Os serviços de saneamento básico, considerando-se o histórico de sua concretização no Brasil, configuram o campo ideal para a aplicação mecanismos de gestão de serviços públicos que possibilitem a atuação coordenada de diversos entes da federação. De fato, se de um lado é possível reconhecer o interesse local que as atividades de saneamento apresentam, de outro deve-se levar em consideração que, muitas vezes, a prestação dos serviços terá caráter regional e ocorrerá em um contexto em que parcela significativa dos Municípios brasileiros não possuirá, isoladamente, condições econômicas de proporcionar a sustentabilidade dos serviços. O renovado arranjo institucional proporcionado pelo art. 241 da Constituição da República, pela Lei Federal n. 11.445/2007, pela Lei Federal n. 11.107/05 e o tradicional arranjo das regiões metropolitanas demonstram, em muitos pontos, a importância da união de esforços entre entes federados para a implantação dos serviços de saneamento. Tal prestação integrada exige peculiar conformação institucional, dotada de normatividade própria, além de requisitos específicos, temas esses aqui examinados desde seus fundamentos até sua organização prática. / The sanitation services, on what concerns the history of its concretization in Brazil, configure an ideal field for the appliance of the public services management mechanisms that enable a coordinate action between different federation entities. Indeed, if on one hand it is possible to recognize the local interest that such sanitation activities represents, on the other hand, it must be considered that, many times, the provision of those services will have regional characteristics and will occur in a context in which significant part of the Brazilian municipalities will not have, on its own, economical conditions to sustain the services. The new institutional framework brought by article 241 of the Federal Constitution, by the Federal Laws 11.445/2007 and 11.107/05 and by the well-known arrangement set forth by the metropolitan regions, demonstrate all together the importance of federal entities to unify efforts to implement the sanitation services. Such integrated provision of sanitation services demands a peculiar institutional framework, ruled by specific laws and regulations and specific requirements, matters which are here examined from its foundations to its practical organization.

Angesichts zunehmender globaler Städtekonkurrenzen haben politische Wiedererfindungen des Städtischen Konjunktur – mit immer kürzeren Zyklen und wechselnden Dynamiken der Inszenierung der jeweiligen Programmatiken. Berlin als junge Metropole liefert für die Implementation exogener Konzepte vielfältige Ansatzpunkte, zeigt jedoch auch umgehend ihre Grenzen auf. Die Beiträge dieses Bandes setzen sich mit Imaginationen, Diskursbeiträgen und Positionierungen auseinander, die den „großen“ politischen Konzepten jeweils „von unten“ entgegenwachsen und teilweise in Gegenbewegungen münden. Anschauungsmaterial liefern die Europäische Metropolregion Berlin-Brandenburg und das Projekt Mediaspree.

Submitted by Renata Lopes (renatasil82@gmail.com) on 2016-05-16T11:46:18Z No. of bitstreams: 1 pedrohenriqueporteladeandrade.pdf: 2209093 bytes, checksum: 7cd7cd139ee9a2c165241e3f9c1a5e84 (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2016-06-27T21:27:06Z (GMT) No. of bitstreams: 1 pedrohenriqueporteladeandrade.pdf: 2209093 bytes, checksum: 7cd7cd139ee9a2c165241e3f9c1a5e84 (MD5) / Made available in DSpace on 2016-06-27T21:27:07Z (GMT). No. of bitstreams: 1 pedrohenriqueporteladeandrade.pdf: 2209093 bytes, checksum: 7cd7cd139ee9a2c165241e3f9c1a5e84 (MD5) Previous issue date: 2015-03-27 / CAPES - Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / O objetivo da dissertação é analisar os determinantes da concentração geográfica ocupacional no Brasil, com destaque para o papel do conteúdo tecnológico neste contexto. A característica marcante da geografia econômica atual é a concentração dos agentes econômicos em regiões específicas dentro dos espaços nacionais. Desta forma, tendo em vista a disparidade na concentração dos agentes econômicos, o avanço das mudanças territoriais, a complexidade de novos processos de produção e reestruturação do espaço econômico-geográfico, estudar estes padrões de concentração ocupacional torna-se relevante do ponto de vista do crescimento, planejamento, gestão pública e desenvolvimento das regiões. A concentração geográfica das atividades econômicas pela ótica das ocupações fornece uma maneira diferente dentro da literatura de se olhar para o fenômeno. Sendo assim, a identificação e análise dos determinantes da concentração geográfica das ocupações em regiões metropolitanas são feitas tendo como base o amplo painel de dados provenientes da Relatório Anual de Informações Sociais (RAIS). Estes dados são disponibilizados pelo Ministério do Trabalho e Emprego (MTE) e permitem identificar entre os indivíduos, sua ocupação, sua região metropolitana, o setor industrial em que está empregado e tamanho da empresa que o emprega. Adicionalmente, incorpora-se ao painel os dados relativos à intensidade de conhecimento tecnológico de cada ocupação, oriundos do trabalho de Rodrigues (2006). A metodologia envolve estimações considerando efeitos não observados para o painel de 2003 a 2008. Os resultados das estimações confirmaram a importância da distribuição das indústrias nas regiões metropolitanas assim como do nível tecnológico ocupacional para a concentração geográfica das ocupações. / The goal of this dissertation is to analyze the determinants of Brazil's geographic occupational concentration, with emphasis on the role of technological content in this context. The most remarkable characteristic in the current economic geography is the concentration of economic agents in specific regions within national spaces. In view of the disparity in terms of concentration between economic agents, advance of territorial changes, complexity of new processes of production and restructuration of geographic-economic space, studying these patterns of occupational concentration becomes relevant from the point of view of these regions’ growth, planning, public management and development. The geographic concentration of economic activities from an occupational perspective gives us a different way inside the literature to understand this phenomenon. Thus, the identification and analysis of the determinants of geographic concentration in metropolitan regions’ occupations are made while taking a large panel data from the Annual Social Information’s Report (RAIS) as basis. This data is made available by the Ministry of Labor and Employment (MTE) and allows the identification between individuals, their occupations, metropolitan region, industrial sector in which they’re employed and the size of firms which hired them. Furthermore, it embodies in the panel the data relative to the intensity of technological knowledge of each occupation using data from Rodrigues (2006). The methodology employed considers in its estimations the presence of non-observable effects for a panel from 2003 to 2008. The results of these estimations confirm the importance of indust ries’ distribution in metropolitan regions as well as the technological occupational level for the occupation’s geographic concentration.

La planification intégrée du développement urbain et des transports durables est aujourd’hui cruciale au double impératif d’une plus grande maîtrise des déplacements automobiles et d’une diminution de la « dépendance automobile », éléments essentiels au développement durable des grandes métropoles. La présente recherche visait l‘approfondissement des connaissances sur l‘évolution récente de la forme urbaine dans les trois régions métropolitaines canadiennes de Toronto, Montréal et Vancouver, sous l’angle particulier de l’intégration « forme urbaine – transports durables ». Notre stratégie de recherche a consisté en l’élaboration d’un cadre d‘analyse qui devait permettre une opérationnalisation complète du paradigme d‘aménagement à l‘étude ainsi qu’une évaluation de sa mise en œuvre. Ce cadre tire parti des opportunités analytiques qu‘offrent les systèmes d‘information géographique (SIG) ainsi que certains outils Internet courants de « visite virtuelle des lieux » tel que Google Earth. Il en est résulté une approche méthodologique originale, multidimensionnelle et multi-échelle. Son application a permis des analyses particulières de la forme urbaine pour chacune des trois régions cibles, structurées selon trois axes principaux : leur performance globale (autour de 2006), leur performance en périphérie métropolitaine ainsi que l’évolution de leur performance entre 2001 et 2006. De nos analyses comparatives, Vancouver se démarque avec des performances supérieures pour les trois axes, tout particulièrement pour l‘évolution de ses performances. Montréal arrive quant à elle troisième, en raison notamment de sa faible performance en périphérie. Globalement, les trois régions métropolitaines affichent de faibles niveaux d’intégration entre la forme urbaine et les réseaux de transport durable et souffrent d’une grande dépendance automobile structurelle, particulièrement en leur périphérie. Par ailleurs, en dépit d’objectifs de planification adéquats, les déficiences de leur forme urbaine et leurs progrès relativement modestes laissent présager une prédominance de la dépendance automobile qui perdurera au cours des prochaines années. Il nous apparaît primordial que tous les acteurs du domaine public fassent preuve d‘une plus grande « lucidité », voire maturité, face aux lourds constats exposant la difficile mise en œuvre de leurs objectifs ainsi que la dichotomie entre ce qui « se passe sur le terrain » et le contenu de leurs politiques. Une première étape obligée vers un raffinement des politiques et, peut-être, vers leur plus grande efficacité passe sans doute par la pleine reconnaissance des limites du paradigme d’aménagement actuel et de l‘immense défi que représente un inversement des tendances. Cela implique notamment une plus grande transparence en matière d‘évaluation des politiques ainsi que des efforts communs pour le développement et la diffusion de données de qualité dans les domaines connexes de la forme urbaine et des transports urbains, de meilleurs outils de monitoring, etc., qui pourraient aider à instituer une nouvelle synergie entre tous les acteurs impliqués tant dans la recherche urbaine, le développement urbain que les politiques d’aménagement et de transport. Le raffinement de notre propre approche méthodologique pourrait aussi bénéficier de telles avancées, approche qui constitue une des avenues possibles pour la poursuite de l‘exploration de l‘enjeu de l‘intégration « forme urbaine – transports durables » dans les régions métropolitaines canadiennes. / An integrated planning approach to urban development and sustainable transportation is key to managing car travels and mitigating car dependency, which are two essential elements to the sustainable development of metropolitan areas. This research focuses on the recent evolution of urban form in the three Canadian metropolitan regions of Toronto, Montreal and Vancouver, through the lens of the planning paradigm of “urban form – sustainable transportation” integration. Our research strategy centered on the elaboration of an analytical framework that would enable the full measurement and assessment of the planning paradigm. This framework takes advantage of analytical capabilities offered by geographic information systems (GIS), as well as by common Internet tools of “virtual place exploration” such as Google Earth. The result was an original, multidimensional and multi-scale methodological approach. Its application enabled specific urban form analyses for each of the studied metropolitan regions, structured around three main perspectives: their overall performance (around 2006), performance of their metropolitan fringe, and the evolution of their performance between 2001 and 2006. Our comparative analyses revealed that Vancouver ranks first in all three perspectives, while Montreal ranks third overall, mainly because of a particularly weak performance of its periphery. Globally, the three regions show a poor integration between urban form and sustainable transportation networks and suffer from high levels of car dependency, especially at their periphery. Despite the presence of adequate planning objectives, their urban form deficiencies and relatively weak progresses leave us to anticipate that the predominance of car dependency is there to stay in the near future. It appears vital that public stakeholders show more “lucidity”, or “maturity”, in face of tough evidences that that reveal how hard the implementation of their policy objectives is, as well as the dichotomy between these same objectives and what can be actually observed “on the ground”. A mandatory step towards improved and, maybe, more effective planning policies is a full recognition of the limits of the actual planning paradigm and of the huge challenge that a shift in trends represents. This would imply a greater transparency in the policy evaluation area, along with coordinated efforts to support the development and dissemination of high-quality data on urban form and urban transportation, improved monitoring tools, etc. All this could induce a new synergy among all stakeholders involved either in urban research, urban development or urban planning and transportation policies. An improvement to our own methodological approach could also benefit from such advances, being of many potential avenues for the ongoing exploration of the issue in Canadian metropolises.

La planification intégrée du développement urbain et des transports durables est aujourd’hui cruciale au double impératif d’une plus grande maîtrise des déplacements automobiles et d’une diminution de la « dépendance automobile », éléments essentiels au développement durable des grandes métropoles. La présente recherche visait l‘approfondissement des connaissances sur l‘évolution récente de la forme urbaine dans les trois régions métropolitaines canadiennes de Toronto, Montréal et Vancouver, sous l’angle particulier de l’intégration « forme urbaine – transports durables ». Notre stratégie de recherche a consisté en l’élaboration d’un cadre d‘analyse qui devait permettre une opérationnalisation complète du paradigme d‘aménagement à l‘étude ainsi qu’une évaluation de sa mise en œuvre. Ce cadre tire parti des opportunités analytiques qu‘offrent les systèmes d‘information géographique (SIG) ainsi que certains outils Internet courants de « visite virtuelle des lieux » tel que Google Earth. Il en est résulté une approche méthodologique originale, multidimensionnelle et multi-échelle. Son application a permis des analyses particulières de la forme urbaine pour chacune des trois régions cibles, structurées selon trois axes principaux : leur performance globale (autour de 2006), leur performance en périphérie métropolitaine ainsi que l’évolution de leur performance entre 2001 et 2006. De nos analyses comparatives, Vancouver se démarque avec des performances supérieures pour les trois axes, tout particulièrement pour l‘évolution de ses performances. Montréal arrive quant à elle troisième, en raison notamment de sa faible performance en périphérie. Globalement, les trois régions métropolitaines affichent de faibles niveaux d’intégration entre la forme urbaine et les réseaux de transport durable et souffrent d’une grande dépendance automobile structurelle, particulièrement en leur périphérie. Par ailleurs, en dépit d’objectifs de planification adéquats, les déficiences de leur forme urbaine et leurs progrès relativement modestes laissent présager une prédominance de la dépendance automobile qui perdurera au cours des prochaines années. Il nous apparaît primordial que tous les acteurs du domaine public fassent preuve d‘une plus grande « lucidité », voire maturité, face aux lourds constats exposant la difficile mise en œuvre de leurs objectifs ainsi que la dichotomie entre ce qui « se passe sur le terrain » et le contenu de leurs politiques. Une première étape obligée vers un raffinement des politiques et, peut-être, vers leur plus grande efficacité passe sans doute par la pleine reconnaissance des limites du paradigme d’aménagement actuel et de l‘immense défi que représente un inversement des tendances. Cela implique notamment une plus grande transparence en matière d‘évaluation des politiques ainsi que des efforts communs pour le développement et la diffusion de données de qualité dans les domaines connexes de la forme urbaine et des transports urbains, de meilleurs outils de monitoring, etc., qui pourraient aider à instituer une nouvelle synergie entre tous les acteurs impliqués tant dans la recherche urbaine, le développement urbain que les politiques d’aménagement et de transport. Le raffinement de notre propre approche méthodologique pourrait aussi bénéficier de telles avancées, approche qui constitue une des avenues possibles pour la poursuite de l‘exploration de l‘enjeu de l‘intégration « forme urbaine – transports durables » dans les régions métropolitaines canadiennes. / An integrated planning approach to urban development and sustainable transportation is key to managing car travels and mitigating car dependency, which are two essential elements to the sustainable development of metropolitan areas. This research focuses on the recent evolution of urban form in the three Canadian metropolitan regions of Toronto, Montreal and Vancouver, through the lens of the planning paradigm of “urban form – sustainable transportation” integration. Our research strategy centered on the elaboration of an analytical framework that would enable the full measurement and assessment of the planning paradigm. This framework takes advantage of analytical capabilities offered by geographic information systems (GIS), as well as by common Internet tools of “virtual place exploration” such as Google Earth. The result was an original, multidimensional and multi-scale methodological approach. Its application enabled specific urban form analyses for each of the studied metropolitan regions, structured around three main perspectives: their overall performance (around 2006), performance of their metropolitan fringe, and the evolution of their performance between 2001 and 2006. Our comparative analyses revealed that Vancouver ranks first in all three perspectives, while Montreal ranks third overall, mainly because of a particularly weak performance of its periphery. Globally, the three regions show a poor integration between urban form and sustainable transportation networks and suffer from high levels of car dependency, especially at their periphery. Despite the presence of adequate planning objectives, their urban form deficiencies and relatively weak progresses leave us to anticipate that the predominance of car dependency is there to stay in the near future. It appears vital that public stakeholders show more “lucidity”, or “maturity”, in face of tough evidences that that reveal how hard the implementation of their policy objectives is, as well as the dichotomy between these same objectives and what can be actually observed “on the ground”. A mandatory step towards improved and, maybe, more effective planning policies is a full recognition of the limits of the actual planning paradigm and of the huge challenge that a shift in trends represents. This would imply a greater transparency in the policy evaluation area, along with coordinated efforts to support the development and dissemination of high-quality data on urban form and urban transportation, improved monitoring tools, etc. All this could induce a new synergy among all stakeholders involved either in urban research, urban development or urban planning and transportation policies. An improvement to our own methodological approach could also benefit from such advances, being of many potential avenues for the ongoing exploration of the issue in Canadian metropolises.

Submitted by SBI Biblioteca Digital (sbi.bibliotecadigital@puc-campinas.edu.br) on 2017-03-24T17:26:42Z No. of bitstreams: 1 HENRIQUE REZENDE DE CASTRO.pdf: 3998674 bytes, checksum: 512f0552445e945597fd7f2a5cfde508 (MD5) / Made available in DSpace on 2017-03-24T17:26:42Z (GMT). No. of bitstreams: 1 HENRIQUE REZENDE DE CASTRO.pdf: 3998674 bytes, checksum: 512f0552445e945597fd7f2a5cfde508 (MD5) Previous issue date: 2017-02-08 / Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior - CAPES / Metropolitan territories constitute, in the world urban system, fundamental support for the capitalist mode of production and accumulation. Metropolitan management, whose main agent is the State, appears as an important tool to exercise control over the land use planning of such territories, since the state political institutions - government and public administration - would operate under permanent pressure of the interests of capital. Based on this premise, it is assumed that a highly coercive management model would prevail in the sense of centralizing decision by the state apparatus and imposing an agenda of public policies that would favor the production and appropriation of the territory by economic agents. In order to make possible a classification of the existing types of metropolitan management, an analysis instrument was created based on a referential frame with the different types according to the characteristics of the political process of the management. Two case studies were then selected for application of the proposed methodology: the management of the Metropolitan Area of Lisbon, in Portugal, and the metropolitan regions of the state of S?o Paulo, both chosen for the particularities they present in different contexts and for the possibility of comparing the types found. Based on these cases, the aim was to demonstrate the tendency to prevail the coercive model in the contemporary metropolitan management, to the detriment of a territorial cohesion model, which would operate towards a more democratic management, with an agenda based on the reduction of socioeconomic inequalities, which are expressed more severely in the metropolitan territories. / Os territ?rios metropolitanos constituem, no sistema urbano mundial, suporte fundamental para o modo de produ??o e de acumula??o capitalista. A gest?o metropolitana, cujo principal agente ? o Estado, surge como importante ferramenta para exercer o controle sobre o ordenamento de tais territ?rios, uma vez que as institui??es pol?ticas estatais ? governo e administra??o p?blica ? operariam sob permanente press?o dos interesses do capital. Com base nessa premissa, sup?e-se que prevaleceria atualmente um modelo de gest?o marcadamente coercitivo, no sentido da centraliza??o decis?ria pelo aparelho estatal e na imposi??o de uma agenda de pol?ticas p?blicas que favoreceriam prioritariamente a produ??o e a apropria??o do territ?rio pelos agentes econ?micos. De modo a viabilizar uma classifica??o dos tipos existentes de gest?o metropolitana, criou-se um instrumento de an?lise baseado em um quadro referencial com os diferentes tipos segundo as caracter?sticas do processo pol?tico da gest?o. Foram ent?o selecionados dois estudos de caso para aplica??o da metodologia proposta: a gest?o da ?rea Metropolitana de Lisboa, em Portugal, e das regi?es metropolitanas do estado de S?o Paulo, ambos escolhidos pelas particularidades que apresentam em contextos diferentes e pela possibilidade de compara??o dos tipos de gest?o encontrados. Com base nesses casos, procurou-se ent?o demonstrar a tend?ncia de prevalecer o modelo coercitivo na gest?o metropolitana contempor?nea, em detrimento de um modelo de coes?o territorial, que operaria no sentido de uma gest?o mais democr?tica, com uma agenda pautada pela diminui??o das desigualdades socioecon?micas, que se expressam com maior gravidade nos territ?rios metropolitanos.

Orientador: Prof. Dr. Jeroen Johannes Klink / Dissertação (mestrado) - Universidade Federal do ABC, Programa de Pós-Graduação em Planejamento e Gestão do Território, São Bernardo do Campo, 2018. / A Região Metropolitana de São Paulo é o principal polo de riqueza nacional. Por ela passam os grandes fluxos de capital, de pessoas e de informações do Brasil, em uma rede complexa de bens e serviços. Face às peculiaridades e à escala dos problemas enfrentados pela RMSP, coloca-se a questão da governança em uma região metropolitana tão grande e tão complexa. Em efeito, uma vez que a RMSP não é um ente da federação e, portanto, não possui um governo único e dedicado exclusivamente para sua gestão, surge a necessidade de articulação entre os atores governamentais que têm atribuições e competências sobre seu território. As questões relacionadas aos modelos e formatos institucionais das regiões metropolitanas vêm sendo objeto de debate há décadas, tanto no mundo acadêmico quanto entre os profissionais e gestores que lidam diariamente com os desafios impostos pela gestão destes territórios. Por isso alguns conceitos e ferramentas de análise são fundamentais para a compreensão do fenômeno metropolitano. Ao mesmo tempo, a evolução histórico-legal da governança metropolitana no Brasil e em São Paulo nas últimas décadas mostra uma alternância entre períodos de maior e menor centralização e contribui para o entendimento do cenário atual. Com a aprovação do Estatuto da Metrópole (EM), no início de 2015, a imposição legal ao governo do estado e aos municípios da elaboração conjunta de um Plano de Desenvolvimento Urbano Integrado (PDUI), com a participação da sociedade civil, abrese uma nova fase para a governança metropolitana brasileira e da RMSP. Este processo ainda em curso explicita alguns conflitos e abre novas possibilidades de articulação entre os entes federativos envolvidos. / The Metropolitan Region of São Paulo (MRSP) is the main centre of national wealth in Brazil. Great flows of capital, people and information, pass through it in a complex network of goods and services. In view of the singularities and scale of the problems faced by the MRSP, the question of governance in such a large and complex metropolitan region is raised. In fact, as the MRSP is not an entity of the federation and therefore does not have a government structure exclusively dedicated to its management, there is a need of articulation among the governmental actors that have attributions and responsibilities over the same territory. Issues related to the institutional models and formats of the metropolitan regions have been the subject of debate for decades, both in the academic world and among professionals and managers who deal daily with the challenges imposed by the management of these territories. For this reason, some concepts and tools of analysis are fundamental for the understanding of the metropolitan phenomenon. At the same time, the historical-legal evolution of metropolitan governance in Brazil and São Paulo in the last decades shows an alternation between periods of greater and lesser centralization and contributes to better understand the current scenario. A new phase of metropolitan governance has been opened up for Brazil and the MRSP with the approval of the Metropolis Statute, in early 2015, and the legal obligation of the joint elaboration of an Integrated Urban Development Plan, with the participation of civil society. This process, which is still underway, has made explicit some conflicts and has created new possibilities for articulation for the federative entities involved.