BIMODAL TERMINAL SANTA
CRUZ
DE
LA
SIERRA
RESEARCH
ACKNOWLEDGEMENTS I would like to express my appreciation to KU Leuven for the great opportunity to have a chance to study in Universidad Privada De Santa Cruz de la Sierra, Bolivia. This master graduation project would not have been possible without vast knowledge learnt from many great people, starting from my academic promoter Prof. Dr. Kris W. B. Scheerlinck for giving me a chance to learn from his professional supervision and encouraging support in any phase of my master dissertation. The great inspiration of this started from my teacher in Bolivia Maria Claudia Canedo Velasco. Special thanks to Donatas BaltruĹĄaitis for any kind of support and all the help in this master dissertation process.
BIMODAL TERMINAL SANTA
CRUZ
DE
LA
SIERRA
AGNE DAILIDAITE master dissertation project
P R O F. D R . K R I S W. B . S C H E E R L I N C K Academic Promotor
2017
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RESEARCH QUESTION
Santa Cruz de la Sierra, a Bolivian economic capital, is struggling with many urban-related issues. Urban sprawl is one of the root problems to these issues. Neighborhood of the Bimodal terminal area is no exception. It is also one of the main gateways to the city of Santa Cruz. Current Bolivian government has concrete plans for near future to introduce new railway lines which would connect the city of Santa Cruz with the Peruvian border. This missing railway link would establish continuous railway system between Atlantic and Pacific oceans. The new railway line would start from the Bimodal terminal station. The station area has the potential to become a major transport hub of continental importance for Latino America. However the current situation and surrounding context of Bimodal terminal is rather poor in both physical and social aspects. How the complex Bimodal terminal area can become strong and resilient neighborhood through a set of strategic urban interventions?
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CONTENT 0. PROLOGUE 00. STREETSCAPE TERRITORIES 000. URBAN PROJECTS/URBAN CULTURES 1. INTRODUCTION 2. CONTEXT OF SANTA CRUZ DE LA SIERRA 3. BIMODAL TERMINAL 4. FIELD RESEARCH 5. SPATIAL QUALITIES 6. REFERENCES AND SOURCES
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0. PROLOGUE
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During my previous semester I had a chance to study in continent of Latino America, in Universidad Privada de Santa Cruz de la Sierra - Bolivia for five months. The first impression of Bolivia (Santa Cruz de la Sierra) was dramatic. Everything seemed very unknown and very different from what I have seen before, in general, I was feeling very insecure and lost. Probably the main reason was the language issue, new culture. Even though Santa Cruz de la Sierra has a radial structure surrounding the city, it was hard to read the cityscape. Just to give a few examples of many, there are almost no pedestrians in the city because of the lack of sidewalks. There is no public transport, only the non-governmental bus system (locally called Micros), which has almost no infrastructure nor bus stops nor schedules. Juxtaposing to the same streets which are crowded of Micros, there are many brand new cars. It seems that the local culture has mix their own customs together with the big American dream and is chasing the common understanding of United States standards. Moreover, there are many new developments of luxurious housing towers which randomly appear in a low density patterns of the city. Due to this, the urban fabric implies to be very controversial and covers huge segregation in societal levels. Nevertheless, after five months of living in Santa Cruz, my own perspective towards the city changed rapidly. All the people I met here are very affable, even the times I hear the whistling from random men in the streets, I understand it is just a different culture. The urban chaos and congestion in the street, markets, all the public spaces might look very charming and special. But still it was very hard to understand how the city works for real and what kind of stories it hides deeper. In this dystopian city I was looking for my own reality and specific context for my master dissertation topic. And after long search, I believe I have found one extra-interesting and controversial site - The Bimodal Terminal. The neighborhood of Bimodal terminal is located in the central part of Santa Cruz de la Siera, it is considered to be one of the main gateways to the city. The site is contentious in all forms: from wastelands, unpaved streets without sidewalks to some strange derelict corners where homeless people dwell. However there are positive sides too - some streets are active with action. Street food, sport playgrounds, some cozy informal settlements, which are hiding under the wing of industries. After all these observations I came up with the conclusion that all the nice things happening in this neighborhood is made not by architects or urban planners, but by direct users and locals. When I started analyzing the masterplan of this area, I quickly found out that it has little to do with reality, if hardly anything... The conclusion was clear enough, the official planning document “Plan director� is not the right tool to plan a city in this context. The main challenge is to find other ways to plan a city. One must reflect to the fragile local context and refuse the top-down approach, which is at odds with reality. The top-down approach has already traumatized many parts of Santa Cruz de la Sierra in the modernistic planning periods of the city history. Unfortunately in reality, it still keeps doing so.
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00. STREETSCAPE TERRITORIES
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This master dissertation fits into the research framework of the international Streetscape Territories research project. Streetscape Territories is the name given to an international research project at KU Leuven, part of the Research Group Urban Projects, Collective Spaces and Local Identities. The project deals with streets as open space network systems. It studies the way buildings and properties are related to the streets and how their inhabitants can give meaning to them. It asks what defines conditions for accessibility, permeability, proximity and productivity for cities in all its scales inhabitants and users. This project focuses on the territorial organization of streetscapes, explored in different contexts, studied as part of different cultures and defined by different social networks. Streetscapes with all their proximities are of constant negotiation on social, cultural, political, economical and environmental levels. The project pronounces a discourse on the meaning of contemporary architecture in streetscapes and related urban infrastructures, related to the contextual surrounding urban fabric of Santa Cruz. Urban space in all its multi-scalar levels can be understood as a discontinuous collective space, containing different levels of collective use that is defined by multiple physical, cultural or territorial boundaries.
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0 0 0 . U R B A N P R O J E C T S / U R B A N C U LT U R E S
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The current situation of Latino America (Santa Cruz de la Sierra being no exception) consists of the classical trianglular development paradigms: from architect to developer to builder. It is a ‘spatial reality’ which does not relate to issues of sustainable economic growth, social diversity and justice, and stewardships over natural and environmental resources (Friedman, 2005). Private developers and investors, on the other hand, have become powerful and important players, whose activities in the land development process should be more efficiently regulated’ (Stanilov, 2007). These development aspects in Santa Cruz de la Sierra are especially important. The city is trying to survive huge infrastractural costs of urban sprawl while to provide enough housing for booming population. The triangular development method not only does not help to solve any of these issues, they make the problems even more deep-rooted. To make matters even worse, corrupted government and parts of society take advantage of this situation. Santa Cruz is increasingly renewed by large-scale projects rather than by long-term visions. Public-private partnerships are organized to engage complex developments in strategic sites. The developments are comprised of multiple and often conflicting interest over the issue of finance, which is simultaneously negotiated. The traditional tools of architecture and urban planning are simply not equipped to deal with the conditions that arise, nor architects and planners can always withstand the pressure of investors. Wouter Vanstiphout asks: ‘Why to design new buildings, when the existing ones are not even finished or used? Why design public spaces when cities are unable to even care for or maintain the existing parks and streets?’. Conflict arises in todays reality and in welfare state as it is, an architect must create an illusion of naturalness with which to surround it, to build buildings, large-scale projects without the necessity for the city, whether functional or cultural it should be. The image of architecture and building ,rather than long-term planning, becomes of much greater importance both for municipal authorities and the civic society (Vanstiphout, 2013). The Bimodal terminal will become a new major transport hub in a near future. So the question is how to protect the neighborhood from powerful private developers and future challenges? Within these changing contextual and transitional processes, the project ‘Bimodal Terminal’ researches, develops and suggests alternative architectural and urban design tools, which are of must in the current reality of the changing Santa Cruz identity. The goal is to not to redevelop the area by adapting already used planing methods, but to find the specific identity of society of Santa Cruz and the way people live and use the collective space and to find a new framework and ambitious new long-term urban strategy. The project proposes different project phasing steps. It is much more of a strategic guideline principles rather than finished top-down masterplan. It combines short-term social engagement strategies to empower the existing communities and activities and long-term urban redevelopment strategies to strenghten the physical identity of the area.
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1. INTRODUCTION
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FIG .1 WO RLD PO PULAT I ON B Y W OR L D R E GI ON S , 1820 T O 2016
WORLD’S POPULATION GROWTHS
MORE PEOPLE LIVING IN URBAN AREAS MAIN REASONS: 1.Search for jobs 2. Better lifestyle 3. Acces to amenities
URBAN SPRAWL
SUSTAINABLE CITY
Rapid increse in city population has caused the creation of both PLANNED and UNPLANNED settlements on the outskirts of the city wich has in turn caused them to expandin term to footprint.
21st century cities need to become more sustainable, especially if they are predicted to grow in coming years.44
. GOVERMENT
PEOPLE
Planned setlement
Illegally taken lands and createn unplanned setlements
FIG.2 SC HE M E OF UR B AN S PR AW L
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URBAN POPULATION The population of cities worldwide is growing at a fast rate for various reasons and will continue to do so into the future with an estimated global urban population to reach 60% by 2030 (United Nations, 2006). Search for jobs, better lifestyle and access to amenities are a few of the reasons why people migrate to the city. The rapid increase in city population has caused the creation of both planned and unplanned settlements on the outskirts of cities which has in turn caused them to expand in terms of footprint (Everything connects, 2013), Cities worldwide account for 80% of the global CO2 emissions and 75% of global energy uses. These statistics confirm that 21st century cities need to become more sustainable, especially if they are predicted to grow in coming years (Larson, 2012). Latin America is said to be the most urbanised region in the world as urban sprawl is a major issue. Low density development is said to expand across the continent in the coming years around 2-4 times faster than the population. Bolivia is no exception to this statistic as the country has seen a dramatic increase in the percentage of its urban population. Although at a lesser level than in other countries within Latin America, The population of Bolivia since 1955 till 2017 incresed from 3,365,363 to 11,052,864 and expected to grow till 15,962,964 by 2050. Today the urban population of Bolivia is 71.3 % and expected to increse till 82.6 % by 2050 (Bolivia Population, 2017). The three largest cities within Bolivia, La Paz-El Alto, Cochabamba and Santa Cruz, house almost 50% of the country’s population and many of the smaller towns and cities are also growing. This expansion has caused many of the same effects as can be seen worldwide, where cities’ are struggling to provide enough housing and public services to meet the needs of a growing population (Anon, 2012).
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URBAN SPRAWL Recent decades have seen not only the world’s population significantly increase but also the number of people living within its urban areas (United Nations, 2006). As cities are expanding it is crucial that urban design not only addresses growing population but does so in a sustainable way to create positive environments for people to live in. To address this worldwide issue, some governments have built planned settlements to provide housing for the people (Barton, 2016) and people themselves have in many cases illegally taken land and created unplanned settlements (Modular Buildings Institute, 2011) The impact urban sprawl has had on Latin America, and more specifically Bolivia, is also studied, analyzing the reasons why the population in its’ cities is growing so fast. D E F I N I TI ON
The rapid expansion of a city which sees the separation of key functions clearly defines urban sprawl. Often this development is of uniform density, primarily low, and sees the creation of residential areas fully segregated from all other amenities and as a result fully dependent on car travel (Everything connects, 2013). C AU S E S
Below are several reasons why the rate of urban sprawl has increased in recent decades: - Increasing population; - Creation of planned and unplanned settlements; - Lack of urban planning; - Lack of government control; - Housing and land are often cheaper in the suburbs; - New investment into roads, electricity and water; - Suburban living is more appealing due to its peaceful environment; - Suburban living provides access to desirable large homes and gardens. E F F E C TS
There are a number of issues directly resulting from urban sprawl such as: - Increased reliance on cars causing congestion; - Increased pollution and energy use; - Reliance on car transport results in an increase in health issues; - Reduction in wildlife, open space and farmland; - Reduced social interaction due to lack of communal public space; - Growing separation of social classes due to extremedifferences in housing cost (Bose, 2011).
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URBAN SPRAWL IN SANTA CRUZ
Santa Cruz de la Sierra has grown uncontrollably for a number of reasons, especially after the mass migration in 1980 when the oil and gas reserves were found, making it the 14th fastest growing city in the world. With this urban sprawl has come many political, social and economic problems as transport around the city has become chaotic, buildings have been constructed haphazardly at low quality and basic amenities have become harder to find out-with the 4th ring, creating what is generally unsustainable living. The city has been decreasing in density due to both planned and unplanned settlements forming on the outskirts of the city. Majority of the buildings across Santa Cruz de la Sierra are 1 or 2 storeys causing construction to expand uncontrollably and engulf the surrounding landscape. Within the first 4 rings there are 71 hab/ha and out-with the 4th ring this has almost halved to 47hab/ha, creating what the
OI L & G AS R ES ER VES
MA SS MIGRAT IO N FRO M RURA L T O URBA N A REA S
LA CK OF GOV E R NME N T CON T R OL & OR GAN I S AT I ON
I L L E GAL L OW DE N S I T Y CON S T R UCT I ON
FIG. 3 URBA N SPRAW L I N S AN TA CR UZ DE L A S I E R R A
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UR B AN S PR AW L
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F IG . 4 SKY LINE O F NY CIT Y
FI G. 5 GR I D OF N Y CI T Y
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PLANNED SETTLEMENT D E F I N I TI ON
Typically planned settlements evolve in a way that has been specifically designed (Farlex, 2015). They create communities in an area where the land has been previously undeveloped, generally with the aim of providing a neighborhood including housing as well as a mix of amenities; such as education, commercial and recreational services. The settlement is often well integrated with existing local communities in the town or city, with relatively high quality and spacious homes. In recent decades the development of the garden city model has provided many examples of planned settlements. In these instances, however, there is not always access to local amenities provided within the settlement and as a result residents are required to travel out-with to reach required facilities (A Vision of Britain, 2014). Often these types of settlements are found in developed countries across the globe. In most cases the city officials or private developers do all of the planning with minimal input from residents. P OS I TI V E S
There are various reasons why planned settlements are considered more successful than unplanned which include: - Amenities within a reasonable distance of residents’ homes; - Planning regulations ensure better control over how land is distributed between housing and amenities; - The surrounding environment is considered more peaceful; - Homes are required to meet minimum sizes, therefore residents have enough space; - Generally good quality construction. (Hylton, 2014). N E G ATI V E S
Planned settlements have some disadvantages also, such as: - Many of the homes lack individuality; - Not all neighbourhoods contain all required amenities; - Increased dependency on the motorized transport; - Increase in pollution, congestion and traffic accidents; - Homes are not always to residents preference as they have no control over design; - Most planned settlements are located on the outskirts of existing cities causing the city to expand. (Hylton, 2014).
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F IG.6 FAVELA O F RIO DE JA NEIRO
F I G. 7 M AP I F FAV E L A I N R I O DE JAN E I R O
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UNPLANNED SETTLEMENT D E F I N I TI ON
A number of different names are often used to describe unplanned settlements, such as “informal settlements” or even “illegal settlements”. The UN habitat describes these neighborhoods as residential areas where inhabitants have no tenure for the land or dwellings they inhabit. The neighborhoods usually lack, or are cut off from, basic services and city infrastructure and the housing usually does not comply with planning and building regulations (Brand, 2006). A further term often used to refer to many of the poorer unplanned neighborhoods is a “slum”. Settlements like this can be found in cities across the world as a quarter of the global urban population live in slums. Due to the continuing growth of cities today, and migration from rural areas, these figures are expected to continue to increase. In third world countries the fastest growing areas of a city are the slums and as a result it is anticipated that, by 2050, 3 in 7 of the urban population will live in unplanned settlements (UN Habitat, 2008). There are a number of positive aspects identified with informal housing such as: - the planning of settlements are specific to residents needs and taste - the design is unique to local context and culture - housing is affordable for low income families - construction is sustainable as only local materials are used ⁴ (Mc Gill, 2015).
PO S I T I VES
N E G ATI V E S
There are a number of positive aspects identified with informal housing such as: - the planning of settlements are specific to residents needs and taste; - the design is unique to local context and culture - housing is affordable for low income families - construction is sustainable as only local materials are used. (Mc Gill, 2015).
There are a number of challenges facing those who live in unplanned settlements such as: - clean drinking water, electricity, sewage and waste disposal is not always available - high level of health illnesses - lack of access to basic amenities - overcrowding and poor living conditions is highly common - higher crime rates, drug use and violence - quality of construction is very low due to limited resources and skills. (UNEP, 2015).
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2 . C O N T E X T O F S A N TA C R U Z D E L A S I E R R A
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F I G. 8 B OL I V I A
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BACKGROUND
Bolivia, a landlocked country at the heart of South America, is an extremely diverse country in many ways. It’s climate, culture and architecture differs greatly across the whole country. Bolivia is very much split between the west and east. The east, home to the Andes Mountains, has a much colder climate and is at a high altitude, with some areas almost 6000m above sea level. While the East, a more tropical climate, is primarily vast flatlands at around 100m above sea level. The country is culturally diverse with around 36 different indigenous groups, all speaking their own languages. Around 60% of the population identify themselves as part of an indigenous ethnicity (Anon, 2012). The fastestgrowing urban centers include Cochabamba, Santa Cruz, and La Paz–El Alto, which account for over a third of the population. A low population density of fifteen inhabitants per square mile is paralleled by a young, fast-growing population (over 41 percent less than fifteen years old) (Everyculture, 2015). However politically the country is also split between east and west as there have been many feuds in the past and currently between the primarily indigenous population in the west and the population of primarily Spanish decent in the east.
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1563
1621
1825
1925
1950
CITY FOUNDED
SETTLING
INDEPENDENCE
PETROLEUM GAS
MARCH TO THE EAST
PLAN TECHIN
Santa Cruz de la Sierra was founded in 1563 by Nuflo de Chaves
The city moved twice before settling it’s current position
Bolivia officially gained independence from the Spanish.¹7
Petroleum gas reserves were discovered in the south of SantaCruz
The people of Santa Cruz de la Sierra demanded the Americans to pay royalties to the government for using their oil. With this money the city began to develop.Triggering massive migration from western highlands, known as March to the East.
introduced ri roads around central core a proposed a gar city plan.
FIG.9 HIST O RICA L T IMELINE OF S AN TA CR UZ DE L A S I E R R A DE V E L OPM E N T
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1960
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-
1970
1978
1985
1990
2016
NT
PLAN MODIFICATION
CRISIS
LOST CONTROL
FINANCIAL CAPITAL
ng the and rden
The plan was modified in 1970 to accommodate unfores e e n l e ve l s o f population growth; the fourth ring was added, along with the industrial park and new railway station.
The political, legal and economic crisis in 1978caused debt, hyperinflation and shrinking GDP which caused planning efforts to be abandoned.45
Officials lost control of the urban expansion of the city and lost reigns of Plan Techint as new settlements had expanded past the fourth ring. Various aspects of Plan Techint were never fully completed.¹7
Santa Cruz became Bolivia’s financial capital.
CONTINUATION OF EXPANSION
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The city still continues to expand even further into rural areas towards the north, east and south of the city with both planned and unplanned settlements. Gated communities have also been constructed to the west at the other side of Pirai River.¹7
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1960 - Plan Techin
1978 - Plan Regula
1995 - Plan Directo
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nt
ador
or
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FIG.1 0 URBA NIZAT IO N S CHE M E OF S AN TA CR UZ, PL AN T E CHI N T 1960
FIG.1 1 BEGINNI N G OF GR OW T H OF S AN TA CR UZ
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CONTEXT OF SANTA CRUZ
Santa Cruz de la Sierra, capital of the department of Santa Cruz, Bolivia, has in the past half century transformed from an isolated frontier town to the center of the country’s major production zone. Growing agribusiness, export enterprise and urban migration have created a heterogeneous community in this urban setting. By the 1990s, Santa Cruz had largely overtaken La Paz as Bolivia’s financial capital and most important economic pole, and its political influence is growing. Regional economic growth in eastern Bolivia has attracted—and resulted from—labor migration from poorer Andean regions over the past four decades. Santa Cruz is also the flashpoint of a growing regionalist movement, expressed in claims for ‘departmental autonomy’ as a means for regional governments to play a greater role in public decision-making. Drawing on historical grievances, this campaign is to steered by the recent intensification of place-based identity politics.
Santa Cruz de la Sierra is characterized by planned and unplanned urban growth. I examine modernist planning initiatives in the 1960s and early 1970s period and suggest these efforts did not adequately foresee the needs created by large-scale migration and rapid urban growth since the 1980s. Against this background, I consider recent patterns of spatial segregation, social inequality, inter-cultural tensions and conflicts over public space. Since the 1970s, the lowlands region has become an important development hub through agribusiness expansion, settlement schemes for poor highlanders, commercial and financial services, and natural gas extraction. The city of Santa Cruz has anchored much of this activity within the wider lowlands region. The challenges of building a modern city that fits the realities of urban life in the global South are not unique to Santa Cruz. In the mid 20th century, many Latin American and African cities borrowed from European modernist urbanism in an effort to create orderly, rational, and well-managed cities (Freund, 2007). Its city builders adopted modernist principles, but Santa Cruz never became the ‘garden city’ its planners envisioned (Kirshner, 2012).
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FIG.1 2 BI M ODAL T E R M I N AL S I T UAT I ON
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EXISTING CITY
Santa Cruz de la Sierra today, made up of several concentric rings and various avenues, was relatively well planned and executed according to the urban plan of Plan Techint until the 1980s. The first 4 rings of the city are well designed and residents are provided for with plenty of necessary amenities, paved roads and pavements and efficiently designed public space. However out-with the first 4 rings the city has resulted into chaos as there is a lack of urban structure, poor access to amenities, low quality construction of housing and public buildings and both unpaved roads and pavements. Waste is a major issue especially outside the first 4 rings as there is a lack of recycling options as well as a disorganized waste collection system. The cultural, social and economic inequality in Santa Cruz de la Sierra is much the same as it is across Bolivia, causing a divide amongst CruceĂąos and therefore an unfriendly and corrupt environment. In terms of urban characteristics, the large section of land left on the south east of the city for the sugar plantation is under-used along with the airport in the center of the city, as well the area behind the Bimodal terminal, many empty wastelands, which provide the possibility of being reused for something that can benefit the whole city. The industrial park to the north has again been under used with majority of the space left abandoned. Although the strip of amenities around the third ring successfully provides the city with necessary infrastructure, some areas have been illegally taken over by housing and other areas have been left abandoned or unused, in some places as Bimodal terminal area the ring of amenities is interrupted. Due to this urban infrastructure is not functioning as it suppose, and it explains why Bimodal terminal area is hard accessible by any ways of transport and almost completely inaccessible by foot. Across the river is Urubo, a newly developed residential area which sits in a different municipality but inhabits many people that commute daily to Santa Cruz de la Sierra for work. This recent development, housing several large bespoke villas, eats into the green forest area that once filled the land. It also creates a divide between CruceĂąos as it is an area aimed only for the wealthy which further increases the divide between the social classes. As it is predicted that Santa Cruz de la Sierra will continue expanding due to the construction of both planned and unplanned settlements, this will result in further economic, social and political problems. To prevent this from happening the government will have to take control and propose an urban and architectural strategy to increase the density of the city and provide the right infrastructure to residents (Kirshner, 2012).
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FIG.1 3 SA NTA CRUZ DI S T R I CT S AN POV E RT Y L E V E L (2006)
FIG.1 4 URBA N RICH
F I G. 15 UR B AN POOR
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URBAN POVERTY AND SOCIAL POLARIZATION
In 1995 the Plan Regulador provided city divition into 12 Urban Districs. However in 2004, the municipality added for districts for future growth that are at the moment considered as rural and largely unpopulated. In this district the poverty - defined as incomes insufficient to cover basic food and non-food expenditures - is unfortunately inherent (O’Hare & Rivas, 2007). Reflecting national level conditions, official data suggest that informal forms of employment—including micro-enterprises, domestic service, and self-employment—accounted for roughly two thirds of the city’s workforce by 2001). Self-employment is concentrated in the peripheral areas, but it is prevalent across the city (Kirshner, 2012). Across the river is Urubo, a newly developed residential area which sits in a different municipality but inhabits many people that commute daily to Santa Cruz de la Sierra for work. This recent development, housing several large bespoke villas, eats into the green forest area that once filled the land. It also creates a divide between Cruceños as it is an area aimed only for the wealthy which further increases the divide between the social classes. As it is predicted that Santa Cruz de la Sierra will continue expanding due to the construction of both planned and unplanned settlements, this will result in further economic, social and political problems. To prevent this from happening the government will have to take control and propose an urban and architectural strategy to increase the density of the city and provide the right infrastructure to residents. The main issue is that the districts of Santa Cruz which are outlined as the neighborhood with lower poverty indicators are still not highly populated. Bimodal Terminal is the central part of town, which can be characterized as a no man’s land, which has an urge to be more populated to create more productivity and formal employment possibilities, as well more housing.
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LA PAZ
SANTA CRUZ
COCHABAMBA ARANI ORURO
SUCRE
RIO MULATO
UYNUNI
POTOSI
HUANCHACA
F I G . 1 6 B O L I V I A R A I LWAY S Y S T E M
BOGOTA
LIMA MOLLENDO
SANTA CRUZ
ARICA
SAO PAULO
CORDOBA
BUENOS AIRES
F I G . 1 7 E X I S T I N G R A I LWAY N E T W O R K
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INFRASTRUCTURE B O LI VI A : S T I LL S T R U G G L I N G TO B R I D G E TH E G AP
During the last 50 years, Bolivia has carried out five feasibility studies into connecting its two separate networks, but not one of them has brought the project closer to fruition. With a sixth study underway, Ian Thomson-Newman questions the prospects for a new Atlantic - Pacific rail link. BOLIVIA’s two rail networks, one in the western and Andean part of the country and the other in the eastern lowlands, formed part of Bolivian National Railways (ENFE) until being split into separate companies, initially both state-owned, towards the end of 1995. A controlling interest in each was sold and after considerable trading of shares, Andina Railway (FCA) came to be controlled by Antofagasta PLC (which owns FCAB in Chile) and Oriental Railway (FCO) by the Yulara Group, made up mainly of Bolivian investors. The two networks have never been physically connected within Bolivia, in spite of at least five feasibility studies having been carried out over the past 50 years. Connecting them would form a reasonably direct meter-gauge rail link from Santos on Brazil’s Atlantic coast to Arica, Mejillones and Antofagasta on Chile’s Pacific coast (Railjournal, 2012).
BOGOTA
LIMA MOLLENDO
SANTA CRUZ
ARICA
SAO PAULO
CORDOBA
BUENOS AIRES
F I G . 1 8 N E W AT L A N T I C - PA C I F I C R A I L L I N K
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FIG.1 9 LO S T I DE N T I T Y OF S AN TA CR UZ
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IMAGINE SANTA CRUZ DE LA SIERRA
It is essential for Santa Cruz de la Sierra to be re-imagined for only then it can learn from other cities planning failures. The existing modern planing principles are not working efficiently, especially in less developed countries of Latino America. The current discourse of top-down planning methods is purely focused on economic reasons, which benefit only the rich minorities. However Santa Cruz still has time to follow a more coherent path of planning the city. It can adapt new, inclusive for all, urban policies and urban strategies with adjacent planning instruments. These new planning guidelines have to combine both top-down and bottom-up. Physical city interventions and spatial proposals must consider main problems of the city: segregation, insecurity and poverty. The hardest and evident problems are of soft, social character, therefore urban planning methods have to be soft as well. Despite all the problems, the city advertises itself as the financial capital of Bolivia - a city where dreams come true (vi te Imagine). It seems that the city is trying to follow the path of western American cities and this kind of concept of the city is accessible only to the richest class of society, while all others remain forgotten. It is clear that the city lost its identity, or actually even never had it.
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3. BIMODAL TERMINAL
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FIG.20 TERMINAL BIMODAL ENTRANCE
LA PAZ
SANTA CRUZ
COCHABAMBA ARANI ORURO
SUCRE
RIO MULATO
UYNUNI
POTOSI
HUANCHACA
F I G . 2 Ä„ B O L I V I A R A I LWAY S Y S T E M
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TERMINAL BIMODAL
The Bimodal Terminal is the main land transport infrastructure of the city of Santa Cruz de la Sierra (Bolivia). It serves for departure and arrival of buses and trains both inter-provincial, interdepartmental and international. At first it was built with the goal of being a large train station, because until then the city had only two very outdated and old seasons: Argentina station and Brazilian station 1 which were separated from one another . The new railway station seemed to meet all expectations of comfort and modernism, but, since the routes of the railways were only few hours a day, the station was “virtually” empty, entering a phase of economic neglect. Then in 2000 he started with the remodeling of this, adding bus service taking advantage of the breadth of the place. That was reopened Terminal Bimodal Santa Cruz de la Sierra, 2 thus completing the activities in the “Julio Prado Montaño ‘terminal until then located in the urban area of the city, infrastructure had become too small for the large tributary of passengers and buses. This infrastructure is one of the main entrances of the city of Santa Cruz de la Sierra. In the future after filling the railway gap between Santa Cruz and Peru, the connection between West coast and East coast will be completed. In this case Bimodal station will become a new transport hub of Latino America.
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METROPOLITAN IMPORTANCE The Bimodal Terminal is situated between 2nd, 3rd and 4th infrastructural city rings. The area in itself has a unique advantageous position amidst the historical city center and heavy industrial park. Therefore it has big potential to bind these living and working characters into one strong hybrid mix. For such mix to appear, it is vital to attract different social groups to the neighborhood. The biggest empowering potential is the youth of Santa Cruz. Since the territory has the space and low density, it is a perfect location for a new educational hub. New educational hub could serve as really needed social catalyst for change, it can combine ‘thinking + doing’. Revitalization of Bimodal Terminal can also provide an important green link to the current public space network of Santa Cruz. It should provide collective space for local residents. Such space acts as a protagonist of the contemporary urban landscape.
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EXISTING SITUATION The Bimodal Terminal area on average to comparison with inner rings of the city has a very low density, especially because it is in a central location of the already sprawling city. Existing urban tissue is poorly planned, has no hierarchy of spaces nor coherent infrastructural network. The apparent link between the historical city and the 4th ring is missing. The whole atmosphere of built environment is disturbingly chaotic.
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4. FIELD RESEARCH
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F I G . 2 2 C O L L E C T I V E U S E O F WA S T E L A N D
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OBSERVATION OF PEOPLE HABBITS
After all my research on site, I came up with the conclusion that all the nice things happening in this neighborhood is made not by architects or urban planners, but by direct users and locals. When I started analyzing the masterplan of this area, I quickly found out that it has little to do with reality, if hardly anything... The conclusion was clear enough that the official planning document “Plan director� is not the right tool to plan a city in this kind of context. The main challenge is to find other ways to plan a city. One must reflect to the fragile local context and refuse the top-down approach, which is at odds with reality. The top-down approach has already traumatized many parts of Santa Cruz de la Sierra in the modernistic planning periods of the city history. Unfortunately in reality, it still keeps doing so. I use the photo-essay approach to explore, analyze and study the different socio-economic contexts. The territorial organization of people habits reflects to the bigger scale problems of Santa Cruz and even Bolivia. Human behavior patterns are important to understand since they reflect to the core problems or strengths of the current`t situation.
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F I G . 2 3 H AV I N G A N A P W H I L E W O R K I N G
F I G . 2 4 H AV I N G A N A P A F T E R W O R K I N T H E MARKET
FIG. 25 INFORMAL GUARDIANS OF THE INFORMAL PA R K I N G L O T S E C U R I T Y S Y S T E M
F I G . 2 6 I N F O R M A L C A R WA S H I N T H E WA S T E L A N D BEHIND THE BIMODAL TERMINAL
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ECO N O M Y
POLITICS
Bolivia is one of the least developed countries in Latin America and has one of the lowest GDP Per Capita in the region. Yet, from 1991 to 2012, the country has been expanding at an average growth rate of 2.3 percent, on a quarter over quarter basis, mostly due to a rise in exports of commodities. Indeed, shipments of natural gas, silver, zinc and soy account for more than 70 percent of total exports. Bolivia has also the second largest natural gas reserves in South America and holds the world´s largest known reserves of lithium, which are yet to be explored. Nevertheless, in order to reach its full growth potential, Bolivia needs to increase private investment, improve its infrastructure and reduce the levels of poverty and inequality (Trading Economics, 2016). Bolivia’s economic development has been limited for several reasons: 1. Traditional elites, when they have ruled, have sold natural resources for personal wealth without developing the economy as a whole. 2. Revolutionaries, when they have ruled, have tried to “divide the economic pie,” but have lacked an understanding of genuine wealth creation, thus, like in other socialist countries there has been economic decline. 3. Persisting obstacles for economic competition include an inadequate transportation infrastructure and the nation’s landlocked location.
In Bolivia politics are very, very complicated. Traditionally Bolivia’s minority elite class has dominated politics (and the economy in Bolivia) which has resulted in a deep feeling of injustice by the country’s native and indigenous people, most of whom live in poverty, have little access to education and healthcare, and often don’t benefit from any revenues the economy provides - although they comprise over one third of the population. The government has also been rife with corruption because the country’s economy has depended so highly upon relationships and players, most of whom also own the majority of the country’s major businesses and industry. (Bolivia Bella, 2017)
Major Trading: Partners Brazil, U.S., Venezuela, Peru, Argentina, Colombia, Chile, China, Japan Industries: Mining, smelting, petroleum, food and beverages, tobacco, handicrafts, clothing, forestry, tourism in Bolivia Natural Resources Tin, natural gas, petroleum, zinc, tungsten, antimony, silver, iron, lead, gold, timber, hydropower (Bolivia Bella, 2017)
A lack of foreign investment in the key sectors of mining and hydrocarbons, along with conflict among social groups, pose challenges for the Bolivian economy. In 2015, President Evo MORALES expanded efforts to court international investment and boost Bolivia’s energy production capacity. MORALES passed an investment law and promised not to nationalize additional industries in an effort to improve the investment climate (Theodora, 2017). P R OD U C TI V I TY
Recent shifts in the Santa Cruz local economy related to inmigration and growing informal employment are creating new patterns of urban growth and altering the built environment. Informal work in Santa Cruz spans small-scale production, home-based work, construction, and services such as car washing, shoe shining, watch mending, provision of phone or internet access, public transport, and a wide array of commerce in food and produce, cosmetics and clothing, and herbs and medicines.
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FIG. 2 7 MU JE R E S AY M AR AS DE E L ALT O
FIG. 2 8 FA SHIO NA BLE CR UCE Ñ OS I N S AN TA CR UZ DE L A S I E R R A
SO CI A L S T R AT I F I CAT I O N
Classes and Castes. An institutionalized system of unequal access to political, economic, and sociocultural resources is a direct outcome of the Spanish conquest of culturally and physically distinct Andean societies and is closely wedded to the nation’s ethnic and cultural makeup. Class, culture (including ethnicity and language), and race (physical characteristics) overlap, solidify, and mark the social hierarchy. Class boundaries are permeable, but the shedding of the Andean cultural heritage is an important prerequisite for social mobility. A woman with a bundle of barley in the altiplano. The majority of Bolivians work in agriculture. At the bottom of the hierarchy are peasants, unskilled workers, and those in the “informal” economic sector who live in urban peripheries. Most are referred to as “Indian” and are likely to be monolingual in an Andean or indigenous language and/or barely functional in Spanish, have little formal education and a low income, be only nominally Catholic or Protestant, dress in “traditional” garb, and display Andean phenotypic characteristics (dark-skinned, relatively short, high cheekbones).
Members of a second broad, intermediate category are labeled mestizos, cholos (a disparaging term), or non-indigenous. (In the early colonial period “mestizo” originally referred to the offspring of native Andeans and Spaniards.) They are phenotypically almost identical to “Indians,” are more assimilated to Hispanic cultural norms and more likely than peasants or unskilled laborers to have a command (though not fluent) of and preference for Spanish, and usually have more formal education. At the apex of the social hierarchy is a small, “white” affluent elite class collectively referred to as “decent people” ( gente decente ) by peasants, who also address men of this category as “gentleman” ( caballero ) and women as “madam” ( señora ). (These labels also are used for members of the upper tier of the mestizo category.) Culture, class, and physical characteristics converge to mark and define inequality: Members of this elite class are more likely to be largely fair or white-skinned; be fluent and monolingual Spanish speaking; adopt “Western” clothing; live in major cities; occupy high positions in government, finance, or business; and not identify with the Andean heritage (Every Culture, 2017)
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FIG. 30 ANOTHER HILL OF GARBAGES
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WASTE
The Bimodal terminal area in many of its parts is completely trashed with no care or service to clean it up. An organized system of waste management could serve as new employment opportunities and even a new economic sector if to apply circular economic methods to reuse waste for resources. These resources could even become building materials.
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F I G . 3 1 T H E P L AY G R O U N D B E T W E E N I N F O R M A L
F I G . 3 2 C O L L E C T I V E A LTA R I N T H E M A R K E T B E T W E E N
SETTLEMENTS
PA R K I N G
FIG. 33 PEOPLE ENJOYING THE SUNSET IN THE COLLECT I V E S PA C E B E T W E E N T H E I R H O M E A N D R A I LWAY
F I G . 3 4 T H E WA L L I S T H E H E A D Q U A RT E R O F H O M E L E S S
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USE OF COLLECTIVE SPACE
When the state or city doesn’t provide for people the good living environment and welfare state is failing, people gather together and form social networks to organize their living environment themselves. That is exactly the case in poor quality surroundings of Bimodal Terminal. Thus they must be guided and empowered with needed skills or materials that they would create much better living environments for themselves. For such self-organized actions, the local people must have collective spaces, where they act, create and engage.
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F I G . 3 4 T H E S T R E E T B E T W E E N C O M PA N Y O F
F I G . 3 5 T H E WA L L O F R A I LWAY
L O G I S T I C S A N D I N D U S T RY O F E L E C T R I C I T Y
F I G . 3 6 A N O T H E R WA L L O F I N D U S T RY D I V I D I N G P R I VAT E S PA C E F R O M P U B L I C
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F I G . 3 7 T H E WA L L O F I N D U S T RY
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SECRET FENCES
It is certainly not unusual that walls mark out cleavages and borders. Historically, walls have often been used to outline physical spaces, control territories or exclude from resources and land. However, the construction of walls in Latin America follows a different logic. Rather than partitioning people of different ethnic, national or political backgrounds, they have been built along economic lines. The purpose of these barriers is therefore twofold. On the one hand, they contain people, so that those who are destitute cannot get to the big houses. On the other hand, the barriers hide the slums from those who live around it, making poverty less visible. As is the case with many persisting problems in Latin America, the root causes of the spatial inequality date back to colonial times. The colonial rulers, as well as other wealthy and powerful citizens, predominantly lived in the center of the colonial cities, where they would showcase their wealth and strength through richly ornamented houses and a progressive provision of public services. This hierarchical order, with the rich occupying the center of the cities, the middle class surrounding them and the working-class occupying the peripheries, was maintained until the second half of the twentieth century. At this time, many Latin American metropolises, such as Lima, Mexico City or Quito, experienced dramatic population growth. Although gated communities and the coexistence of poverty and prosperity are common occurrences in many parts of the world, they have become a defining feature of Latin American cities in the twenty first century. Already today, Latin America is the region with the highest income inequality of our planet and the social rift continues to increase through the polarization of cities in areas of the poor and the rich (Foreign Affairs Review, 2016). Bolivia and especially Santa Cruz, city with growing urban population is not the exeption. The city is paved by the walls hiding the poverty and “protecting� the gated communities. Walls and fences are material metaphors for social construction of Latin American inequalities (Hershberg, 2010).
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FIG. 38 FOOD MARKET
FIG. 39 FOOD MARKET
FIG. 40 FOOD MARKET IS ALSO AN OUTSIDE
FIG. 41 FOOD MARKET
CAFETERIA
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INFORMAL MARKETS
Informality is most visibly reflected in the expansion of open-air markets and street vending that has spread onto sidewalks, in some cases engulfing any nearby available space. Long-term residents have referred to the ‘‘mercadización’’ (uncontrolled expansion of markets) of the city while using terms like ‘invasión’’ (invasion), ‘‘avasallamiento’’ (usurpation), and ‘‘illegal occupation’’ in the local press (Andia Fernandez, 2002). Through such terms, informal vendors—many of whom are racialized as outsiders due to their Andean indigenous origins—are portrayed as a threat to the social/spatial order in Santa Cruz. Lowland Bolivia lacks the tradition of informal outdoor selling that developed in the Andes. Highland Quechua and Aymara migrants are widely considered to be retail specialists in produce and domestic goods. For much of the 20th century, Santa Cruz had relatively few large-scale informal land-use activities. Coinciding with the influx of highlanders in the 1970s and 1980s, the city’s largest markets formed, including La Ramada and Mutualista (Limpias, 2003). Cruceños have shown rising concern for the unhygienic conditions caused by the expansion of these markets.
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F I G . 4 2 T H E R E S U LT O F N O P E D E S T R I A N S I D E WA L K S
F I G . 4 3 C A R A S A C U LT U R E A N D S TAT U S
F I G . 4 4 O U T S K I RT S O F B I M O D A L A R E A
F I G . 4 5 O U T S K I RT S O F B I M O D A L A R E A
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LIFE IN CARS
In most of the newly developed countries in Latino America, during the modernist planning decades, cities were purely designed and built for car-oriented transport. Sprawl of cities affected Santa Cruz a lot, the car traffic is immense with car being a part of culture. People tend to drive any distance instead of walking. Other issue is poor organization of infrastructural traffic, lots of paved disused areas could potentially be greener and of collective use. The streetscape in its section is meager, there are no sidewalks. Bimodal Terminal area is in huge need of good reorganization of traffic creating soft and hard routes and links.
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FIG. 46 CHILD LABOR
F I G . 4 7 U N AT T E N D E D C H I L D R E N
F I G . 4 8 U N AT T E N D E D C H I L D R E N
F I G . 4 9 U N AT T E N D E D C H I L D R E N
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ANOTHER KIND OF PLAYGROUND
Education in Bolivia appears to be lacking: one in every seven children in Bolivia does not complete primary school, and the majority of Bolivians never go on to secondary school. In fact, over one million Bolivians over the age of 15 are illiterate. This lack of education contributes to the overall poverty Bolivians face. What factors are contributing to this lack of education? Here are the top four:
4. The primary reason for a child not being in school and the shrinking literacy rate in Bolivia is poverty. Children in urban areas are able to go to school on average for 9.4 years, while those in rural locations only make it on average for 4.2 years. Many children have to work and help support their impoverished family rather than go to school. Some changes to education in Bolivia have been made, however, with the help of nonprofits. Many organizations have helped provide classrooms and classroom materials in decent condition. One organization, the Foundation for Sustainable Development, helps provide training, tutoring, childcare and workshops to assist Bolivians with their educational needs. When given support and better learning conditions, children typically stay in school and even begin to learn at higher levels than their peers who are not given that support (Borgen Project, 2014)
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FIG. 50 EXISTING MORPHOLOGY OF TERMINAL BIMODAL AREA
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TYPOLOGIES
Typological thought refers to the whole, to the manifold relationships among things, to the extreme and at the same time the harmonious. it is a way of thinking that does not refer to the age but to the place. A place at which borders and opposites melt together into an intellectual universal (Ungers, 1985). The different typologies vary from industrial stand-alone warehouses, diverse housing and villas to informal settlements built illegally next to wastelands. The diversity of typologies at it’s origins is almost random and happened without too much of urban planning as such. Only the informal settlements bring some of the diversity to the area. What it lacks is a system of streetscape hierarchy connecting the dots to a unity. The typologies are very monotonous and over simplistic. The typologies as well as functions per plots don’t mix with each other due to a strict and shallow planning document of ‘Plan director’, which only divides area into separate parcels. Another very important issue is that all the parcels are fenced, what creates physical borders with no unity of the area. Thus interaction of users is very limited, this also creates strict divisions between public and private land, where the suggested scenario is where they would inter-lap with each other. Polarized typologies don’t allow public activities to happen in private spaces or vice versa. Mixing of typologies and functions might bring more social cohesion for all the users of Bimodal Terminal area. Such functional mix and promoted diversity through use might become not only a facilitating factor in creating collective continuous network of spaces, but also could develop into Bimodal Terminal’s identity.
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PLA N D I R E CT OR POOR V I S I ON
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T HE REAL I T Y CR E AT E D B Y US E R S
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Informal shop
Square
Wasteland
Housing1
Sport facilities
Housiang2
informal markets
Bus parking
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Station
Industry
Hotel
Industry
Logistics
Industry
Legal market
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INTERVIEW
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MARIA CLAUDIA CANEDO VELASCO
DAY: December 24, 2016 PLACE: Santa Cruz de la Sierra, Bolivia OCCUPATION: Catedrático Permanente, Universidad Privada de Santa Cruz de la Sierra - UPSA AGE: 50
1.How the city changed in the last decades? The city started to grow in 50-60th, but in the 70th the amount of the growth reached 7-8 percent per year. So in 10 years the population doubled. But after all the percentage started to go down until the 2000th ,it decreased till 5-6 percents per year. But this number meant 70 thousand people per year. As a result the city started to grow very fast and unorganized, because there was no money in municipality to take control of the services needed to be given to the people and also didn’t have any control in the empty lands. That’s why the most people who came to the Santa Cruz from the highlands or rural areas took over the land by themselves, which was not in use. As a consequence it made the situation even worse. The infrastructure was not planned for this amount of population. Firstly the streets until third ring were consolidated before 60th -70th, and the main growth were in 80-90th and municipality couldn’t control the growth. Unfortunately the role of municipality in the city growth haven’t change till now. But even now there are a lot of migrants still coming to the city at least they are not taking the empty lands anymore. Thus the government promote the social housing and land in further rings and people can afford to buy it. The area is pretty far and people have very bad public transport connection to the city center. This is one of the reason why the transport in Santa Cruz is in so bad condition. Due to the city is so low density so there is no need to have a buses. So mini buses (micros) are the only one kind of transport which works in Santa Cruz. And in the districts outside the city there the density is even lower there are motorcycles or tuctuc( here called tatorico) which can take 3-4 people. -Why in the city center in the main roads there are no buses? Because the micros are crowded. The municipality doesn’t have any power to push the corporation of Micros. -And who is controlling micros? Nobody. It is a private companies. The municipality only say what kind of routes should be there and it is only one thing the municipality can control. Furthermore how many micros are passing one route only can be controlled only by the corporation and they can put 30 - 50micros on one route, it is only up to them. Bimodal Terminal 77
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And the drivers they own the micros or no? Not many drives owns the micros. They only are receiving the minimum amount of wage and extra percentage of the amount of passengers. This is the reason why they are so fast and sometimes crazy. They also controlled by timeline and have to check in in certain control points and if they are not on schedule they get reduction in their salary. Until the 50th Santa Cruz was a little city with nothing important. After the Chaco war with Paraguay 1934. After it city started to grow and the government said that Santa Cruz will be a new modern city because the mine was going doing down and they realized that they have to concentrated more on the petrol production. After this big change Santa Cruz municipality started to ask for the taxes from companies which exploited petrol recourses. And finally around the 60th Santa Cruz could administrate this money. Only at this time the municipality put the tiles in the main square and started to pave the roads, because before it was only dirt softscape. As well they invited some engineers from Brazil to make plan Techin. As well they started to do the projects to provide the water, canalization and electricity in the city. Another reason which increase economic growth in Santa Cruz was industry. Firstly in the 60th one of the main production was sugar industry. Secondly in 70th - 80th soil industry started to grow as well. And in 80th - 90th the meat industry arrive. In 2000th after constant economic growth with a new government economic stagnation started. Private sector didn’t invest anymore in the industries as much as before. As well in 2000th with the global economical crisis the price of petrol declined and black times came to Santa Cruz. After 2005 the price of petrol increased but there are any changes and innovation in industries till now. Only franchises as Burger Kind, Starbuck and others.. After the big growth after 2000th when a new government came the economic growth stopped. Private sector doesn’t invest in the new industries as much as before. 2000 the price of the petrol decreased and it was very bad situation in Santa Cruz. In 2005 the price went up but any new industries appeared in Santa Cruz. Only franchises as Burger Kind, Starbuck and so on...They continuing with the soil and beef industries but nothing else have been produces or created in Santa Cruz. In Santa Cruz some phenomenon started, such as many residential houses were builded in the area which was planned to be for growing industries. 2. What is the main issues the city is facing now? Transport. Mainly because Santa Cruz is important central city in the department. And many people commute from suburbs to the city from Cotoca, Warnes, Porongo and other areas. That is one reason. The other reason is 800.000 habitants (half of Santa Cruz population) who live outside the city in the suburbs. Another issue is that municipality doesn’t know how to reinvent Santa Cruz. Because they identify the important issue education. Now there is the biggest amount of universities in all Bolivia. 1 (80000students) public university and 18 private universities.
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What about schools? It is more less solved. There are 350 public schools in the city. From them are 150 reconstructed by the modular project. They are all the same. Is it popular to get a higher education? Of 100% between age 6-12 ages the same amount of girls and boys they go to primary schools. In the age of 13-18 the percentage goes down to 75 %. And only 50% of the amount of pupils who go to secondary school finish the high school. And only 25% of students who graduate school go to university. And some of the other they go to the technical schools , but there are not so many of them. More male or female getting higher education? In the private universities there are more females. Many families decides to protect their daughters and not let them study in public universities, because it is too crowded and sometimes cruel - students have to fight for themselves. In general more girls go to private Universities and boys go to public. For families who come from rural areas is more common that the man goes to study and woman stays at home. Only in the middle and higher class there is equality in the education. Now many people say Santa Cruz is the Capital of the business. It is a capital of entrepreneurs, it is a capital of industries, it is a place there transnational companies are coming, it is opened city for the investments, but probably not for living. The main focus is for private business and it is the main weakness of Santa Cruz. Even the city collects a lot of taxes from business they do not know how to administrate it. Everything they administrate everything brakes or bankrupt. They receive a lot of money from the petrol companies. And where all this money goes? The municipality have priorities? 1.Infrustructure 2. Education 3.Security But when you look in the big picture it is hard to see where all the money goes. The biggest part of money goes to the pavement, drainage, to schools, health, lighting and green areas. Many new green areas have been done in last 10 years. As you can see they don’t promote the growth f emploement. The main employment they promote is construction. Any materials which are used in the construction are made here. All the material as bricks , ceramics, glass, windows are imported from surrounded countries as Brazil. Only few things are produces here as bricks and concrete outside the Santa Cruz. So the municipality doesn’t invest in to the new industries. 3.What is the global vision of Santa Cruz in the future? The government doesn’t have a vision, but we (architect) are the ones who have to make a vision. The taxes (11%) supposed to be invested to the industries, pave the city. They started to fabric tiles it was cheaper, because it was made here. But the municipality doesn’t promote it anymore. That’s why from the people who work 58% live in informal economy. Mainly they are drivers of the micros or taxi drivers...but all of them works for informal economy. And all of these people pay just a bit of taxes or don’t pay at all any taxes to the city. It is like a loop which never stops.
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5 . S PAT I A L Q U A L I T I E S
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FIG. 51 SITE PLAN
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F I G . 5 2 N O L LY P L A N
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FIG. 53 ACCESSIBILITY AREA WITH RESTRICTIONS
FIG. 54 ACCESIBILITY AREA WITHOUT DESTRICTION
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FIG. 55 ACTIVITIES IN THE GROUND
FIG. 56 FENCES
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6. SOURCES AND REFERENCES
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REFERENCES
[A Vision of Britain. 2014. Glasgow City - Current theme: Industry. [online] Available at: http:// www.visionofbritain.org.uk/unit/10217751/theme/IND [Accessed 7th October 2016] [Anon. (a). 2012. Bolivia Cultures: Diversity in Bolivia. [online] Available at: www.boliviabella.com/ bolivia-cultures.html [Accessed 26th November 2017] [Barton, E. 2014. Curbing urban sprawl to make cities more sustainable. [online] Available at: https://asunow.asu.edu/content/curbing-urban-sprawl-make-cities-more-sustainable [Accessed 22nd September 2016] [Bose, D. 2011. Causes and Effects of Urban Sprawl. [online] Available at: www.buzzle.com/articles/urban-sprawl-causes-and-effects.html [Accessed 30th September 2016] [Everything Connects. 2013. Urban Sprawl. [online] Available at: www.everythingconnects.org/urban-sprawl.html [Accessed 26th September 2016] [Farlex. 2015. Dictionary - New Town. [online] Available at: http://www.thefreedictionary.com/ Planned+settlement [Accessed 29th September 2016] [Freund, D.M.P., 2007. Colored property: state policy and white racial politics in suburban America. University of Chicago Press.] [Friedman, J. 2005. Globalization and the emerging culture of planning. Progress in Planning, 64, 183–234.] [Hershberg E. 2010 .Indelible Inequalities in Latin America: Insights from History, Politics, and Culture; Eric Hershberg, p.35, London] [Hylton, H. 2014. Moving to the suburbs? 5 ways to survive urban sprawl. [online] Available at: http://nationswell.com/5-ways-to-fix-urban-sprawl/ [Accessed 22nd September 2015] [Joshua D. Kirshner. 2015. City profile: Santa Cruz de la Sierra ( Department of Geography, Rhodes University, Grahamstown 6140, South Africa] [Larson, K. 2012. Ted Talk: Brilliant Designs to fit more people in every city. [online] Available at: https://www.ted.com/talks/kent_larson_brilliant_designs_to_fit_more_people_in_every_ city#t-36665 [Accessed 28th September 2016] [McGill University. 2015. Unplanned Settlements. [online] Available at: https://www.mcgill.ca/ mchg/student/ settlement/chapter1 [Accessed 20th October 2015]
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[Modular Building Institute. 2011. Why build modular? [online] Available at: http://www.modular. org/Html-Page.aspx?name=why_modular [Accessed 3rd December 2016] [O’Hare, Greg and Sara Rivas. 2007. Changing Poverty Distribution in Bolivia: The Role of Rural-Urban Migration and Urban Services�, GeoJournal, Vol. 68, No. 4 pp. 307-326.] [UNEP. Africa Environment Outlook. Past, present and future perspectives. [online] Available at: http://www.unep.org/dewa/Africa/publications/AEO-1/214.htm [Accessed 20th October 2015] [Ungers, O. M. 1985., Ten Opinions on the Type, Casabella, 509-510: 93-95.] [United Nations, 2006. World Urbanization Prospects: 2005 Revision. Available at: http://www. un.org/esa/population/ publications/WUP2005/2005WUPHighlights_Final_Report.pdf [Accessed 19th October 2016]. [Sheerlinck, K. 2015. Collective Spaces Streetscape Territories Notebook. Streetscape Territories Research Group - KULeuven, Faculty Architecture.] [Stanilov, K. 2007. The Post-Socialist City: Urban Form and Space Transformations in Central and Eastern Europe after Socialism, Dordrecht, The Netherlands, Springer.) [Vanstiphout, W. 2010. Inauguration speech: Design is politics. Available at http://designaspolitics. wordpress.com/ (accessed 18 December 2017).] [Vanstiphout, W., Provoost, M. 2009. Maakbaarheid, a Uniquely Dutch Concept of Social Improvement through Architecture, Has Given Impetus to a Set of New Urban Proposals for the Rotterdam Biennale. Architectural Review 226(1351): 86-91.]
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SOURCES
http://borgenproject.org/top-4-reasons-education-in-boliva-lags http://foreignaffairsreview.co.uk/2016/10/segregation-2-0-how-walls-manifest-social-inequality-in-latin-america/ http://www.everyculture.com/A-Bo/Bolivia.html http://www.santacruz.gob.bo/sczprensa/notas/contenido/13738/901 https://es.wikipedia.org/wiki/Composici%C3%B3n_%C3%A9tnica_de_Bolivia#/media/File:Aymaras.JPG http://www.theodora.com/wfbcurrent/bolivia/bolivia_economy.html http://www.boliviabella.com/economy.html http://www.tradingeconomics.com/bolivia/gdp-growth http://www.railjournal.com/index.php/central-south-america/bolivia-still-struggling-to-bridge-thegap.html http://latam.phpbb-3.com/t101-colinas-del-urubo-porongo https://www.compassion.com/bolivia/santa-cruz-de-la-sierra.htm http://www.everyculture.com/A-Bo/Bolivia.html https://ourworldindata.org/world-population-growth/ http://www.foxnews.com/travel/2017/03/27/skyscraper-planned-for-new-york-would-world-slongest-building-look-like-bendy-straw.html https://www.pinterest.com/pin/163044448986756773/ http://www.oneworld365.org/volunteer/brazil/rio-de-janeiro https://www.bing.com/maps
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