducted, in a reference population of N= 246 car drivers of 6 transport lines in the south zone forme Cochabamba-Bolivia; reaching a sample of n = 69 study subjects and applying the PAHO / WHO STEPS methodology. Chi-square (X²) was used for the statistical association with sex; bi-varied and multivariate logistic regression to obtain the crude and adjusted OR, in relation to the risk factors associated with the MetS. Results: the prevalences of risk factors associated with Metabolic Syndrome were: STEP-1: Smoking 20,3%; current alcohol consumption 63,8%; low consumption of fruits and vegetables 94,2%; sedentary lifestyle or low level of physical activity 66,7%. STEP-2: overweight 47.8%; obesity 37.7%; waist risk or abdominal obesity 37,7% and high blood pressure in 36,4%. STEP3: Hyperglycemia in fasting 43,9%; Insulin resistance 47,8%; high total cholesterol 56.1%; Triglycerides elevated 66,7% and HDL-cholesterol reduced 60,6%. Conclusion: the metabolic syndrome is highly prevalent in the population of drivers of public transport in the south zone from Cochabamba city (79,3%); associated with working time in driving, increase with age, in singles and the employers.

Level Of Indoor Air Quality Among Malaysian Commuter Users: A Case Study

@#Research on environmental ergonomics of train/commuter is very limited. Thus, this study was conducted with aims to determine the environmental ergonomic of public transport, whether it is in accordance to indoor air quality standard inside women coach cabin train during operations. Although the number of passengers is increasing, some claimed that the indoor air quality for the Malaysian commuter train is uncertain, especially at peak times. Unsatisfactory feedback from some respondents—especially female passengers—will affect other passengers to remain loyal to use this facility as one of the main transportation to reduce the traffic congestion that will be faced if using private vehicles. The study conducted during peak hours on the weekends and the trip took exactly two hours and covered 18 main stations. The measurement devices placed at the centre of the cabin Komuter using Air Quality Meter (AIRFLOW Instrument Model TA465). The main parameters measured were temperature, humidity, and carbon dioxide (CO2). This study also counts the number of passengers riding the train. The results showed that the indoor air quality (AIQ) level of the morning hour will affect passengers’ health more compared to the evening hour (this is due to the CO2 level that has exceeded the safety standard). Morning hour gave higher reading of CO2 (43.8%) and relative humidity (17%) compared to evening hour. Evening hours also showed greater temperature at 3%. The findings can give awareness to the train company to improve the IAQ by installing a suitable ventilation system and can give comfort to the passengers when travelling using Malaysian commuter train The results showed that the indoor air quality (AIQ) level of the morning hour will affect passengers’ health more compared to the evening hour (this is due to the CO2 level that has exceeded the safety standard). Morning hour gave higher reading of CO2 (43.8%) and relative humidity (17%) compared to evening hour. Evening hours also showed greater temperature at 3%. The findings can give awareness to the train company to improve the IAQ by installing a suitable ventilation system and can give comfort to the passengers when travelling using Malaysian commuter train.

A produção social da organização do transporte coletivo urbano rodoviário de Porto Alegre - 2012-14 / La producción social de la organización del transporte urbano por autobuses de Porto Alegre - 2012-14 / The social production of the organization of the public bus system in Porto Alegre — 2012-14

Este artigo analisa a produção social do transporte coletivo urbano rodoviário de Porto Alegre tendo como referência a teoria da produção social (TPS) proposta por Carlos Matus, que explica como a realidade social é produzida por atores que atuam sob condicionamentos e restrições. O estudo analisa interpretativamente dados secundários a partir das categorias da TPS. Considerando os fatos sociais que resultaram em acumulações e na alteração da regra do jogo, bem como os atores sociais envolvidos, sua motivação e recursos que mobilizam, evidencia-se a relevância das ações do Bloco de Lutas pelo Transporte Público no processo de produção social analisado. Destacam-se, também, as contribuições da TPS para analisar as políticas públicas como parte de um processo de interação entre atores sociais, localizados no aparelho de Estado e fora dele.

Ese artículo analiza la producción social del transporte colectivo urbano por autobuses en Porto Alegre tomando como referencia la teoría de la producción social (TPS) propuesta por Carlos Matus, que explica como la realidad social es producida por actores que actúan bajo condicionamientos y restricciones. El estudio analiza interpretativamente datos secundarios a partir de las categorías de la TPS. Considerando los hechos sociales que resultaran en acumulaciones y en la alteración de la regla del juego, así como los actores involucrados, sus motivaciones y los recursos que movilizan, el trabajo evidencia la relevancia de las acciones del Bloque de Luchas por el Transporte Público en el proceso de producción social analizado. Destaca, también, las contribuciones de la TPS para analizar políticas públicas como parte de un proceso de interacción entre actores sociales, localizados en el aparato del Estado y fuera de él.

This paper analyses the social production of the public bus service in Porto Alegre, taking the Theory of Social Production (TSP) by Carlos Matus as reference. TSP explains how social reality is produced by actors acting under certain conditions and restrictions. Secondary data is interpretatively analyzed using categories from TSP. Considering social facts that resulted in accumulations and changes to the rules of the game, as well as the social actors involved, their motivations and the resources they mobilize, the study demonstrates the relevance of the Public Transport Struggle Front in the process of social production under analysis. It also highlights the contributions of TSP in the analysis of public policies as part of a process of interaction between social actors, located both within and outside the State apparatus.

Envelhecimento populacional, gratuidades no transporte público e seus efeitos sobre as tarifas na Região Metropolitana de São Paulo / /Population aging and the effects of free public transport on the fares in the metropolitan region of São Paulo / /Envejecimiento de la población, gratuidad en el transporte público y sus efectos sobre las tarifas en la Región Metropolitana de São Paulo

No Brasil, estudantes, crianças de até quatro anos de idade e idosos com 65 anos ou mais têm direito a descontos parciais ou totais em viagens urbanas nos sistemas de transporte público. Esses descontos não são cobertos por fundos públicos, mas sim por subsídio cruzado cobrado dos demais usuários que pagam a tarifa cheia. Neste estudo, são estimados os efeitos do envelhecimento populacional sobre o preço das passagens do transporte público nas próximas quatro décadas na Região Metropolitana de São de Paulo (RMSP), a maior região metropolitana do país. As análises são baseadas nos dados da Pesquisa Origem-Destino, realizada em 2007 na RMSP, e nas projeções demográficas elaboradas pelo IBGE e pela Fundação Seade para 2020, 2030 e 2050. Considerando os diferentes períodos de projeção populacional, adaptou-se a técnica de padronização direta para simular as mudanças esperadas na composição das viagens do sistema de transporte, em termos de passageiros pagantes e não pagantes. Os resultados indicam que, no curto prazo (2020), o envelhecimento populacional estimado para ocorrer na RMSP teria efeito modesto sobre o número total e a composição etária das viagens realizadas no transporte público da região. No médio e longo prazos, contudo, o crescimento previsto na proporção de passageiros com gratuidades poderia ocasionar aumento no sobrepreço da tarifa, com elevação de seu valor em cerca de 10% e de 20%, caso seja mantido o mecanismo de subsídios cruzados...

In Brazil, students, children under four years of age and people aged 65 and over are entitled to partial or full concessions on urban travel in public transport systems. These discounts are not covered by public funding, but rather via cross-subsidization charged to the other service users who pay the full fare. In this study, the effects of population aging on public transport fares for the next four decades in the metropolitan region of São Paulo (MRSP), the largest metropolitan area in Brazil, are estimated. The analyses in this paper are based on data from the Pesquisa Origem-Destino (Origin-Destination Survey), carried out in 2007 in the MRSP, and on official population projections developed by IBGE (the Brazilian Institute of Geography and Statistics) and Fundação Seade (the Seade Foundation) for the years 2020, 2030 and 2050. Considering the different periods of population projection, the technique of direct standardization to simulate expected changes in the composition of public transport trips was utilized, in terms of paying and non-paying passengers. The results indicate that, in the short term (2020), population aging expected to occur in the MRSP should have a modest effect on the total number and age composition of public transport trips in the region. However, if the current cross-subsidization mechanism is maintained, the expected growth in the percentage of non-paying passengers could result in an increase in fares by about 10% and 20% in the medium and long terms...

En Brasil, los estudiantes, los niños menores de 4 años y las personas de 65 años o más tienen derecho a descuentos parciales o totales en los viajes urbanos en los sistemas de transporte público. Estos descuentos no son cubiertos por fondos públicos, sino por un subsidio cruzado cobrado a los demás usuarios de los servicios que pagan la tarifa completa. En este estudio, se estiman los efectos del envejecimiento de la población sobre el precio de los pasajes del transporte público en las próximas cuatro décadas en la Región Metropolitana de São Paulo (RMSP), la mayor región metropolitana del país. Los análisis se basan en los datos de la Encuesta de Origen-Destino realizada en 2007 en la RMSP y en las proyecciones demográficas elaboradas por el IBGE y por la Fundación SEADE para 2020, 2030 y 2050. Teniendo en cuenta los diferentes escenarios de proyección de la población, se utiliza la técnica de estandarización directa para simular los cambios esperados en la composición de los viajes del sistema de transporte en términos de pasajeros que pagan y que no lo hacen. Los resultados indican que, en el corto plazo (2020), el envejecimiento de la población estimado en la RMSP tendría un efecto modesto sobre el número total y la composición por edades de los viajes realizados en el transporte público de la región. En el mediano y el largo plazo, sin embargo, el aumento previsto de la proporción de pasajeros con el beneficio de la gratuidad podría causar un incremento del sobreprecio de la tarifa, con una elevación de su valor de entre el 10% y el 20%, en caso de mantenerse el mecanismo de subsidio cruzado...

Lógicas colectivas en el servicio público de transporte de pasajeros en Bogotá / Collective Logics in Public Transport for passengers in Bogotá

Este artículo expone las lógicas colectivas presentes en el servicio de transporte público en Bogotá, las cuales se establecieron con un estudio de corte cualitativo, aplicando el método de problematización recursiva. Se encontró que las lógicas se establecen con base en prácticas de pactos de complicidad de carácter bimodal entre conductores y personas. Los pactos tienen como base un trípode de sentidos sobre lo público: desinstitucionalización, homogenización y degradación.

This paper describes the collective logic present in the public transport in Bogotá which established a qualitative study using the method of problematizing recursive. It was found that the logic is established based on complicity pacts. This practice has a bimodal character between drivers and people. The agreements are based on a tripod on the public senses that are deinstitutionalization, homogenization and degradation.

A mobilidade urbana: uma agenda inconclusa ou o retorno daquilo que não foi / Urban mobility: an unfinished agenda or the return of what never was

O texto apresenta um resgate histórico das políticas de mobilidade urbana no Brasil, demonstrando como o tema foi tratado conforme o contexto político nas últimas décadas. O foco recai no período de redemocratização até os dias atuais, apresentando os avanços e desafios do setor, ilustrados nas demandas da sociedade e nas respostas governamentais. São estabelecidos os vínculos das pressões populares com a criação de marcos institucionais, estruturas administrativas e instrumentos financeiros em prol da melhoria da oferta dos serviços de transporte público coletivo, bem como os sucessos, fracassos e incompletudes das soluções criadas para suprir os anseios sociais. Com base nessa análise são sugeridas algumas direções, entendidas como contribuições ao recente retorno do tema à agenda decisória dos governos

This text presents a historical review of recent urban mobility policies in Brazil. The focus is on the democratization period to the present day, showing the progress and challenges of the sector. An effort is made to establish a link between popular pressures and new regulatory, administrative and financial structures in order to improve the provision of public transportation services. The text also analyses the successes, failures and incompleteness of solutions designed to meet social expectations. Based on this analysis some contributions to better approach to the subject are suggested.

Transporte público, mobilidade e planejamento urbano: contradições essenciais / Public transportation, mobility and urban planning: essential contradictions

A essência dos problemas que acometem a mobilidade cotidiana nas cidades brasileiras remete à combinação de condicionantes históricas, como a manutenção de pactos de poder que aglutinam setores conservadores da sociedade. Nesses pactos convergem proprietários fundiários urbanos, promotores imobiliários que a eles se coligam e o próprio empresariado de transporte público. Esses, como lhes convêm, mantêm dissociados a eficiência econômica da eficácia dos serviços de transportes, mantendo seu equilíbrio contábil a despeito da qualidade do serviço. Nesse contexto, urgem novas infraestruturas, intermodalidades com novos modais de transporte urbano, políticas mais expressivas de subsídios, rigoroso planejamento do uso do solo, bem como uma atuação mais incisiva do Estado enquanto regulador, planejador e fiscalizador.

The essence of the problems that affect the urban mobility in brazilian cities refers to the combination of historical conditions, such as maintaining pacts of power that coalesce reactionary sectors of society. These pacts converge urban land owners, developers that they met together and even entrepreneurs of public transport. These, as suit them, keep dissociated efficiency and effectiveness of transportation services, keeping your balance accounting despite the quality of service. In this context, it's essencial new infrastructures, intermodality with new modes of urban transport, subsidy policies more expressive, rigorous planning of land use, as well as a more incisive role of the State as regulator, planner and controller.

Secondhand smoke in public places: Can Bangalore metropolitan transport corporation be a role model for effective implementation of cigarette and other tobacco products Act, 2003.

Background : The Indian government enacted 'The cigarettes and other tobacco products act, 2003' (COTPA), which prohibits smoking in public places. Aim : To validate the efficacy of the Act of 2003, enacted by the Government of India, to prevent secondhand smoking in public places. Settings and Design : The study is based on a non-random sample survey of 2,600 bus passengers carried out in the premises of three mega public road transport organizations in Karnataka state, India, in June 2007. Methods and Material : The information was gathered through administration of structured schedules. A sample of 1,000 each for the terminus of Bangalore Metropolitan Transport Corporation (BMTC) and Karnataka State Road Transport Corporation (KSRTC) in Bangalore and, 600 for North West Karnataka Road Transport Corporation (NWKRTC) in Hubli-Dharwad city was distributed proportionately according to the number of platforms in each terminus. Statistical Analysis Used : Simple Averages. Results : There is some reduction in smoking in general as perceived by 69% of the passengers as compared to the scenario a year before the enactment of COTPA. The observed smoking is lower in the bus premises of BMTC where there is strict regulation, and higher in the bus premises of NWKRTC, which has not taken any regulatory measures. Conclusions : Knowing smoking is banned in public places can itself create awareness depending on the coverage extended by media and implementing an agency to reach the public. The implementation of an act depends on the willingness of stakeholders to act upon it. The implementation of COTPA as done by BMTC could well become a role model for replication elsewhere, if BMTC can strive harder to accomplish a 100% smoke-free zone.

Tecnologia e trabalho: sentidos produzidos no cotidiano do transporte coletivo / Technology and work: meanings produced in daily transportation

Objetivamos compreender os sentidos produzidos por cobradores de ônibus sobre as tecnologias. As observações de cunho etnográfico (no terminal e nos ônibus), com uso do Diário de Campo, formaram a base para as entrevistas com os cinco cobradores e um motorista. A psicóloga e o gerente de tráfego também foram entrevistados. A partir do referencial teórico-metodológico do construcionismo social, criamos duas categorias de análises: a) implantação do Sistema Integrado e mudanças no trabalho; e b) os sentidos da tecnologia em uso no transporte. Esta última reúne sentidos tanto positivos (tecnologias incorporadas) quanto antagônicos (embarcadas). A catraca, principal representante das tecnologias embarcadas, agiliza e traz maior segurança e é também a causa de maior controle do trabalho e da insegurança em relação ao futuro. A tecnologia, vista como responsável pela submissão e substituição do trabalhador, desconsidera qualquer relação sócio-histórica nela materializada.

We aim to understand the meanings produced by bus collectors about technologies. The ethnographic observations (in the integrated bus station and in the bus), using Field Diary, formed the basis for interviews with five collectors and a driver. The psychologist and the traffic manager were also interviewed. From the social constructionism theoretical-methodological approach two categories of analysis were developed out: a) implementation of the Integrated System and changes at work and b) the meanings of the technology used in the transport. This last meeting meanings both positives (incorporate technologies) and antagonistic (on-board). The turnstile, the main representative of on-board technologies, accelerates and increases safety and is also the cause of greater control of work and uncertainty about the future. The technology, seen as being responsible for the submission and substitution of the worker, disregarding any social-historic relationship materialized in it.

Síndrome de burnout no setor de transporte de Natal / The burnout syndrome in the transport system of Natal

Reconhecendo-se a importância que o ambiente de trabalho tem para a saúde mental, o objetivo desse estudo foi investigar a relação entre a síndrome de burnout e as fontes de desgaste físico e emocional no setor de transporte coletivo urbano da cidade de Natal. A pesquisa foi realizada com 412 motoristas e cobradores de duas empresas. Para coleta dos dados, aplicaram-se dois questionários e uma ficha sociodemográfica. O primeiro, construído e validado durante a pesquisa, investigou as fontes e o segundo, a síndrome. Entre os resultados, confirmou-se a prevalência da síndrome e que a principal fonte de desgaste físico e emocional que a prediz é o fator referente a conflitos de valores e ausência de equidade no ambiente de trabalho.

Recognizing the importance that the work environment has on the mental health, the objective of this study was to investigate the relationship between the burnout syndrome and the sources of physical and emotional exhaustion in the urban public transport system in the city of Natal. The research was carried out with 412 professional drivers and moneychangers of two enterprises. To collect the data, two questionnaires and a social-demographic form were applied. The first questionnaire, developed and validated during the research, evaluated the sources of burnout, while the second questionnaire evaluated the factors of the referred syndrome. The results showed the prevalence of the burnout syndrome and that the main source of emotional and physical exhaustion that predicts it is a factor about conflicts of values and lack of equity at the workplace.