Reprint of: The adoption of strategies for sustainable cities: a comparative study between Newcastle and Florianópolis focused on urban mobility

Journal of Cleaner Production xxx (2017) 1e14

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Reprint of: The adoption of strategies for sustainable cities: a
polis focused on comparative study between Newcastle and Floriano urban mobility
Baltazar Salgueirinho Oso
rio de Andrade Guerra a, *, Joa ~o Marcelo Pereira Ribeiro a, Jose a a Felipe Fernandez , Christopher Bailey , Samuel Borges Barbosa b, Samara da Silva Neiva a a b


polis, Santa Catarina, Brazil Universidade do Sul de Santa Catarina, Floriano
polis, Santa Catarina, Brazil Universidade Federal de Santa Catarina, Floriano

a r t i c l e i n f o

a b s t r a c t

Article history: Received 22 March 2015 Received in revised form 11 June 2015 Accepted 25 July 2015 Available online xxx

Cities have become important drivers in promoting strategies for sustainable development. The primary objective of this article is to analyze the differences between public transportation in Newcastle upon
polis, a city with great Tyne, the city considered the most sustainable in the United Kingdom, and Floriano potential for sustainable policies located in southern Brazil. This comparison may provide models, ideas
polis as a model of sustainability in South America. Therefore, and actions for the development of Floriano a comparative analysis is provided: to observe changes, build models, and verify similarities and differences, while seeking to discover which behaviors govern political and social phenomena in the area of urban sustainability. This paper provides a comparative description of social and economic indicators: gross domestic product (GDP) per capita, inflation, employment, as well as the historical population evolution of the two cities. This work contrasts the sustainable transport model used by Newcastle and
polis. This article is the first in a series to analyze the inthe reality of the transport needs of Floriano dicators for sustainable cities, focusing mainly on the reality of the South American city. © 2015 Elsevier Ltd. All rights reserved.

Keywords: Sustainability Transportation South America United Kingdom

1. Introduction Cities have experienced several major changes during the last three hundred years, mainly in the evolution of infrastructure. During the 1990s, new concepts and ideas emerged regarding global warming, challenging the traditional development model and seeing the emergence of themes related to sustainability, including the effects of urbanization on climate change. One estimate suggests that by 2055, 75% of the world population will be living in urban centers. Currently, 50% of the world population lives in large cities (Oliveira et al., 2013), and cities generate 70% of global GDP (Global City Indicators, 2012). These indicators will require cities to take into account climate change forecasts, in


polis, * Corresponding author. Rua Trajano, 219 e Centro, 88010 010, Floriano Santa Catarina, Brazil. E-mail addresses: [email protected] (J.B.S.O. de Andrade Guerra), [email protected] (J.M. Pereira Ribeiro), felipefernandez65@hotmail. com (F. Fernandez), [email protected] (C. Bailey), Samuelibia@yahoo. com.br (S.B. Barbosa), [email protected] (S. da Silva Neiva).

order to both limit future emissions and prepare for the disruptions that may result from environmental and economic decline. Currently, cities are responsible for major environmental challenges: air pollution, water contamination, depredation of natural resources, excessive consumption of fossil fuels, devastation of forests, and the usage of consumables produced from nonrenewable resources (Steward and Kuska, 2010). Neglecting the issue of sustainability will have global consequences in the long term, with poor countries e already lacking sufficient resources to address climate change e tending to suffer disproportionately (CSGG, 1996, p.159; Madlener and Sunak, 2011). Cities are centers of social and economic interactions, where civil society comes together to express ideas and celebrate customs. Hubs for promoting creativity and sustainability, cities provide opportunities for innovation in the technological and social arena (Mccormick et al., 2014; Cao and Li, 2011; Scarpin and Slomski, 2007; Egger, 2006; Cohen, 2006). The construction of the sustainable city concept requires us to measure and commit to enhancing and preserving urban quality of life (EU, 2011; Eryildiz and Xhexhi, 2012).

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Please cite this article in press as: de Andrade Guerra, J.B.S.O., et al., Reprint of: The adoption of strategies for sustainable cities: a comparative
polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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That concern has been discussed in international conferences, and within the UN Eight Objectives for the Millennium Development, the sustainability topic is presented simultaneously with quality of life and urbanism in the second millennium (UN, 2014). Due to strong human influence, cities are very important for sustainability, and the political and administrative decisions they make have direct implications on ecosystems and society itself (Andersson, 2006; Mori and Christodoulou, 2012; Goode et al., 2011). The sustainable city model, or “eco city” (Eryildiz and Xhexhi, 2012) emanates as a new paradigm in analyzing conceptions of development. Cities are defined by an administrative unit model that involves economic production and eco-efficient industry, while maintaining social harmony and culture with modern infrastructure, balanced with functional and vivid landscapes (Wang et al., 2011; Cao and Li, 2011). Therefore, sustainable cities are the path to effective policies consistent with the needs of future generations (CMMAD, 1991; Lachman, 1997; Costa et al., 2014). According to this objective, sustainable cities are those which meet specific requirements and characteristics structured within efficient and sustainable policies (Camagni et al., 1998; Black et al., 2002). Per Lachman (1997, p.13), for the maintenance of a sustainable metropolis, there is a need to develop policies consistent with the core objectives of sustainable development by forming a solid and efficient executive administrative structure. The conduct of this structure is analyzed by objectives and indicators made up of a sustainable guiding principle which allows the implementation of activities related to sustainability. In addition to alternatives developed by the UN, other important actions are already known to global civil society. Public transportation and cycling have been encouraged in Europe (Eryildiz and Xhexhi, 2012) and exemplify actions that provide a reduction in greenhouse gas emissions, an improvement in air quality, energy conservation, and the reduction of traffic jams in greater urban areas. Urban transport became an important element in the promotion of strategies towards sustainability, because it provides freedom of movement, as well as allowing a range of mobility options when properly executed, and enables the control of emissions contributing to global warming, representing a strategic sector in promoting sustainable development (Haghshenas et al., 2014; Hidalgo and Huizenga, 2013). As cities grow and expand, transportation systems should be periodically reviewed and adapted so that they function with dynamism and evolve in tandum, seeking to avoid imbalances between supply and demand. Furthermore, ideal systems provide for dynamic traffic management, allowing users to predict transit times and costs so they can rely on the system with greater certainty (SCIENCEJRANK, 2013). One of the challenges posed by booming urban populations is the question of mobility. This is becoming an increasingly greater challenge in large cities located mainly in developing countries (Gakenheimer, 1999). In this research project, public transit systems are addressed as a set of elements that aim to facilitate passenger movement in an urban center. In a broader sense, public transport systems can also be described as a complex system of interrelationships, involving infrastructure, transport demand, economics, politics/public policy, and land use planning and regulations (Matulin et al., 2011). Careful reflection of urban mobility requires consideration of sustainable development, governance and behavior. What are the similarities and differences between the existing
polis? To transport infrastructure found in Newcastle and Floriano answer this question, this paper analyzes the transportation infrastructure in Newcastle upon Tyne, the city considered the most


polis, a city with sustainable in the United Kingdom, and Floriano great potential for sustainable policies located in southern Brazil. 2. Theory The objective of this project is to select, among high impact journals, indicators used by the authors to define models and best practices for sustainability in public transportation. To achieve this goal, the authors have selected journals with an impact level above 3.5 in the area of sustainability and carried out a literature review and a subsequent choice of select indicators to compose the comparative table. Although the selection of indicators had a qualitative character, the basic criteria to include an indicator were citations in at least three articles published by different authors and proceeding from two distinguished journals. Socio-economic indicators enable us to understand the patterns that result from city residents selecting different transportation options. Marquet and Miralles-Guasch (2015) inform us of the motivations behind transportation choices, and the means of transportation chosen depending on specific socio-economic situations. Besides, these provide information on the impact of mobility in a society. Socio-economic indicators provide for an analysis of the evolution of variables related to human development aspects. This vision emphasizes that sustainable cities are not only connected with issues related to the environment, but exist within in a complex arrangement of indicators and policies that allow quality of life to evolve. For these reasons, four components have been chosen for the socio-economic indicator e unemployment rate, GDP per capita, inflation and number of inhabitants (Table 1).
polis is executed almost solely Public transportation in Floriano by bus. The large number of cars greatly contributes to periods of road congestion. The result is a norm of long, slow car trips, with negative effects on the economy through delayed delivery of goods, excessive fuel usage, and pollution (Santos et al., 2010; Elvik and Ramjerdi, 2014). Individual cars are one of the largest contributors to the domestic emissions of CO2 (Barkenbus, 2010) (Tables 2 and 3). The public transport shortcomings cause the population to search for small, more comfortable, and faster transportation, resulting in (especially in growing cities in developing countries) chaotic traffic, negative economic impacts, and contribution to climate change through greenhouse gas emissions (Santos et al., 2010; Madlener and Sunak, 2011). In this article, readers can find a connection between mobility and urban planning, although several studies already confirm that relationship. Urban planning facilitates the concentration of people (high population density). At a point, if sufficient transport options are offered, people may not move to further outlying areas. In any case, the urbanization process must involve mobility and land use planning (Camagni et al., 2002; Handy, 1996). A sustainable Transport Plan will emphasize the development of a long term vision, involving citizens and other interested parts along the process, specifying the objectives and adjustment goals related to all aspects of sustainability and development of an effective set of measures (May, 2013). Evaluating urban mobility in relation to sustainable development involves many sectors of an economy, such as government, population, and entrepreneurs (Black et al., 2002) (Tables 4 and 5). After a selection of the indicators making up the table, it is necessary to establish the indicators’ relative weights. With this purpose, questionnaires were sent to 23 researchers in the areas of sustainability, environment, economy, and engineering, posing the following question: “The indicators below were drawn out of articles published in journals with an impact factor of 3.5 or more in

Please cite this article in press as: de Andrade Guerra, J.B.S.O., et al., Reprint of: The adoption of strategies for sustainable cities: a comparative
polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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Table 1 Socio-economic indicators. Indicator

Author

Title

Concept

Socio-Economic Indicators

Costa, 2008


vel Um índice de mobilidade Urbana sustenta (Sustainable urban mobility index)

Richardson, 2005

Sustainable transport: analysis frameworks

Lau, 2013

Sustainable urban transport planning and the commuting patterns of poor workers in a historic inner city in Guangzhou, China

Dimitriou, 2006

Towards a generic sustainable urban transport strategy for middle-sized cities in Asia: Lessons from Ningbo, Kanpur and Solo

Neirotti et al., 2014

Current trends in Smart City initiatives: Some stylized facts

Silva et al., 2015

A comparative evaluation of mobility conditions in selected cities of the five Brazilian regions

Haghshenasa et al., 2014

Evaluation of sustainable policy in urban transportation using system dynamics and world cities data: A case study in Isfahan

Egilmez et al., 2015

Environmental sustainability benchmarking of the U.S. and Canada metropolis: An expert judgment-based multi-criteria decision making approach The key to sustainable urban development in UK cities? The influence of density on social sustainability

In accordance with the author’s idea, transport consists of a series of social and technical subsystems interacting to produce social benefits, causing at the same time negative impacts in the environment. Costa also underlines transport cannot be observed apart from the remaining society, which means that sustainability of the transport system must in fact be considered as a part of the changes of a social economic system. All transport systems are complex. That complexity is due to the infrastructure/vehicles, persons and organization involved. Therefore, transport systems depend on social and economic issues, mainly because they are designed by human behavior, where sustainable transport is molded by economic, social and environmental aspects. Future sustainability depends, according to the author, on how society today is conducting and deciding in the social economic field, as social issues are main objectives of sustainable development. The author raises the question of work and how it may influence the recruitment of employees. Sustainable transport should be accessible to all, regardless of the region. The demand for urban transport originated in several factors, including population growth, economic development, labor expansion, social mobility, which are increasing faster than infrastructural investments. The city and the GDP growth rate show us its economic growth may influence the regional development rate. Countries with superior GDP growth rates experience faster economic expansion, influencing their resource gains and consequently the availability to increase the investment on new transport infrastructures. The author approaches the social economic impact through economic development, environment, structural and governmental factors and technological development. These impacts influenced the investment on transport. The authors present social economic issues as constituted by education, social inclusion and quality of life. Regarding social economy the author mentions GDP as a source of analysis to acknowledge government investments. Another main point is the direct and indirect transport cost supported by passengers, and whether transport numbers are responding to population growth. The authors connect public and collective transport with efficiency in labor quality and its growth rate.

Dempsey et al., 2012

Tiwarim, 2002

Urban Transport Priorities Meeting the Challenge of Socio-Economic Diversity in Cities, a Case Study of Delhi, India

the area of sustainability. If you wanted to measure the quality of urban transport in a city, which relative weight in percentage would you attribute to each of the indicators below?” Table number 6 presents the answers from the researchers emphasizing the importance of each indicator related to urban sustainability. At this stage, two cities were selected to be analyzed and to elaborate upon for a study of comparative cases. It was decided to gather all the indicators related to Newcastle upon Tyne and Flo
polis. The first city serves as a control and sustainable model, riano as it is considered the most sustainable city in Great Britain. The second city was a convenient choice considering its similarity with

The authors consider social economic issues in urban transportation, because the efficiency and accessibility analysis of a transport is fundamental to consider it sustainable. This will ensure facilities in the services, improved access to job opportunities, education and domestic transport. Public transport is a daily need for several social classes. Meanwhile, according to the author, those who need it the most are the low income classes, for whom public transportation is the only means of mobility, for instance to go to work.

Newcastle upon Tyne in number of inhabitants and the proximity to the researchers’ working place.
polis presents favorable characteristics to become an Floriano example of sustainability in South America. The great objective of
polis this article is to elevate potentialities aiming to turn Floriano into an example of sustainable development in South America, as the comparison with Newcastle raises the promising possibilities of the city in promoting sustainability, inspired by the aforementioned English city. The following sections present the research results, comparing the indicators of both cities.

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polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

Table 2 Cars per inhabitant Indicator. Indicator

Author

Title

Concept

Cars per inhabitant

Dimitriou, 2006

Towards a generic sustainable urban transport strategy for middle-sized cities in Asia: Lessons from Ningbo, Kanpur and Solo Environmental sustainability benchmarking of the U.S. and Canada metropolis: An expert judgment-based multi-criteria decision making approach

The increasing number of private cars and their daily use is one of the factors obstructing the improvement of sustainable transport. The authors approach the annual usage level of private cars, the quantity of fuel used, the areas where most of them are concentrated and the number of cars per person. Analyzing how the ratio of cars/inhabitant effect the use and consumption of combustibles. The more cars circulating, the larger the amount of CO2 emissions in the atmosphere. The authors consider that the quantity of cars influences the combustible consumption and the emission of CO2. According to the authors, this indicator is a component in measuring sustainable transport.

Egilmez et al., 2015

Hidalgo and Huizenga, 2013

Implementation of sustainable urban transport in Latin America

Haghshenasa and Vazirib, 2012

Urban sustainable transportation indicators for global comparison

Table 3 Population density indicator. Indicator

Author

Title

Concept

Population density

Silva et al., 2015

A comparative evaluation of mobility conditions in selected cities of the five Brazilian regions The key to sustainable urban development in UK cities? The influence of density on social sustainability

The authors consider urban population density as a main factor in carrying out a sustainable transport plan. The authors agree with the concept that high density is the path towards sustainable development. Meanwhile, it is important to point out she is critical of that criteria, regarding the excesses that occur in London, a city with extremely high density, losing quality of life and increasing stress. The author also underlines there was no study indicating a limit or a parameter for density, at least in the UK, also adding there is no study showing low density is more sustainable than high density. In the author’s studies, the defense of high density is used to justify social and economic inclusion because, with good urban planning, it may integrate minorities and populations far from economic opportunities, also facilitating services provided by the State. According to the authors’ opinion, the expansion of construction areas around the city complicates the efficiency of public transport services, generating a demand for private cars as a means of transportation.

Dempsey et al., 2012

Litman, 2014

Evaluating Transportation Equity: Guidance for Incorporating Distributional Impacts in Transportation Planning

Mendiola et al., 2015

The relationship between urban development and the environmental impact mobility: A local case study


polis and Newcastle 3. Comparison between Floriano An example of a sustainably managed city is Newcastle upon Tyne, located in North West England, which has the goal of becoming a model city for sustainable development (Pisano, 2014). The results of this project were recognized when the city was ranked the most sustainable of England (Forum for the Future, 2010), and the city has an ambitious goal to markedly exceed the sustainability standards suggested by the EU (Newcastle, 2010) (Map 1). The city has 280,177 inhabitants, with an area of 113.44 km2 and a population density of 2470 people per km2. The population is made up of 140,226 men and 139,951 women, i.e. 50.1% of the inhabitants are male and 49.9% are female (United Kingdom, 2014). Newcastle upon Tyne’s planning history began in early fifth century, when the Roman Empire considered a location of strategic military importance. After the decline of the Western Roman Empire’s influence in England, the city recovered its strategic importance after the Norman Conquest. The Normans stimulated the construction of a port and the fortification of the city. These investments made it possible for Newcastle to develop a great merchant and trading community, which afforded it the notable status of an independent city in 1216, and status of an independent county in 1400 (Newcastle, 2009). Newcastle upon Tyne has the Tyne

Bridge, an icon of the industrial age, which officially opened in 1928. The construction of the bridge required the demolition of several buildings, including the Goat Inn, the Earl of Durham, the Ridley Arms, the Steamboat Inn, Ray’s lodging house, a powder mill, a pickle factory and a bank (BBC, 2014). The concerns about transportation in Newcastle began during the industrial age, when urban transportation began to link the city and its suburbs through suburban railways and street tramways, which contributed to the growth of the city and its population (Newcastle, 2015). In addition to its industrial heritage, the city is also known for its environmental awareness, and is even planning to become the first Carbon Neutral city in the UK. More recently, the city launched its “Going For Growth General Plans 2000” to enhance the development of the city, raising the number of jobs and the quality of life in a sustainable way (Newcastle, 2000). The history of Newcastle demonstrates notable development and
polis (the other planning, for a much longer period than Floriano city chosen for this comparison, which started its development in the first half of the eighteenth century).
polis is located in southern Brazil and is the capital of Floriano the state of Santa Catarina. The city has a total area of 675,409 square kilometers and a population of 453,285 inhabitants, while
polis has around 1,096,476 people the metropolitan area of Floriano (IBGE, 2014; City Indicators, 2014). The municipality comprises

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polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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Table 4 Urban transport planning indicator. Indicator

Author

Title

Concept

Urban Transport Planning

Dimitriou, 2006

Towards a generic sustainable urban transport strategy for middle-sized cities in Asia: Lessons from Ningbo, Kanpur and Solo

Neirotti et al., 2014

Current trends in Smart City initiatives: Some stylized facts

Hidalgo and Huizenga, 2013

Implementation of sustainable urban transport in Latin America

Haghshenasa et al., 2014

Evaluation of sustainable policy in urban transportation using system dynamics and world cities data: A case study in Isfahan

Lau, 2013

Sustainable urban transport planning and the commuting patterns of poor workers in a historic inner city in Guangzhou, China

Silva et al., 2015

A comparative evaluation of mobility conditions in selected cities of the five Brazilian regions

A failure to coordinate transport planning, as well as leadership, technology and capable managers to assume the orientation of activities related with sustainable transport. The use of an urban transport plan would facilitate an efficient public transport operation and the application of resources. The transport plan is presented by the authors through several measures that should be adopted by society, in order to make transport sustainable. Then, according to the authors, the integrated action of institutions will allow the improvement of transport logistics in the city. Confronting this situation, the authors consider infrastructure responsible for mobility. That infrastructure derives from a new model of public transport serving different locations. The authors present a number of measures aiming for better performance of transport plans. They call it a performing plan, designed to check the indicators proposed by the authors’ theory. In the cities which have a transport plan this will guarantee a response to the demand lowering the barriers to accessibility and will ensure a policy focused on the poorer classes. These would be the main objectives of a transport plan. Divided into demand, accessibility and the guaranty of accessibility to the poorer and minority communities. The Transport Plan presented by the authors involves transparency in the enforcement of activities, besides integration of the transport types, aiming mainly at cooperation with neighbor cities. Urban areas should invest in system management, reviewing the operations and transport situation, and regulating the transport in order to inhibit informal transportation. Another issue raised by the authors is traffic education and traffic monitoring. This plan should also embrace matters of infrastructure, security, traffic accidents and legislation.

both islands (97% of the territory) and the mainland (3% of the territory), with 42% of the city’s land area established as a permanent preservation area (PMF, 2008) (Map 2). Also considered a point of strategic military importance, Flo
polis began its development with the creation of the riano Captaincy of the Island of Santa Catarina (Capitania da Ilha de Santa Catarina) in 1738, motivated by an increase in the island’s Portuguese settlers exploiting opportunities for agriculture, manufacturing and fishing (Makowiecky and Carneiro Filho, 2015).
polis, then named Desterro, became the In 1823, the future Floriano Capital of Santa Catarina Province. Following this, the government began to implement policies to establish public infrastructure.
polis began a process of During the twentieth century, Floriano modernization, economically supported by the construction sector, with the installation of electricity, water and sanitation. In May of 1926 the Hercilio Luz Bridge, which became a symbol of the city, opened, providing a road link between the island and continent for the first time (PMF, 2015). This process of modernization contributed to the further development of the city, stimulating tourism, trade, manufacturing and the public services industry, which
polis’ economy (PMF, 2015a). became the base of Floriano The city of Newcastle is considered an example of urban sus
polis, in contrast, tainability (Forum for the Future, 2010). Floriano has the potential to become a sustainable city, and has been exploring this goal. Rapid urbanization accompanied by an increasing population growth rate creates challenges that most cities in developing countries will face in the near future

(UNHABITAT, 2014), and overcoming the challenges faced by Newcastle, is the basis of the analysis for the improvement of
polis. transport in Floriano 3.1. Socio-economic indicators: Newcastle upon Tyne &
polis Floriano
polis is a relatively small city by population. However, Floriano smaller cities have a greater potential to become sustainable and greener, while moving towards environmental self-sufficiency (Haughton and Hunter, 2013). The city possesses many favorable characteristics that could become an example of sustainability in South America (Charts 1 and 2).
polis both have The cities of Newcastle upon Tyne and Floriano
polis now has 72% of encouraging employment indicators. Floriano its population employed, in comparison with Newcastle, which has
polis refer to ages 60.5% occupancy. However, data from Floriano 18e65, while the English city ranges from 16 to 64, so the value of the sample is higher in Newcastle, and covers the ages of 16 and 17, an age cohort usually studying, that leads to a stated lower percent of the population employed. In general, the two cities have similar rates of employment. According to Table number 7, the two cities are very different in
polis had in 2000 a value of BRL income per capita. Floriano 17,989.14 growing to 23,282.20 in 2010, which represents an improvement of 29% during the last decade. Meanwhile, Newcastle upon Tyne presented a GDP per capita level of EUR 21,964.7 in the

Please cite this article in press as: de Andrade Guerra, J.B.S.O., et al., Reprint of: The adoption of strategies for sustainable cities: a comparative
polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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Table 5 Types of public transport indicator. Indicator

Author

Title

Concept

Types of Public transport

Neirotti et al., 2014

Current trends in Smart City initiatives: Some stylized facts

Silva et al., 2015

A comparative evaluation of mobility conditions in selected cities of the five Brazilian regions

Haghshenasa and Vazirib, 2012

Urban sustainable transportation indicators for global comparison

Haghshenasa et al., 2014

Evaluation of sustainable policy in urban transportation using system dynamics and world cities data: A case study in Isfahan

Hidalgo and Huizenga, 2013

Implementation of sustainable urban transport in Latin America

Optimizing transportation depends on the existence of several transport types, which makes it more efficient. Diversifying transportation modes, and emphasizing the public at large, are mechanisms that contribute to making urban mobility easier. A study of the city structure permits us to identify transport potential. For the authors, good transport integration is one capable of responding to both motorized and non-motorized transport. The authors bring that indicator into the composition of the sustainable transport indicator and presents a formula to the different kinds of public transports available. In this formula, the author adds the car per capita level, in order to analyze the probability of use of a form of public transport, considering the “car per capita” determinant of that use. Variety in transportation is an indicator presented by the authors, who justify it as a necessity, considering the combinations of public, private and non-motorized transport as mechanisms to reach an ideal sustainable city. The authors propose the elaboration of a transport model formed by cars, motorcycles, taxis, buses, underground and nonmotorized transport. The use of cars implies the need for parking, fuel, pollution and traffic jams. This will guarantee a balance between demand and supply, with consequences for the environment, the economy and society. Combining different types of transport is necessary, especially in public transportation. Latin America presents a significant increase in cars per inhabitant, causing major structural problems in the region. Diversification creates less pollution, traffic jams and accidents.

Map 1. Newcastle-upon-Tyne. Source: Prepared by the authors based on: Lonely Planet (2015).

year 2000, falling to EUR 21,711.90 in 2010. In spite of the retraction of GDP affecting the English city, the value remains well above that
polis. of Floriano The consumer purchasing power of the two cities is another valuable topic to be addressed. Chart 3 presents a brief analysis of the inflation in both countries, UK and Brazil. As it is observed, British consumers have greater stability in their purchasing power,

while Brazilian consumers suffered from an inflationary instability in the analyzed period. One of the problems of urbanization is rapid population growth. Currently, “megacities” are found mainly in developing countries in
polis Latin America, Asia and Africa (UNHABITAT, 2006). Floriano does not fit the profile of a “megacity,” but does have population growth rates higher than the world’s great cities. Over the last

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polis. Map 2. Floriano Source: Prepared by the authors based on: Lonely Planet (2015).


polis. Chart 1. Percent of the economically active/inactive population in Floriano Source: IBGE, 2014; ATLASBRASIL, 2014.

Chart 3. HICP e inflation rate % (2004e2014). Source: EUROSTAT, 2014; ATLASBRASIL, 2014.

Chart 2. Key figures for economic deprivation Newcastle upon Tyne e 2010. Source: United Kingdom, 2014.

decade, the population grew by about 23% (Chart 4). Migration flows accounted for more than 60% of the increase in the local population, which came mainly from the nearby states of
and S~ Rio Grande do Sul, Parana ao Paulo. In addition, many people from other cities in the metropolitan region commute to Flo
polis daily, which may bring the population up to 563,019 riano inhabitants per day (PMF, 2011; IBGE, 2014). In comparison, the city of Newcastle had a population growth rate in the period from 2001 to 2011 of 5.3%. In 2001, the city had 266,200 inhabitants, compared to the current 280,177 (United Kingdom, 2014). However, 85% of the city growth was the result of migration, and only 15% are natural changes (i.e., births in the city) (United Kingdom, 2011).


polis 1992e2013. Chart 4. Population in Floriano Source: PMF, 2014a,b; IBGE, 2014.


polis is characteristic of developing The growth rate in Floriano countries. Urbanization is accompanied by an exponential increase in population, and may lead to difficult infrastructure challenges (Madlener and Sunak, 2011). Cities have become suppliers of various services and opportunities, resulting in a quest for greater quality of life and new opportunities in the labor market, especially people coming from rural towns (Egger, 2006). However, urban productivity is entirely dependent on the efficiency of the transport system, where problems can begin when it no longer meets the

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J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

needs of various activities in the city (Demissie et al., 2013).
polis and Newcastle, it In making a comparison between Floriano is important to note their different transport costs, in regard to both fuel for cars and ridership fees for public transportation. On May 25, 2015, the average price in Newcastle for unleaded petrol/gasoline per liter was £1.17 [R$5.67] (Petrolprice, 2015; Fleetnews, 2015),
polis over while the median price of listed gas stations in Floriano the last 6 days was R$3.20 [£0.66] (Preços dos combustiveis, 2015).
polis, at the mid-market exchange rate of Fuel prices in Floriano May 25, 2015 (£1.00 GBP ¼ R$4.85 BRL) (XE, 2015), are only 56% of the average found in Newcastle, irrespective of differing per capita incomes. Prices for public transportation vary in both cities. Within Flo
polis, riders pay either R$2.98 [£0.61] (with a pre-loaded riano transport value card) or R$3.10 [£0.64] (in cash) for rides
rcio Fenix, 2015) no matter the distance traveled within both (Conso the continental and island portions of the city. Traveling to neigh
polis downtown boring cities (which are much closer to the Floriano than the outlying neighborhoods on the northern and southern portions of the island) presents variable prices, anywhere from R$3.00 [£0.62] to R$4.90 [£1.01] with the primarily bus company
polis center with next door S~
and Palhoça linking the Floriano ao Jose (Jotur, 2015). No fare integration is offered between the Flo
polis system and intermunicipal lines connecting the neighriano
wishing to visit a boring cities. Therefore, someone from S~ ao Jose
polis beyond the downtown bus terminal, or vice part of Floriano versa, would have to pay twice, and four times for a round trip. Transport prices on Newcastle’s buses and metro are based on zoned distances. The metro charges between £1.80 [R$8.73] and £3.40 [R$16.49] for one journey. A £7.00 [R$33.95] day pass including the metro, ferries, rail, and rides with the major bus companies is also available (Nexus, 2015b). Three major bus companies operate in Newcastle: Stagecoach in Newcastle, Arriva, and Go North East (Nexus, 2015a), each also serving other UK regions. Stagecoach charges £1.15 [R$5.58] to £3.20 [R$15.52] depending on journey length, with daily, weekly, and monthly tickets also available (Stagechochbus, 2015) while Go North East charges £1.50 [R$7.28] to £2.80 [R$13.58] depending on journey length, with a day ticket available for £3.50 [R$16.78] (Simplygo, 2015). A cursory review of the Arriva site revealed no information regarding their Newcastle fares.
polis, single ride fares therefore range from For Greater Floriano R$2.98 [£0.61] to R$4.90 [£1.01], while in Newcastle £1.15 [R$5.58] to £3.40 [R$16.49]. However, another way to view these prices is in relation to the cost of one liter of petrol in each location (Table 8). The minimum ride costs verses the cost of petrol are quite similar, while the maximum ride ratio indicates higher proportional costs in Newcastle compared to an intercity ride in Greater
polis. Newcastle would have much higher maintenance Floriano costs regarding its metro system.
polis 3.2. Cars per inhabitant: Newcastle upon Tyne & Floriano The city of Newcastle has a Citywide Climate Change Strategy and Action Plan, which features a recognition of the importance of actions against the wide-ranging impacts of climate change. Herein lie the policies and plans the city hopes to accomplish by 2020 through public, private and academic partnerships. It covers all the main indicators of sustainability, and has specific goals bolder than those commonly adopted by other governments (Newcastle, 2010). The use of fossil fuels is the main factor making much of the world’s transport unsustainable. A sustainable city transport system cannot harm and pollute the environment (Rego et al., 2013). The city of Newcastle monitors air quality through six automatic monitoring stations, placed in strategic locations around the city,

aiming to study the results of sustainable policies (Newcastle, 2013). Since fossil fuel use is one of the main sources of unsustainability, the city of Newcastle launched the “Electric and low carbon vehicles” program, part of a British effort to provide locations for charging electric cars called Charge Your Car (2014). In the city of Newcastle, the City Council has installed seventy parking/charging spots where people can park for free and charge their car batteries (Newcastle, 2014). The conscientious investment is reflected in the use of individual transport e Newcastle has 0.3 cars per inhabitant.
polis, by contrast, provides no concrete The city of Floriano policy for promoting sustainable transport practices. This is evident in the robust growth rate of its car fleet, and hence a large increase in traffic levels. The city currently has 0.7 cars per inhabitant, a high rate compared to the global average. The percent of total trips made with individual cars is 47.75%, while 26.44% of trips are by public ~o Paulo, by transport, and 25.81% are by cycling or walking. Sa contrast, has 32% of trips made by individual cars (PLAMUS, 2014). Individual cars are the largest contributors to the domestic
polis, most of the emissions of CO2 (Barkenbus, 2010). In Floriano population justifies car use by the distances and the limited urban mobility presented in the island-city. Buses offer low frequencies, irregularity and lengthened travel times, in contrast to the ease of car use and street parking. The average journey time on bus routes, for example, is 43 min, compared to 31 min by car (PLAMUS, 2014). From 2010 to 2013, the growth rate in the number of cars in
polis was 14%, and the number of motorcycles was 18%, all Floriano while the population itself grew 7%. According to Plamus’ data (2014), the annual population growth rate is approximately 2.41%, while the car growth rate is 4.51% and motorcycle rate 5.85%. The growth rate of automobiles and motorcycles has been higher than the rate of population growth (Chart 5).
polis, had a much Newcastle upon Tyne, in contrast with Floriano lower car growth rate. In the last survey, in 2011, the city had 343 cars per 1000 inhabitants, while the percent growth rate from 2000 to 2011 was 9.1% (Rac Foundation, 2012). By comparison, in 2011
polis had 533 cars per 1000 people, and a growth the city of Floriano rate of 53% between 2001 and 2011 (Santa Catarina, 2014).
polis’s situation in the last decade, Europe experienced Floriano when the number of cars grew at a faster rate than the population. This prompted experts to warn the population about increasing traffic jams and the need for public transport alternatives. One of the contributing factors of the high rate of car use is low population density (Mendiola et al., 2015).
polis 3.3. Population density: Newcastle upon Tyne & Floriano Low population density, a result of the expansion of areas built around the city, hampers the quality and efficiency of public transport, forcing people to use cars (Mendiola et al., 2015; Handy,
polis has a population density of 950 1996). The city of Floriano inhabitants/km2 (ATLASBRASIL, 2014), lower than Newcastle’s 2470 inhabitants/km2 (United Kingdom, 2014).


polis (2010e2013). Chart 5. Cars, motorcycle & population growth rate e Floriano Source: IBGE, 2014; PMF, 2013.

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J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

Chart 6. Population pyramid Newcastle upon Tyne (2010). Source: United Kingdom, 2014.

A lack of planning has resulted in employment being located far from residential areas (PLAMUS, 2014). Mobility chaos reigns in
polis and measures need not be more specialized, but more Floriano generalized. A completely new system should be implemented in the city, with all types of transport forming a large transport system linking public transport, bike paths and individual cars (Chart 6). Per Chart 6, the city of Newcastle upon Tyne has shown growth in the male population, while at more advanced ages the number of women is larger. The base of the pyramid is almost the same level as the center, which demonstrates a certain balance. However, there is an enlargement of the base in relation to the 10 to 14 yearold age range, demonstrating a population increase in that cohort. In the 20 to 24 year-old age range, there is a large population in
polis, per Chart 7, has a thinner crease. The population of Floriano base than the center, that is, the city has a large adult population, which demonstrates an aging population that in the future could lead to greater expenditure on health and security, and a youth labor shortage. 3.4. Types of public transport in Newcastle upon Tyne &
polis Floriano Concerning public transport, Newcastle has five types of public transport: bus, ferry, underground metro, trains and taxis. The trains are used to enter and depart the city, while buses and metro lines connect suburbs to the city center (Newcastle, 2008). These systems are interconnected with other programs, such as the “Newcastle Great Park and Ride”, which has 500 parking spaces. From here, buses depart for the main points of Newcastle every


polis (2010). Chart 7. Population pyramide Floriano Source: IBGE, 2014.

9

20 min, with the intention of limiting the amount of cars that enter the city (Newcastle, 2014).
polis effectively only has bus transportation and taxi as Floriano options for public transport. The city government has launched several consultations with the public about mobility. Among the studies promoted by the municipality are underground parking, public transportation, bike paths and maritime transport. Mobility problems could be solved through improvements in public transport (PMF, 2014a,b).
polis is The public transportation system deployed in Floriano the System of Integrated Transport (SIT), which is characterized by public buses utilizing integration terminals. This transport system model is also used in other cities in Brazil, such as Curitiba, Blu^ndia, Dourados, Limeira and Macae
. menau, Uberla The SIT can be broken down into the following components: integration terminals, bus stops, connecting lines and vehicles. Integration terminals serve as passenger transfer stations. There is one central terminal and several secondary terminals. The bus stops are located on roads served by the SIT, and are used for the collection and distribution of passengers. The connecting lines are the pathways through which the SIT vehicles serve. Fig. 1 provides a visual model for the SIT.
polis currently has five active secondary The SIT of Floriano integration terminals located in city districts (Trindade, Santo ^nio de Lisboa, Canasvieiras, Lagoa de Conceiç~ Anto ao and Rio Tavares). The central terminal is located in the city center and provides connections with the secondary terminals. The integration, which is the main point of the SIT, allows users to use more than one bus line by paying one ticket fare. Moreover, it is possible
polis’s SIT for users to carry out the integration at bus stops. Floriano allows greater flexibility for users, facilitating integration and making payment more practical for connecting passengers. The following figure (Fig. 2) visualises the system from one user’s perspective, functioning along an axis in order to analyze their interaction with other drivers. Most of the agencies involved in the transport service are part of the public sector, mainly the municipal government, represented by the city and its transport secretaries. The infrastructure also indicated in the system is formed by roads, terminals, and bus stops. The infrastructure is owned and maintained by the public sector, while in some cases the vehicles are owned by

Fig. 1. Visual model of the SIT. Source: Prepared by the authors

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polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

10

J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

Fig. 2. The user and their interactions with the transport system. Source: Prepared by the authors

concessionary maintenance.

companies,

which

are

also

responsible

for

3.5. Urban transport planning e Newcastle upon Tyne &
polis Floriano
polis Urban Plan was created in 1977, with the main The Floriano objective of promoting studies and research for the integrated planning of the capital of Santa Catarina, creating the new Director
polis. Their functions include traffic planning in plan of Floriano municipal roads and the care of the historical, natural, artistic and
polis cultural patrimony of the city (PMF, 2015b). Although Floriano has an urban mobility plan, it is ignored in practice. In Newcastle upon Tyne, the first Unitary Development Plan was drafted in 1991. Functionaries conduct annual monitoring reports in order to measure the city’s progress. In 2009, a Local Development Scheme was approved, which includes documents covering the economy; population and housing; people and places; transport and accessibility; minerals and waste; and sustainable development (Newcastle, 2015a). To become sustainable, an action plan within the city should be formed. The process, according Blassingame (1998), can be divided into two parts. The first consists of physical changes with technology, not influencing the everyday lives of citizens. The second part involves changing social values and developing a sense of environmental responsibility in each inhabitant. The strategies for mobility solutions imply identifying the challenges and the involvement of a large number of interested and conflicting parties. This involves an integrated strategy for infrastructure management, behavioral changes and urban spatial planning (Doi and Kll, 2012). In some cases different behavior from citizens would result in better conditions for transport in the region (Sagaris, 2014). Technology is important for the process as well as behavioral changes. Developing new engine models to reduce greenhouse gas emissions or utilize renewable energy have already been studied for many years, such as boats powered by solar, wind energy, biofuel and biogas. Several new renewable sources of energy can now be part of a sustainable society (Nuttall et al., 2014; Andrade Guerra et al., 2014). The social impacts of the use of renewable energy

sources are potentially different from models based on fossil fuel, because sustainable models offer opportunities for communities to become energy independent (Schoor and Scholtens, 2015). Another example of technology that is already being used is ecodriving. According to Ho et al. (2015), this model is the key to mitigating the effects of climate change, particularly from public transport. As indicated by Barkenbus (2010), eco-drivers (a “refined style” of driving, characterized for being more responsible and preventive) are important for reducing emissions of CO2 and other pollutants, as well as reducing oil imports, and have lower maintenance costs than other models. European countries, Japan and Australia have already incorporated the program into their policies, which brings about a 10% reduction in emissions using this technology (Barkenbus, 2010; Ho et al., 2015). Public transport must become a priority within mobility programs. Crowded buses and major congestion further hinder a culture of using public transportation. The use of public transport, however, can be facilitated by the use of dedicated lanes for buses or signaling to facilitate mobility. Some models are not well applicable to this policy, especially increasing congestion, with the overall pressure of cars on the general use of city streets, making it necessary to invest in new strategies for the public transportation, such as railways and underground (metro/subway) (Gakenheimer, 1999). Assuming behavioral changes of the population, as mentioned in this paper, a useful mechanism for the development of mobility and a sustainable city is through bicycle use as a means of transport. Many studies have been conducted with this model, and currently
polis use bicycles as a means of 3.4% of the population of Floriano daily transportation (PLAMUS, 2014). People tend to choose the bicycle as a means of transportation when they can benefit from this method, whether due to health, € rjesson and Eliasson, 2012). economic or ecological interests (Bo Secure bike paths and connections to the complete urban area can guarantee users security and specific travel routes (Fern
andezHeredia et al., 2014). The city of Newcastle has a well executed program that involves different sectors of the city in mobility. As Table 9 describes, the city has several programs for transportation. These programs consist of behavioral change, technology and government actions and are

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polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

aimed at promoting sustainability and present several alternatives for sustainable transport in the city. On the other hand, Flo
polis does not currently perform any sustainable transport riano
polis as a susproject, further hindering the promotion of Floriano tainable model in South America. 4. Conclusion
polis presents several As this article demonstrates, Floriano challenges and opportunities for sustainable development. The city and the state offer some of Brazil’s highest Human Development Index indicators, along with one of the country’s lowest per capital murder rates by state and strongest middle classes. It is also a tourist and lifestyle destination, located on a subtropical island

Table 6 Indicators’ relative weights. Indicator

Relative weight Indicators for urban sustainability

Socio-Economic Cars per Inhabitant Population Density Types of Public Transport Urban Transport Planning

17.5% 17% 21% 22% 22.5% Total: 100%

Table 7 Income per capita (2000e2010). Cities

2000

2010

Newcastle upon Tyne*
polis** Floriano

EU 21,964.7 BRL 17,989.14

EU 21,711. 9 BRL 23,282.20

Source: EUROSTAT*, 2014; ATLASBRASIL**, 2014

Table 8 Variations in cost of public transport.


polis Floriano Newcastle upon Tyne

Minimum ride [fuel cost]

Ratio

Maximum ride [fuel cost]

Ratio

R$2.98 [R$3.20] £1.15 [£1.17]

0.93:1 0.98:1

R$4.90 to R$3.20 £3.40 to £1.17

1.53:1 2.91:1

Source: Prepared by the authors based on: Petrolprice, 2015; Fleetnews, 2015;
rcio Fenix, 2015; Jotur, 2015; Preços dos Combustíveis, 2015; XE, 2015; Conso Nexus, 2015a,b; Stagechoachbus, 2015; Simplygo, 2015.

11

with dozens of beaches.
polis to Newcastle it is Although, when comparing Floriano possible to realize some striking differences. The types of public transport offered in both cities is distinct. Newcastle has advanced transport infrastructure, including five types of public trans
polis has only two. It is necessary to inportation, while Floriano crease the number of transportation options for citizens. Another
polis and Newcastle is important difference between Floriano population density. The population density of Newcastle is 2.5
polis. This indicator corroborates the times larger than Floriano development of transportation systems in Newcastle. A future in
polis can allow a wider crease of population density in Floriano development of transport systems in this city. The city of Newcastle upon Tyne was recognized in 2010 the most sustainable city in the UK. This came to the attention of the authors of this paper, who then developed the comparative criterion between the two cities, with Newcastle serving as an ideal model. Road planning in Newcastle began during the industrialization period in the UK, which enabled connections between
polis began its Newcastle and other cities. In contrast, Floriano regional road development only in the 1930’s, with the construction of the bridge linking the island and mainland. The beginning of the article establishes the basis for a compar
polis and Newcastle upon Tyne ative study between Floriano regarding the sustainability of transport in the two cities, allowing for comparison and analysis of best practices, using selected indicators, which were selected from a survey of international experts, in Table 6, and justified in the literature review presented in Tables 1 and 5. The availability of different types of public transport as the second largest weight, 22%, of the value within the data analysis.
polis has two types of public modes while Newcastle upon Floriano
polis is forfeiting several opportunities for Tyne offers five. Floriano sustainable transport and mobility. For example, with most city territory existing on an island, maritime transport could provide greater links between different neighborhoods. The Transport Plan and Types of Modal Indicators are the two most important for a sustainable city, and in the comparison be
polis possesses great chaltween the two cities studied, Floriano lenges in becoming sustainable. The city has a much higher rate of cars per capita compared to Newcastle, a possible effect of ineffi
polis has a lower cient public transport. At the same time, Floriano unemployment rate than the city of Newcastle. Other indicators in the English city indicate advantages, such as higher population density enabling greater transport efficiency, a low rate of inflation

Table 9 Greener travel and travel planning, Newcastle upon Tyne e 2014. Program

Information

“Alternative Travel”

This program is designed to assist Newcastle United football club fans in planning online the best ways to travel to football matches by public transport, biking, on foot and car sharing [http://www.altoonativetravel.com/] A non-profit car share co-operative where people can ‘pay by the hour’ for trips where a car is the best option. Cars are available in the city center, near residential areas, car parks, and the rail station. Charging points throughout the city for electric (EV) and hybrid cars, with free parking for registered vehicles while charging. Integrated transport between Tyne and Wear Metro and buses. General strategy to make sustainable methods of travel more accessible, specifically for young people to and from any place of learning in the city. Any new large business or organization must develop a travel plan to reduce car congestion and increase social inclusion in transport mobility. Scheme to promote health and fitness by walking and cycling to schools. Program to encourage walking and cycling to work in the following key employment areas: Metrocentre, Newcastle and Gateshead City Centres, Team Valley and Washington. Campaign to reduce the city’s carbon footprint, towards a zero carbon future, which also includes a phone app to travel more sustainably. Free parking with 500 spaces e users take a bus with dedicated lane and departures every 20 min.

Co-wheels car club Electric and low carbon vehicles Public transport Sustainable travel Travel Plans Schools Go Smarter Go Smarter to Work Go Zero Newcastle Great Park and Ride Source: Newcastle, 2014.

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polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

12

J.B.S.O. de Andrade Guerra et al. / Journal of Cleaner Production xxx (2017) 1e14

and higher per capita income. Several indicators suggest great differences between Flo
polis and Newcastle. Population growth in Floriano
polis in the riano last decade was 23%, while the population of Newcastle rose 5.3%
polis has from 2001 to 2011. The high growth rate of Floriano brought infrastructure challenges that complicate efforts towards greater sustainability in the city. The rate of cars per inhabitant is also very different between the two cities. Newcastle has a rate of
polis has 0.7 cars per capita. 0.3 cars per inhabitant, while Floriano This difference can be observed in city traffic rates and in adopted transport policies. The difference in population density also reflects the sustainable development of cities.
polis continue its economic development and How can Floriano diversification with a growing population, without losing the quality of life its current residents and many summer visitors enjoy? Clearly, much more coherent land use and transit will be
polis look in 20 years? required. How might a sustainable Floriano First, by integrating the city’s bus system and urban bus terminals
polis, making trips with the neighboring cities of Greater Floriano ~o Jose, easier between the city and the neighboring cities of Sa Palhoça, and Biguaçu. Chronic traffic jams on the two bridges connecting the island to the continent might be relieved with ride sharing and a rapid bus transit system. A regional metro could also be established, as found in Newcastle, linking the metropolitan
polis. This would cities with the continental portion of Floriano provide alternative transit options to connect with the downtown area located on the island. Bikes paths, already found on the main Avenue Beira Mar Norte, could be expanded. Finally, and most importantly, greater regulation of the construction of new apartment and commercial complexes could help diminish future traffic congestion if new developments were required to offset or accommodate the new congestion that would result, especially through funding new transit options (Table 10). This study has concluded, within the parameters defined by the working methodology, indicators are important in promoting sustainable development. These allow comparative actions similar to those accomplished in this work. For instance, the socio-economic data enable greater understanding of the reality of each locale for easier comparison, anticipating society’s reaction in terms of behavior. Mobility is a factor in which society should engage both culturally and politically, either through structural or behavioral changes. Newcastle upon Tyne diversifies modes of public transportation with different programs and initiatives aiming to ease
polis faces major environmental and social impacts. Floriano mobility problems which are worsening every year. Most of those problems could be solved with investment giving momentum to public transportation development. The city presents great structural potential that may change the present transport situation in the region. This study is led to conclude that sustainability is transdisciplinary, and urban transport is linked with urban planning and infrastructure, emphasizing the convergence of issues in order to

Table 10
polis. Comparative indicators: Newcastle upon Tyne & Floriano City

Newcastle upon Tyne


polis Floriano

Unemployment rate* GDP per capita* Inflation rate* Population* Cars per inhabitant Population density Types of Public transport Urban Transport Planning

10.5% EUR 21,711.90 3.3% 280,177 0.3/hab 2470.00 hab/km2 5 Present

5% BRL 23,282.20 5.91% 453,285 0.7/hab 950.02 hab/km2 2 Not present

Weight 17.5%

17% 21% 22% 22.5%

Source: United Kingdom, 2014; IBGE, 2014; ATLASBRASIL, 2014; EUROSTAT*, 2014; PMF, 2013, 2014; Rac Foundation, 2012; Newcastle, 2014.

achieve the expected results. Acknowledgments
Sa
-Oso
rio de The authors would like to thank Manuel Jose Andrade Guerra, Issa Ibrahim Berchin, Professor Francisco Henrique de Oliveira and Alek Suni for their contributions in the revision of this paper. This article has been produced with the assistance of the ~o de apoio a  European Union, Newton Fund and FAPESC e Fundaça
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Please cite this article in press as: de Andrade Guerra, J.B.S.O., et al., Reprint of: The adoption of strategies for sustainable cities: a comparative
polis focused on urban mobility, Journal of Cleaner Production (2017), http://dx.doi.org/10.1016/ study between Newcastle and Floriano j.jclepro.2017.05.142

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