[en] A STUDY FOR THE IMPROVEMENT OF URBAN MOBILITY IN PERIPHERAL MUNICIPALITIES IN LARGE BRAZILIAN METROPOLITAN REGIONS: REFERENCE CASE JAPERI CITY, RIO DE JANEIRO, BRAZIL

[pt] UM ESTUDO PARA A MELHORIA DA MOBILIDADE URBANA DE MUNICÍPIOS PERIFÉRICOS EM GRANDES REGIÕES METROPOLITANAS BRASILEIRAS: CASO DE REFERÊNCIA MUNICÍPIO DE JAPERI, RIO DE JANEIRO, BRASIL

[pt] JULIA MONTEIRO SANTANA

[pt] QUALIDADE DE VIDA

[pt] CIDADE DE 15 MINUTOS

[pt] MOBILIDADE URBANA

[pt] TRANSPORTE

[en] LIFE QUALITY

[en] 15 MINUTE CITY

[en] URBAN MOBILITY

[en] TRANSPORT

[pt] Os conceitos abordados nesse trabalho são Mobilidade Urbana Sustentável e Qualidade de vida a partir da ótica do modelo de urbanização Cidade de 15 Minutos desenvolvido pelo urbanista colombiano, Carlos Moreno. Nas últimas décadas, diversas cidades cresceram pautadas no urbanismo moderno, dando prioridade aos automóveis particulares e distanciando equipamentos urbanos das áreas residências, criando zonas de um único uso. O surgimento de zonas de um único uso gerou lugares com período de funcionamento e o movimento pendular, onde residentes de uma cidade geralmente distante dos grandes centros econômicos e de emprego passam horas no trânsito para chegar no seu local de trabalho ou estudo e, no final do expediente, retornam pra sua cidade de origem. Esse processo trouxe diversos danos sociais, ambientais e urbanísticos. Diante desse cenário, busca-se a melhoria da distribuição dos equipamentos urbanos pela cidade através do conceito da cidade de 15 minutos, para que a população tenha o direito de escolha e não seja refém de um modelo de mobilidade e de uma determina região. Logo, essa dissertação apresenta, por meio de pesquisa bibliográfica e estudo de caso, como é possível melhorar a vida da população residente no distrito sede de Japeri por meio da aplicação do conceito de cidade de 15 minutos.

[en] The main ideas addressed in this work are Sustainable Urban Mobility andQuality of life from the perspective of the urbanization model City of 15 Minutes developed by the Colombian urban planner, Carlos Moreno. As the nameimplies, conceptually, it seeks to give citizens access to service goods in acomfortable 15 minutes by active means, whether on foot or by bicycle. One wayto achieve sustainability in urban mobility is to have cities where the population canwalk or ride a bicycle, which is directly linked to the quality of life and vitality, aswalking is a healthy habit. The 15-minute city does not advocate the construction of new roads, new developments. On the contrary, it advocates improving and occupying what already exists, as well as boosting small shopping centers so thatthey can become economic centers, where the people can have a good job close tohome. It s about having access to public transport within a comfortable walkingdistance. Therefore, it is the creation of a hyper-proximity region, whose main characteristic is polycentrism, which consists of the idea of multiple compactcenters within a city so that everyone can have basic equipment at a comfortabledistance to be covered. on foot or by bicycle (Cozer, 2020). When considering acity from the perspective of quality of life, this aspect should be treated as a startingpoint to elaborate an urbanization plan, so that the citizens are offered ways to movearound, reside and perform basic activities fully associated with the level of urbanwell-being. The World Health Organization (WHO) has a definition of quality oflife which consists of the individual s perception, as shown in the quote below. anindividuals perception of their position in life, within the context of the cultural and valuesystems in which they are embedded and in relation to their goals, expectations, standardsand concerns (World Health Organization, 2013) .The quest to move around with speed and comfort has made man shape his culturethrough this objective, creating this challenge of improving urban mobility. Thelack of planning for such mobility has made urban centers very problematic, withdisorganized growth and intense flow of cars, a harming environment forpedestrians. In the period between the 1970s and 1980s, with the growth of urbancenters, there was a large rural exodus and that is precisely what makes publicmobility policies necessary. Without these projects, residents are forced to purchasetheir own vehicle, as the public transport system is generally precarious andineffective. This scenario have not been improved even with the creation of the National Urban Mobility Policy and the chapter of the Constitution that deals withthe subject. Recent years show that Brazilians are increasingly committed to acquiretheir own vehicle, as indicated by the increased number of cars in the streets.Nowadays, those who depend on public transport are penalized by prioritizing financial resources for automobile solutions and roads. This specific focus generates a series of secondary problems such as more traffic accidents, greater airpollution, traffic jams, among others, also impacting on the decrease in the use of public transport, which increases the fare. It should also be considered that the wayin which the land is occupied is another prerequisite for validating the concept ofthe 15-minute City, with the basic equipment for work, leisure, health, and foodnearby, reorganizing the existing structure. For this, the soil use must be diversifiedso that it can meet these different needs of the population. Land use and occupationpatterns are one of the main issues for the functionality of the 15-minute City concept, as the region must have urban land with a minimum of density, proximity,and diversity, with different typologies so that it can meet the basic needs of aneighbourhood in its daily life. The best effective use of the land would be tocombine areas destined for large businesses and condominiums with commercialareas for smaller activities, such as bookstores, art galleries, local businesses, andsocial housing, ensuring the preservation of local culture even in urban centers ofwell-developed cities. The delimitation of the use and occupation of urban land hasa direct impact on the functioning of a city and even on the social issue. The largecommercial, residential and industrial enterprises have high financial power,therefore they occupy large areas of urban land, generating specific sectors, such aslarge condominiums, warehouse areas and exorbitant shopping malls. Socialinequality in the urban territory comes from the emergence of these unique sectors(MF Cruz and FCP Foncensa, 2018). It is important to define areas for thedevelopment of local trade, balancing the interests of the real estate market with theinterests of the local population, to guarantee the concepts of inclusion and asustainable environment, combining large businesses with small businesses.

IZABELLA KRAICHETE LENTINO

MARIA FERNANDA RODRIGUES CAMPOS LEMOS

IVANICE SCHUTZ VEIGA

2025-07-16

2023-04-25

[pt] TEXTO

application/pdf

PORTUGUÊS

https://www.maxwell.vrac.puc-rio.br/colecao.php?strSecao=resultado&nrSeq=71609@1

https://www.maxwell.vrac.puc-rio.br/colecao.php?strSecao=resultado&nrSeq=71609@2

https://doi.org/10.17771/PUCRio.acad.71609