# Urban Traffic and Pollution in the Metropolitan Region of São Paulo (MRSP): Active Transportation as a Mitigation Measure

Izolina Margarida Souza, Alexandre Formigoni, Silvia Pierre Irazusta, Ana

Aniceto, Lucas Santos Queiroz, Eliane Antonio Simões, Rosinei Batista

Ribeiro, José Silva, Fabricio José Piacente

► To cite this version:

Izolina Margarida Souza, Alexandre Formigoni, Silvia Pierre Irazusta, Ana Aniceto, Lucas Santos Queiroz, et al.. Urban Traffic and Pollution in the Metropolitan Region of São Paulo (MRSP): Active Transportation as a Mitigation Measure. IFIP International Conference on Advances in Production Management Systems (APMS), Sep 2022, Gyeongju, South Korea. pp.582-592, 10.1007/978-3-031-16407-1_68 . hal-05386125

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# Urban Traffic and Pollution in the Metropolitan Region of São Paulo (MRSP): Active Transportation as a Mitigation Measure

Izolina Margarida Souza<fnref n="1" />(✉) ID, Alexandre Formigoni<fnref n="1" />,<fnref n="3" /> ID,
Silvia Pierre Irazusta<fnref n="1" />,<fnref n="2" /> ID, Ana Paula Paglione Aniceto<fnref n="1" /> ID, Lucas Santos Queiroz<fnref n="3" /> ID,
Eliane Antonio Simões<fnref n="1" /> ID, Rosinei Batista Ribeiro<fnref n="1" /> ID, José Wilson Jesus Silva<fnref n="4" /> ID,
and Fabricio José Piacente<fnref n="1" /> ID

**Abstract.** Progression of population index and economic development in large urban centers, especially in the Metropolitan Region of São Paulo (MRSP), have caused a high rate of pollutant emissions from industries and mainly from the burning of fossil fuels due to excess of motor vehicles generating, as serious consequences of congestion, degradation of air quality, ecosystem and human health. Measures are being taken in several parts of the world in search of alternatives that can make mobility more sustainable. The purpose of this article is to present, by means of exploratory research and a bibliographic review, an active mobility alternative that can promote reduction of emissions and contribute to improving the quality of air and life of the urban population, from and a new culture and positive public policy actions. To search for articles, database of the “Web of Science” platform was used. Documentary analysis pointed to the use of bicycles as an active mobility resource for contributing not only to reducing emissions and improving air quality, but also to promoting a better quality of life for users by means of practice of physical activity, directly impacting them, in public health.

**Keywords:** Pollution · Urban mobility · Bicycle

## 1 Introduction

The arrival of large industries in Brazil in 1930 and their concentration in the Southeast region caused an accelerated growth for cities and provoked a great exodus from the countryside in search of jobs (Matos 2012). Real estate speculation led people to settle

<footnote n="1">¹ Centro Paula Souza, Unidade de Pós-graduação, extensão e pesquisa, Mestrado Profissional em Gestão e Tecnologia em Sistemas Produtivos, São Paulo, Brasil

guidariana@hotmail.com, silvia.irazusta@fatec.sp.gov.br, ana.aniceto2@etec.sp.gov.br, {eliane.simoes,rosinei.robeiro, fabricio.piacente}@cpspos.sp.gov.br</footnote>

<footnote n="2">² Fatec Sorocaba - José Crespo Gonzales, Sorocaba, Brasil</footnote>

<footnote n="3">³ Fatec Zona Leste, São Paulo, Brasil</footnote>

<footnote n="4">⁴ UNIFATEA – Centro Universitário Teresa D’ávila, São Paulo, Brasil</footnote>
in peripheral regions requiring them to take longer trips to work, compromising urban mobility.

Urban mobility can be understood as the mode of locomotion of people and goods in cities, regardless of the means of transport used, admitting collective, individual, motorized or not transport (Pero and Stefanelli 2015) and is considered a sustainable activity when the movement of people and products occurs rationally, with minimal impacts on the environment (Pedro et al. 2017). By promoting the connection of people relating the city and the opportunities offered such as school, work, entertainment, health, among others, rational urban mobility can favor socioeconomic development, if it uses an inclusive road system that preserves environmental quality (Gomide and Galindo 2013). According to Saldiva (2018), the quality of life of people in large cities is linked to poor transportation management, as a 3-h trip to work or study can harm both physical and mental health, directly impacting public health costs.

According to CETESB (in Portuguese, 2021), the poor air quality in the Metropolitan Region of São Paulo (RMSP) comes from industries, but mainly from vehicles and favors the decline in the quality of life of residents of these regions. In 2019, the RMSP concentrated 48% of the state fleet in just 3.2% of the territory, highlighting that, according to the IBGE (2020), 21.9 million inhabitants reside in the RMSP and that number equivalent to 47% of the state's population. This scenario is responsible for congestion caused by excess vehicles, which lead to poor use of public spaces, noise pollution, impaired mobility, poor quality of life, poor air quality, high number of deaths from accidents and cardiorespiratory diseases (Hess 2018).

The COVID-19 pandemic, which had its milestone registered in Brazil in February 2020, has become yet another great challenge to be managed by all the protagonists of the urban complex, and mobility was one of the most affected aspects, evidenced by factors as weaknesses of the public transport system. These circumstances enabled opportunities for changes both in public policies and in relation to people's behavior (Assagawa and Conti 2020). In view of the pandemic scenario, as in other parts of the world, in the RMSP, there was a great stimulus to the use of active transport, highlighting the use of bicycles, as a recommended and validated vehicle within the premises of the World Health Organization (WHO) for sustainable development, by promoting physical activity, avoiding the emission of polluting gases and favoring social distancing, which are unlikely situations when using public transport (WHO 2020).

The aim of this study, therefore, was to present a critical analysis of the environmental conditions in this region of the State of São Paulo, southeastern Brazil, based on official data and literature. The defense of the active mobility resource for large centers such as RMSP, implies public policy decisions and changes in citizens' habits, in order to contribute to the goals of reducing emissions, improving air quality and the population's life. Urban development, in line with the UN's sustainable development goals.
## 2 Metodology

As a methodology for this study, an exploratory research was carried out with the objective of understanding phenomena that involve the context of urban mobility and air pollution in the MRSP. A discussion about active transport in the MRSP was carried out, based on a bibliographic review, through the search in the database of the Web of Science Portal (free), considering only peer-reviewed articles published in the period of 2016 to 2021, using the keywords bicycle, mobility and São Paulo. Articles in Portuguese were analyzed, also involving the sub-themes urban mobility and urban area. This research also used documents from databases of official bodies such as IEMA Institute of Energy and Environment (IEMA, in Portuguese), Environmental Company of the State of São Paulo (CETESB, in Portuguese); Traffic Engineering Company (CET, in Portuguese); on websites of international organizations such as the World Health Organization (WHO) and United Nations (UN).

## 3 Results

The bibliographic survey carried out resulted, according to the adopted exclusion criteria, in 153 publications, of which 66 were publications in Portuguese. When the criterion of topics covered was applied, only 8 articles were obtained, of which, after reading and analyzing the objective of the research, 6 were selected for discussion.

In the study by Diógenes *et al.* (2017), 144 volunteers were interviewed, with the objective of identifying the challenges faced in the diffusion of the bicycle as a means of transport. The results pointed out 3 main limitations to the use of the bicycle, the driver's behavior (27%), lack of structure (25%) and urban violence (17%). Proving that there is still much to be done in terms of public policies in favor of bicycle users. In fact, the context of risk experienced by residents of large urban centers highlights the need for more wooded areas in the cycle path regions, which can mitigate the impacts of high temperatures in warmer regions and periods (Meneses and Sales 2018), corroborating the need for better structures to encourage the use of cycle paths. Considering user profile and risk exposure, Harkot *et al.* (2018) make an analysis focused on the mobility of women in relation to the number of users of active mobility, identifying that women make 55% of the trips on foot and only 12% of the trips by bicycle. The explanation would be, again, in the safety structure, since the number of women cyclists is greater when the structures are better.

Multi-criteria decision analysis (MCDA), transport-oriented development (TOD) and hierarchical analytical process (AHP) were the tools used to develop a model for prioritizing urban areas for integrated urban revitalization and sustainable mobility projects. These tools help decision-making by municipal managers to establish investment priorities considering demanded priorities versus resources, since they identify and characterize the troubled scenario of large cities, highlighting traffic and pollutants, as well as the budget constraints faced by agencies. Public (Costa and Lima 2019).
The Bike to Work Day is an event, which began in the United States in 1956, spread to other countries and, in Brazil, began in 2013, whose repercussions have shown that, despite global movements, public policies, warning about the changes necessary for better air and life quality, changing people's behavior is vitally important to overcome these challenges (Kruszielski and Patricio 2016). Events such as the Intermodal Challenge, Solidarity Carriage Week and World Car Free Day, are essential for more people to have the opportunity to experience the benefits that active mobility offers in terms of quality of life and, from there, become fans of this modal. The authors also emphasize the importance of the participation of destinations (employing companies), offering appropriate parking, prizes for cyclist employees, and spa facilities as ways to encourage the use of bicycles.

The use of bicycles in today's society, in addition to being an act of courage, urgency and necessity, is above all an act of resistance (Lucas and Rosin 2019; Felix et al. 2019), considering that in cities there are many spaces destined for parking spaces, large viaducts and other structures that prioritize motorized transport, which contradict the movements in favor of sustainability. In a special way, the work of Lucas and Rosin (2019), demarcate in their research, the actions that took place in São Paulo that segregated the urban space, favored the use of motor vehicles and moved bicycles away from large urban centers and, they also highlight, the importance of the role of cycle activism as a fundamental force for there to be more public policies and actions in favor of the resumption of bicycles as an important means of transport as a master plan and legislation that favors cyclists.

There is a consensus that the current situation of large urban centers is highly harmful to the physical and mental integrity of the people who share these spaces. Alternatives and solutions for improving air, traffic and people's quality of life still do not meet the UN's Sustainable Development Goals (SDGs).

# 4 Discussion

The growth of the world population along with economic development require more energy generation, results in the high rate of pollutant emissions from the burning of fossil fuels, especially by motor vehicles, in addition to industries, resulting in a high rate of degradation of air quality, which represents a great impact on human health and on resources destined for public health, especially for those who live in large urban centers (Abe and Miraglea 2018).

Air degradation is further aggravated by the common transport model in cities. The "origin and destination" survey deals with an inventory carried out every ten years by the São Paulo Metropolitan Company (Metrô) and, according to the latest data, from 2017, the percentage of trips made by public transport is 54%, while those carried out by individual transport represent 46%, that is, individual transport represents almost 50% of the total trips carried out, a fact that certainly explains the increase in pollution levels.
Although inefficient, the use of private cars is highly valued in our culture (CET, 2019). The emission of gases by the road modal impacts on the environmental panorama, pointing out the need to rethink new ways for the current logistics system. In addition, heavier vehicles still circulate in large numbers in the RMSP, adding to individual vehicles in pollutant emissions in the region (Ferioli and Rodrigues 2018). The result of this scenario is the increase in atmospheric carbon dioxide (CO₂) levels over the years, contributing to the worsening of the greenhouse effect, a phenomenon notably responsible for increasingly severe climate change (Leite 2020). In addition to negative consequences for the balance of ecosystems, these climate changes can aggravate the health problems of the population, directly implying the use of resources for Public Health.

Considering that the poor population is the most vulnerable, this environmental condition will further favor the existing inequalities in the field of health (Nunnenkamp and Corte 2017).

Greenhouse gases (GHG) are gases present in the atmosphere and are mostly composed of carbon dioxide (CO₂) produced by the combustion of fossil sources, as well as nitrogen oxides (NOx) and sulfur oxides (SOₓ), among other pollutants (Nunnenkamp and Corte 2017). Motor vehicles are responsible for about 60% of carbon monoxide (CO) emissions (CETESB, 2019). The rises in total CO emissions correspond to the evolution of mortality from respiratory (38%), cardiovascular (17%) and cardiorespiratory (24%) causes in the state of São Paulo between 2000 and 2018 (Saldiva 2012; Leite 2020). One of these studies (Lee *et al.* 2017), with volunteers exposed to a low concentration of CO for a short period of time (45 min), showed that these individuals had a drop in blood pressure and fatigue after inhalation. of the gas. The vulnerable population (elderly, children) and people who are more exposed to GHGs have a higher risk of mortality (Son *et al.* 2020).

More than 3 million deaths occurred worldwide in 2010 due to gas emissions from anthropogenic sources that are classified as carcinogenic and/or aggravating preexisting diseases (Torres *et al.* 2020). In the State of São Paulo, the CETESB inventory published in 2020 reports a downward trend in the levels of some pollutants over the last few years, as observed in the concentrations of non-methane hydrocarbons (HCNM) and particulate matter (MP), in 2007, or CO, in 2008 and NOx, in 2009 and SO₂, in 2013. These drops can be attributed, for example, to measures such as the installation of catalysts in cars, which became mandatory to from the 1990s. However, the RMSP still needs urgent actions, both for public policies and for the new habits of people who share urban spaces.

Aggravating these emissions of primary pollutants, there is the possibility of reactions between them, resulting in secondary pollutants. Acid rain, for example, consists of acids formed by the reaction of SO₂ or NO₂ with water present in the atmosphere. Sulfuric (H₂SO₄) and nitric (HNO₃) acids cause problems in metallic structures and monuments in the city, within a radius of up to 10 km from the place of the polluting source. In non-urbanized places, this acid rain can affect flora and fauna, agriculture, in addition to percolating into the soil, contaminating the water table (Callegaro *et al.* 2015).
The global environmental scenario, represented by the worsening of air pollution, has been discussed since the Stockholm Conference in 1972, when debating the need for reductions in the limits of emitted gases. The Paris Agreement, in 2015, the most recent treaty signed and determined that efforts must be made to contain global warming by 2100, with GHG reductions and consequent reduction in global temperature by at least 1.5 °C. At the last conference, COP26, the need for actions aimed at meeting the emission reduction targets towards “zero carbon” was intensified.

The issue of the high level of air pollution is a reality not only in the RMSP, but also in all major urban centers in the world and is an element of concern and discussion in various bodies representing the world, such as the United Nations. (UN) (Estrada Paneque et al. 2016; Arantes 2016; Machado 2019). Also in 2015, the UN Member States published the 2030 Agenda for Sustainable Development and, based on this document, each country determined how it would meet the 17 Sustainable Development Goals (SDGs). Regarding air quality, the number 3 stands out among the SDGs, which deals with health and well-being by reducing the mortality rate from respiratory diseases caused by environmental pollution, and number 11, which deals with Sustainable Cities and Communities, addressing in its chapter 11.6.2 the proposal to reduce the negative environmental impact per capita by the year 2030, reducing the average annual level of inhalable particles in cities, municipal waste management and others (UNITED NATIONS 2021; Fajersztajn et al. 2016; Guerra and Schmidt 2016; Rajagopalan et al. 2018).

The excess of vehicles presents in large urban centers, therefore, is extremely harmful, limits the use of public spaces, prevents the development of local commerce, increases the stress levels of people who waste a lot of time in traffic jams and delays, promotes excessive liberation of GHGs, harming health, quality of life and ecosystems. This perspective highlights the importance of joint actions to mitigate the negative impacts of this context on people's health. Thus, technological advances applied to the production of more sustainable fuels, as well as the development of motor vehicles that use different energy matrices, can contribute to the mitigation of these impacts. (Daemme et al. 2019; CETESB 2020), follows international standards and data - Emission of vehicular pollutants in the state of São Paulo.

Monitoring standards and establishment of limits for polluting agents are well defined by international organizations such as the WHO and the European Union, as well as by CETESB, the environmental control and monitoring body of the State of São Paulo. When making comparisons between CETESB data and the values determined by the WHO and the European Union, it is noted that in the average standard established by CETESB, the levels of pollutants would already be above those established in Table 1, internationally accepted (UNITED NATIONS 2021; Rajagopalan et al. 2018; Guerra and Schmidt 2016).

Based on these data, 5 monitoring patterns were created that can be observed in Table 1, where N1 is considered a good air quality and, N2, which is considered a moderate quality. From there, from N3 to N5, air quality is considered extremely harmful, impacting the health conditions even of people who do not have pre-existing diseases or who are not part of sensitive groups of which they are part, the elderly and children. With respiratory or heart problems (CETESB 2020).
<table><caption>**Table 1.** Index adopted by CETESB to classify air quality in the state of São Paulo. Source: CETESB (2021)</caption><thead><tr><th>Quality</th><th>Índice</th><th>CO (ppm) 8 h</th><th>NO<sub>2</sub> (µg/m<sup>3</sup>) 1 h</th><th>SO<sub>2</sub>(µg/m<sup>3</sup>) 24 h</th><th>Meaning</th></tr></thead><tbody><tr><td>N1 – Good Quality</td><td>0–40</td><td>0–9</td><td>0–200</td><td>0–20</td><td>Does not involve risks to the population</td></tr><tr><td>N2 – Moderate quality</td><td>41–80</td><td>>9–11</td><td>>200–240</td><td>>20–40</td><td>People from sensitive groups (children, the elderly and people with respiratory and heart diseases) may experience symptoms such as dry cough and tiredness. The general population is not affected</td></tr><tr><td>N3 – Bad</td><td>81–120</td><td>>11–13</td><td>>240–320</td><td>>40–365</td><td>The entire population may experience worsening symptoms such as dry cough, tiredness, burning in the eyes, nose and throat and also shortness of breath and wheezing. Even more serious effects on the health of sensitive groups (children, the elderly and people with respiratory and heart diseases)</td></tr><tr><td>N4 – Too bad</td><td>121–200</td><td>>13–15</td><td>>320–1130</td><td>>365–800</td><td>The entire population may experience worsening symptoms, such as dry cough, tiredness, burning in the eyes, nose and throat, as well as shortness of breath and wheezing. More serious the health of groups and diseases (even children with respiratory and heart diseases)</td></tr><tr><td>N5 – Extremely harmful</td><td>>200</td><td>>15</td><td>>1130</td><td>>800</td><td>The entire population can be at serious risk of manifestations of respiratory and cardiovascular diseases</td></tr></tbody></table>

The reports generated, whose data can be monitored on the agency's website. Active mobility, understood as a means of locomotion by human propulsion, carried out on foot or by bicycle, in general, does not have a good infrastructure in most Brazilian cities. Services related to non-motorized transport are not prioritized in the formulation of policies public policies that favor active transport (Pojani and Stead 2018). This fact opposes the UN and WHO premises, with regard to encouraging and valuing active mobility, also because it reduces sedentary lifestyle and provides an opportunity to carry out activities
physical activities, improving not only the environment, but the quality of life of citi-
zens. The Vehicle Emissions Prediction Model (VEPM), developed in New Zealand was
used to calculate the average emissions of light vehicles per kilometer driven, consid-
ering CO, CO2, NOx gases, volatile organic compounds (VOC) and particulate matter
(PM10). The VEPM identified benefits of adopting active transport when applied to a
short trip. The change from cars to bicycles in just 5% of trips with a mileage less than or
equal to 7km, resulted in a reduction in the use of 22 million liters of fuel and a reduction
in CO2 by 50 thousand metric tons, which represents about 0.4% of the total emission
of greenhouse gases emitted by road transport (Lindsay 2011).

Studies show that the number of bicycle users has increased in the RMSP, especially the city of São Paulo. Data from the Origin Destination survey (Pesquisa OD 2017) show that bicycle use increased from 304 to 377 thousand bicycles, corresponding to a 24% increase between 2007 and 2017. Points of São Paulo from the year 2019, it was possible to identify the gradual increase of bicycle users in the West Zone and in the South Zone of the city, representing an increase of almost 30% during the month of April of the year 2020 (Acioli 2020).

The use of bicycles as a means of urban transport is influenced mainly by factors
such as the reduction of parking spaces and intense car traffic in large centers. Some
French cities, for example, achieved a reduction in traffic jams and the emission of
polluting gases and, in the long term, the adoption of this practice was reflected in
the better quality of life and health of people (Milheiro 2016). Bicycle use increases
blood circulation, aiding reasoning, providing hormonal discharges such as serotonin,
promoting improvements in lung capacity over time, in addition to reducing sugar and
fat levels, increasing lean mass (Trindade 2016; Ferreira and Costa 2018).

Thus, active transport presents itself as an important part of the solution to the
public health challenges of the 21st century, which result from global climate change,
air pollution and physical inactivity. By adopting the use of 75 thousand bicycles, it is
possible to reduce 6.5 tons of pollutants in the air (Manzoli 2009). In particular, the
pandemic increased the number of bicycle users in the south of the city of São Paulo
(Aciole 2020).

5 Final Considerations

The accumulative effect of air pollution, in the long term, shortens the life span of the
population, increases public spending on health issues and exacerbates long-established
inequality, where the periphery needs to move in the chaotic city traffic and is exposed.
More time for GHGs. This is also the low-income population that cannot invest in other
forms of active locomotion, depending on public transport and transit.

Even with the innovations in the field of product engineering by vehicle manufac-
turing companies, for example, using new energy matrices, the problems of traffic jams,
stress, exclusion and poor quality of life would persist. Active transport is an important
part of the solution to the public health challenges of the 21st century. Failure to act
on this mobility results in global climate change, air pollution and physical inactivity.
The greater the number of motor vehicle users, the greater the number of sedentary and
consequently potentially sick people.
No matter how much CETESB controls air quality standards, there is still a lot to be done for people's quality of life. There is an urgent need for changes in society's habits and the implementation of new public policies that favor walking and the use of bicycles as means of locomotion.

Although it is an extremely important issue, practically a question of survival that has driven actions around the world, the gap in the literature that deals with issues of urban mobility and quality of life in cities is evident.

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