Abstract:ResumoEste artigo procura a ocorrência da gentrificação em Brasília. Há críticas em relação aos custos econômicos e sociais, relativo aos efeitos da arquitetura panóptica na sociedade, e, principalmente, o papel e grau de intervenção do Estado presentes na alta carga de regulação urbanística e no monopólio do mercado fundiário, restringindo a oferta habitacional, resultando num padrão de ocupação territorial enquadrada no modelo de cidade COM-FUSA, compactas e difusas no território. A gentrificação generalizad… Show more
“…As the proposed location for the new capital city is in a region that is home to large amounts of rainforest and wildlife, new infrastructure development could negatively impact the environment, causing deforestation, habitat destruction and increased carbon emissions ( Other literature reports that transport planning in Brasilia is largely the result of its original design for residents who own cars, and limited attention to public transport for those with more limited budgets (Lauriano, 2015), this is slightly different from planning in Indonesia which carries an environmentally friendly theme using mass transportation, but the difference lies in the base of electric vehicles (Ridhani et al, 2021). This difference may be due to the rapid development of electric vehicle technology today.…”
This paper background is the decision to move the capital city, this is done by the government to increase efficiency and effectiveness, this could also reduce pressure on the already densely populated capital city. This paper aims to compare plans to move the capital cities of Brazil and Indonesia. The method of this paper is structured literature study. The results of this study indicate that relocating the Brazilian capital has a significant impact on the environmental, political, social, and economic landscape of the country, and has several negative consequences, this should be a lesson for Indonesia, which is in the process of moving the capital. The conclusion of this study is that although there are differences in budget and implementation, Indonesia and Brazil have the same reasons for moving their capital cities and need to pay attention to the impact of moving on environmental aspects and local communities.
“…As the proposed location for the new capital city is in a region that is home to large amounts of rainforest and wildlife, new infrastructure development could negatively impact the environment, causing deforestation, habitat destruction and increased carbon emissions ( Other literature reports that transport planning in Brasilia is largely the result of its original design for residents who own cars, and limited attention to public transport for those with more limited budgets (Lauriano, 2015), this is slightly different from planning in Indonesia which carries an environmentally friendly theme using mass transportation, but the difference lies in the base of electric vehicles (Ridhani et al, 2021). This difference may be due to the rapid development of electric vehicle technology today.…”
This paper background is the decision to move the capital city, this is done by the government to increase efficiency and effectiveness, this could also reduce pressure on the already densely populated capital city. This paper aims to compare plans to move the capital cities of Brazil and Indonesia. The method of this paper is structured literature study. The results of this study indicate that relocating the Brazilian capital has a significant impact on the environmental, political, social, and economic landscape of the country, and has several negative consequences, this should be a lesson for Indonesia, which is in the process of moving the capital. The conclusion of this study is that although there are differences in budget and implementation, Indonesia and Brazil have the same reasons for moving their capital cities and need to pay attention to the impact of moving on environmental aspects and local communities.
“…Além da própria distribuição de renda e da pirâmide etária específica dessas cidades, as próprias características do espaço urbano podem ser mais ou menos excludentes. A título de exemplo, Brasília é notadamente marcada por uma concentração de renda elevada devido aos altos salários da administração pública (IBGE, 2012), o que é reforçado por uma zona urbana espraiada, longas distâncias e alta segregação espacial (Lauriano, 2015). A população de Brasília tem idade média mais elevada do que a população em geral (IBGE, 2012), o que explica parte do resultado observado em ambos os painéis do gráfico 5.…”
Section: A -Taxa De Utilização 3b -Percentual De Usuáriosunclassified
Serviços de ride-hailing (transporte sob demanda) de empresas como Uber, DiDi e 99 modificaram consideravelmente os hábitos de mobilidade urbana em diversos países. Apesar da presença desses serviços na maioria das cidades brasileiras, ainda se sabe muito pouco sobre o perfil sociodemográfico e os padrões de consumo dos usuários de mobilidade por aplicativo no Brasil. Este artigo apresenta o primeiro estudo de abrangência nacional sobre como o uso de ride-hailing varia segundo renda, sexo, idade e cor; e destaca como esse uso varia espacialmente entre regiões metropolitanas do país e entre capitais e periferias metropolitanas. O estudo utiliza dados da Pesquisa de Orçamentos Familiares (POF) de 2017-2018, gerados pelo Instituto Brasileiro de Geografia e Estatística (IBGE), uma fonte de dados pouco explorada em estudos sobre transporte urbano. O uso de ride-hailing no Brasil ainda é restrito a uma pequena parcela da população. Em 2018, apenas 3,1% das pessoas acima de 15 anos de idade usavam esses serviços, fazendo uma média de aproximadamente oito viagens por mês com custo médio de R$ 22,50 por viagem. Os resultados mostram que a mobilidade urbana por aplicativo no país é socialmente desigual e espacialmente concentrada. A taxa de adoção desses serviços é significativamente maior entre a população de alta renda, de escolaridade elevada, mais jovem (entre 15 e 34 anos), entre mulheres e a população branca. Cerca de 60% dos usuários de ride-hailing residem numa das dez maiores regiões metropolitanas do país, embora a taxa de adoção e a frequência e o custo médio das viagens apresentem grande variação entre as cidades. O estudo aponta que a adoção de ride-hailing é maior entre pessoas que moram em bairros com maior densidade e em grandes centros urbanos, com taxas significativamente menores nas periferias metropolitanas e no interior do país. Esses resultados mostram que os potenciais benefícios do ride-hailing não estão igualmente disponíveis para todos e levantam importantes questões para futuras agendas de política e de pesquisa sobre os impactos que esses serviços podem ter sobre a mobilidade urbana.
“…and Momoh and Benachir (2018) list gentrification as one of the emerging challenges in Abuja as a direct result of the inability to align the rural-urban migration to the design and monitoring of an urban development master plan. Lauriano (2015) reports that gentrification in Brasilia is largely the result of its original design for inhabitants with cars, and limited attention for public transport for those with more limited budgets. The direct consequence of this is a serious housing problem, which do not relate to land scarcity, but to property and income scarcity.…”
In light of the discussions on relocating the capital city of Indonesia to a new location in Kalimantan, and create a new green capital city (referred to as IKN), the purpose of this meta-review paper is learn from experiences from other relocations of capital cities and creations of green cities in the world. Specific emphasis is hereby given to urban greening and gentrification. This article applies a meta-analytical approach by connecting the basic tenets of the 8R framework of responsible land management to assess the pros and cons of a selected set of capital city relocations and green cities. From the comparison, it is possible to generate general recommendations for Indonesia's new green capital city. The comparison reveals that each of the selected cases falls short in one or more aspects of the 8R framework. In all cases, constructing green capitals requires a mixed and integrated land use planning, a transparent regulatory framework toward land use control, extensive consultation with both local, national and international stakeholders, and participation with local residents. Only under these conditions, one can ensure ownership, respect and trust in the decision. The quandaries highlight the complexity of capital city relocation and green city creation. The originality lies in the specific land management framework perspective and discursive analysis of documented discourses on constructing new capital and green cities. This provides new options for devising and extending regulatory guidelines and for assigning responsibilities for such new mega-endeavors. Given the conceptual and discursive character of the paper, a limitation of the approach may be that there are no specific empirical data collected, yet several recommendations for further research include expanding the boundary work between the land management, the spatial planning and governance domains.
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