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Introdução Do Sistema De Transporte Para Atender O Desenvolvimento Urbano

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Introdução Do Sistema De Transporte Para Atender O Desenvolvimento Urbano Introdução do Sistema de Transporte para atender o desenvolvimento urbano Hiroshi WATANABE Director para Pesquisa e Planejamento da Cidade, Secretaria de Cidades， Ministério da Terra, Infraestrutura, Transporte e Turismo, JAPÃO MLIT Ministry of Land, Infrastructure, Transport and Tourism ＭＬＩＴ ・POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ・SISTEMA DE TRANSPORTE URBANO NO JAPÃO ・MELHORIA INTEGRADA COM A URBANIZAÇÃO Ministry of Land, Infrastructure, Transport and Tourism 2 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ História da Política Urbana do Japão – (Fase I) ・A Política de Urbana do Japão desenvolveu Cidades Novas no período de grande crescimento e o desenvolvimento localizado no período de crescimento estável. ・Com o declínio de populacão, agora serão exigidas as mudanças para uma estrutura urbana compacta. Fase I Fase II Fase III Desenvolvi- Mudança da estrutura Construção de 150,000(mil pessoas) mento de urbana para forma $50,000 Cidades Novas Base compacta $45,000 120,000 $40,000 $35,000 90,000 $30,000 $25,000 60,000 $20,000 $15,000 População 30,000 人口（千人）mil pessoas $10,000 GDPPIB $/pessoa（$/人) $5,000 Valor estimado 0 $0 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 （Fontes） População: População Atual do dia 1º de outubro de cada ano (média estimada) de acordo com o “Relatório do Censo” da Agência de Estatística do MIC (Ministério dos Assuntos Internos e Comunicação) e “População estimada do Japão no futuro” (estimado em dezembro de 2006) do Instituto Nacional de Pesquisa sobre Previdência Social e Problemas da População. PIB por pessoa: Dados do Banco Mundial (Taxa real) Ministry of Land, Infrastructure, Transport and Tourism 3 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ Situações que envolvem as metrópoles e a Política de Transporte Urbano I Situações que envolvem as Época Medidas relacionadas ao trânsito urbano metrópoles ・Grande crescimento econômico ・Promoção de atividades de ordenação de áreas de ・Rápido aumento da restauração dos danos da guerra concentração de habitantes nas ・Preparação do metrô, reforço do transporte 1950 grandes metrópoles (problema ferroviário nas grandes metrópoles de superpovoamento e até o ・Extinção do bonde elétrico devido ao agravamento despovoamento) início do congestionamento das ruas ・Avanço da mecanização ・Intalação das estradas nas áreas da capital, tal de ・Olimpíadas de Tóquio（1964） como as rodovias expressas da capital, etc. (Início 1970 ・Exposição Internacional do do Plano de Instalação de Estradas de 5 Anos) Japão （1970) （1954）） ・Construção de novas comunidades urbanas planejadas ■Congestionamento das ■Avanço da mecanização ferrovias no período do grande crescimento econômico Fonte: “Fácil entendimento do trânsito Fonte:História dos 50 anos das metrópoles” (1988), Instituto de do governo de Tóquio- Pesquisa do Trânsito da Capital História geral Ministry of Land, Infrastructure, Transport and Tourism 4 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ I. Construção de Cidades Novas no período de grande crescimento. Exemplo: Tama New Town - Desenvolvimento urbano realizados pelas entidades públicas (Agência de Regeneração Urbana, Tóquio). - Ligação direta ao centro de Tóquio, com a criação de duas linhas ferroviárias privadas em sentido radial. - Conexão com a Cidade de Tachikawa, com a criação do Monotrilho Urbano de Tama em direção cíclica. Desenvolvimento da Cidade Nova de Tama Localização Cidade de Tachikawa 20km 40km Centro de Tóquio Plano de empreendimento Fonte: Cidade e Transporte Vol. No.65 (Instituto de Planejamento de Transporte do Japão) Determinação do Planejamento Urbano 1965 Início do Plano de ocupação 1971 Área planejada 2,892 ha Área residencial Área Verde/Parque População prevista 340 mil pessoas Instituições de ensino Estabelecimentos comerciais Fonte: dados fornecidos pela Agência de Regeneração Urbana Ministry of Land, Infrastructure, Transport and Tourism 5 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ História da Política Urbana do Japão (Fase II) (mil pessoas) Fase I Fase II Fase III Desenvolvi- Mudança da 150,000 Construção de $50,000 mento de estrutura urbana Cidades Novas Base para forma compacta $45,000 120,000 $40,000 $35,000 90,000 $30,000 $25,000 60,000 $20,000 $15,000 人口（千人）População 30,000 mil pessoas $10,000 GDPPIB $/pessoa（$/人) $5,000 Valor estimado 0 $0 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 （Fontes） População: População Atual do dia 1º de outubro de cada ano (média estimada) de acordo com o “Relatório do Censo” da Agência de Estatística do MIC (Ministério dos Assuntos Internos e Comunicação) e “População estimada do Japão no futuro” (estimado em dezembro de 2006) do Instituto Nacional de Pesquisa sobre Previdência Social e Problemas da População. PIB por pessoa: Dados do Banco Mundial (Taxa real) Ministry of Land, Infrastructure, Transport and Tourism 6 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ Situações que envolvem as metrópoles e a Política de Transporte Urbano II Situações que envolvem as Medidas relacionadas ao trânsito Época metrópoles urbano ・Crise do petróleo (1973) ・Promoção para a instalação do ・ montotrilho da capital juntamente com o 1970 Do crescimento estabilizado até o estouro da bolha especulativa metrô e o Sistema de Trânsito Guideway até o ・ (a partir de 1974) 1990 Formação do território nacional do tipo multipolar distribuído ・Promoção para a instalação de ・Privatização dividida das ferrovias estacionamentos nacionais （1987） ・Instalação dos centros comerciais urbanos e dos sub-centros Sistema de Trânsito Guideway Guideway Transit System Ministry of Land, Infrastructure, Transport and Tourism 7 ＭＬＩＴ POLÍTICA URBANA DO JAPÃO E O TRANSPORTE URBANO ○ II. Desenvolvimento de base no período de crescimento estável. Exemplo da Orla marítima de Tóquio Consolidação do Novo Sistema de Transporte visando a melhoria da comodidade do transporte e promover o desenvolvimento do subcentro metropolitano da orla marítima próxima a área metropolitana de Tóquio. Área metropolitana de Tóquio Fonte: Museu do Porto de Tóquio （Assoc. de desenvolvimento do Porto de Tóquio） Subcentro metropolitano da orla marítima Legenda Linha Rinkai do Novo Trânsito da orla marítima de Tóquio Subcentro metropolitano da orla marítima Ministry of Land, Infrastructure, Transport and Tourism 8 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○ História da Política Urbana do Japão (Fase III) Sociedade com baixa emissão de carbono (mil pessoas) Fase I Fase II Fase III Desenvolvi- Mudança da estrutura 150,000 Construção de $50,000 mento de urbana para forma Cidades Novas Base compacta $45,000 120,000 $40,000 $35,000 90,000 $30,000 $25,000 60,000 $20,000 $15,000 População 30,000 人口（千人）mil pessoas $10,000 GDPPIB $/pessoa（$/人) $5,000 Valor estimado 0 $0 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 （Fontes） População: População Atual do dia 1º de outubro de cada ano (média estimada) de acordo com o “Relatório do Censo” da Agência de Estatística do MIC (Ministério dos Assuntos Internos e Comunicação) e “População estimada do Japão no futuro” (estimado em dezembro de 2006) do Instituto Nacional de Pesquisa sobre Previdência Social e Problemas da População. PIB por pessoa: Dados do Banco Mundial (Taxa real) Ministry of Land, Infrastructure, Transport and Tourism 9 ＭＬＩＴ POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ○Situações que envolvem as metrópoles e a Política de Transporte Urbano III Situações que envolvem as Medidas relacionadas ao trânsito Época metrópoles urbano ・Envelhecimento e diminuição da ・Construção de uma cidade compacta população ・Ação para a introdução do LRT (Light A partir ・Problemas do meio ambiente Rail Transit) ・Instalação dos pontos de ligação do do ano ・Realização da Copa Mundial de 2000 Futebol (2002） trânsito ・Promoção de estratégias em geral do trânsito, na capital e nas áreas regionais Mudança para a estrutura de um metrópole do tipo concentrada Ligth Rail Toyama (cidade de Toyama, província (1)A região da cidade no passado (4)Imagem da cidade a ser objetivada de Toyama)- A primeira LRT do Japão As áreas principais da cidade eram concentradas na parte central Promoção da formação de uma base concentrada ao e as áreas suburbanas eram distribuídas e de baixa longo da linha do transportes públicos principais densidade Reforma da estrutura urbana (2)Cidade atual (3)Região da cidade onde se expandiu a baixa densidade Deixar largado o abaixamento da densidade 市街化 の傾向 Processo de andamento da urbanização em geral Rarefação geral da região da cidade Ministry of Land, Infrastructure, Transport and Tourism 10 ＭＬＩＴ POLÍTICA URBANA DO JAPÃO E O TRANSPORTE URBANO ○ III. Mudanças para estrutura urbana compacta, no período de declínio de populacão. Exemplo da Cidade de Toyama. Cidade de População：417,046 pessoas Toyama Área: 1,241.85km2 Formação da estrutura urbana compacta (DANGO* e espeto) com a indução das residências para as proximidades de pontos de ônibus e estações de trem, através de subsídios de habitação, mantendo como eixos essenciais de transportes, as ferrovias, VLT (Veículo leve sobre os trilhos) existentes ou novos e as principais rotas de ônibus. *DANGO são bolinhos feitos a partir de farelo de arroz, espetados em espetos. *DANGO é um doce de bolinhos feitos a partir de farelo de arroz, em espetos. Fonte: Plano Diretor para o Planejamento urbano da ｃidade de Toyama Ministry of Land, Infrastructure, Transport and Tourism 11 POLÍTICA URBANA E O TRANSPORTE URBANO NO JAPÃO ＭＬＩＴ ○ Rateio do transporte público elevado A densidade populacional de Tóquio é elevado em comparação com as grandes metrópoles de outros países, além do rateio de transporte público ser elevado. Rateio dos meios de transportes em Tóquio e em grandes metrópoles do EU e EUA Nova 26.6 66.7 6.7 IorqueTokyo Nova Iorque Londres 36.2 48.9 14.9 Paris Paris 40.0 46.0 14.0 ニューヨークNew York Tóquio Londonロンドン 48.9 29.4 21.7 Paris 0% 20% 40% 60% 80% 100% Tóquio TransportePúblicoPublic motor vehiclesAutomóveis WalkingÀ pé and ou two-bicicleta transportation公共交通etc 乗用車等vehicles Londres - Viagens diárias excedem a 80%.
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