Diana Garcia & Marcelo Sanchez_Queretaro: Exploring sustainable development through future scenarios by EMU European post-master in Urbanism at TU Delft

Queretaro: Exploring sustainable development through future scenarios

Diana Garcia & Marcelo Sanchez

FINAL THESIS for EUROPEAN POSTGRADUATE MASTERS IN URBANISM UPC Barcelona / TU Delf / KU Leuven / IUA Venezia MASTER OF URBANISM Delft University of Technology

Mentored by: Dr. ir. R.M. Remon Rooij Delft University of Technology Prof. Joaquím Sabaté Universitat Politecnica de Catalunya Ir. D.D. Daan Zandbelt Delft University of Technology

Delft 2009

The authors acknowledge the financial support from CONACYT (National Council on Science and Technology)

CONTENTS Chapter 01. Queretaro in images

Analysis of Level of Network Operation

Challenges and opportunities

Queretaro in images

Chapter 02. Overview

Introduction

Analysis of Level of Network Operation

Problem field

Challenges and opportunities

Aims of the project

Research questions

Analysis of Level of Network Operation

Societal and scientific relevance

Challenges and opportunities

Approach concept

Methodology

Second Nature: Leisure network

Second Nature: Composition of households

Conclusions and recommendations Seven urgencies

Chapter 03. Theory Framework

Chapter 06. Scenario Visioning

Introduction

Theory concepts

Methodology

Synergy scenario

29 30

The shift to sustainable mobility Practice concepts

Introduction

101 Ring scenario

National Spatial Strategy (Nota Ruimte)

108 Islands scenario

Spatial Development Strategy The Hague 2020

115 Evaluation

Bogota BTR Transmilenio

115

Methodology

115

SWOT Tool

Chapter 04. City Profile

117

Response to urgencies

Location

119 Conclusions

Historical background

Chapter 07. Principles for Queretaroâ&#x20AC;&#x2122;s desirable future

Demography

122

Introduction

Economy

122

Principle 1: Construction for the Future City

Education

124

Principle 2: Reestructure Governance

Housing

126

Principle 3: Polycentric City

Spatial transformations

129

Principle 4: Synergy

Chapter 05. City Dynamics

131

Principle 5: Metropolitan Open Space Network

Introduction

133

Principle 6: Metropolitan Mobility Network

First Nature

138

Possible stratetegic projects

Conclusions

Analysis of Level of Network Operation

Chapter 08. Three project ideas: Strategic projects

Challenges and opportunities

142 Introduction

Interface

144 Project 1. Regional Train corridor

Analysis of Level of Network Operation

148 Project 2. Metropolitan park & Cental Station

Challenges and opportunities

158 Project 3. Queretaro Logistic Platform

Second Nature: Mobility

Chapter 09. Evaluation and recommendations

Analysis of Levels of Network Operation

166 Introduction

Challenges and opportunities

166 Evaluation

76 Second Nature: Production and consumption network

167 Recomendations

MTY

GDL

MXC

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Queretaro in images

MTY

G L

T F I

C K|S

GDL

J|Q R

M O

D N

MXC

05 KM

A_Landscape / Natural

E_Center

I_Public Space

M_Facilities

Q_Icons

B_Landscape / Natural

F_Center

J_Public Space

N_Facilities

R_Icons

C_Landscape / Urban

G_Periphery

K_Streets

O_Infrastructure

S_Night

D_Landscape / Urban

H_Periphery

L_Streets

P_Infrastructure

T_Night

A_Landscape / Natural A_Bajio Valley

B_Landscape / Natural B_Mountain

Source: Catherine, 2007.therine, 2007)

C_Landscape / Urban C_Overview city center

D_Landscape / Urban D_Overview city periphery

Source: DieQro, 2007.therine, 2007)

E_Center E_Convent of San Agustin

F_Center F_Pasteur Street

Source: Paco Bulos, 2007.therine, 2007)

G_Periphery G_San Pablo development

H_Periphery H_Juriquilla Lake

Source: Luis G O B, 2008.ne, 2007)

I_Public Space I_Jardin Zenea Square

J_Public Space J_Alameda Central Park

K_Streets K_5 de Mayo street

L_Streets L_Bernardo Quintana avenue

Source: Paco Bulos, 2008.therine, 2007)

M_Facilities M_Gomez Morin Cultural Center

N_Facilities N_Josefa Ortiz Auditorium

O_Infrastructure O_Highway system

Source: Paco Bulos, 2007.therine, 2007)

O_Infrastructure O_Queretaro Airport

Q_Icons Q_Acueduct

R_Icons R_Pyramid of El Pueblito

S_Night S_Pedestrian street in city center

Source: danlmarmot, 2007.therine, 2007)

T_Night T_Inner ring (Boulevard Bernardo Quintana)

Source: rhobinn, 2008.therine, 2007)

Q_Icons Q_Acueduct

Source: Allenism, 2007.therine, 2007)

Source: virtualyo, 2008.therine, 2007)

Source: The Daily Joe, 2008.therine, 2007)

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References

Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis. Allenism. (2007). Mexican Biker Family [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/35195112@ N00/2103292923/ Catherine. (2007). El Cimatario [Photo file]. Retrieved from Picasa Web Albums: http:// picasaweb.google.com/lh/vi ew?q=cimatario&psc=G&filt er=1#5108262086735627842 danlmarmot. (2007). Plazas and walkways [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/92601235@ N00/2049659810/ DieQro. (2007). Atardecer III [Photo file]. Retrieved from Flickr: http://www.flickr.com/photos/ dieqro/895396395/ Luis G O B. (2008). lago de juriquilla [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/23693945@ N06/2257644536/ Paco Bulos. (2008). Boulevard [Photo file]. Retrieved from Flickr: http://www.flickr.com/photos/ dieqro/2193844706/ Paco Bulos. (2007). Bye Bye! [Photo file]. Retrieved from Flickr: http://www.flickr.com/photos/ dieqro/2100686333/in/set72157602648437441/ Paco Bulos. (2007). Calle Pasteur, Queretaro [Photo file]. Retrieved from Flickr: http://www. flickr.com/photos/20906419@ N05/2119872866/ rhobinn. (2008). Pasando por el boulevard [Photo file]. Retrieved from Flickr: http://www. flickr.com/photos/7422806@ N05/2467327458/ The Daily Joe. (2008). Pass it along [Photo file}. Retrieved from Flickr: http://www.flickr. com/photos/96024620@ N00/2372445165/

virtualyo. (2008). El novio y su nueva familia [Photo file]. Retrieved from Flickr: http://www. flickr.com/photos/37318782@ N00/2563887752/

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Overview Index

Overview 21 Introduction 21 Problem field 21 Aims of the project 22 Research questions 22 Societal and scientific relevance 22 Approach concept 22 Methodology

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CHAPTER 02: OVERVIEW

Top of the El Cimatario hill, located at the south of the city of Queretaro. Source: Paco Bulos, 2009.

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Overview Introduction / Problem field / Aims of the thesis

Overview Introduction To identify the role of mobility and its capacity to shape the dynamics of the city is relevant to understand the conception of mobility as a broader concept than just the process of movement. First, the recognition of the relevance of mobility in the transformation of the city through extending the notion of mobility to mean all the way people relate socially to change of place rather than the mere fact of movement (transport) and understanding this process not only as a set of technical constrains but also as a dimension of a more profound connection with societal space are important starting points (Lévy, 2003). Secondly, mobility is indispensable for an economic and social development, ‘movement is a key condition of access to job market, to accommodation, to education, to culture and leisure, to the family... The right to work, to accommodation, to training, now incorporates an implicit right to mobility. In a way, this right to mobility conditions the other rights; it has become a sort of “generic right”, of increasing importance to society’ (Ascher, 2003, p.23). Finally, mobility has an immense environmental impact. Consequently, the movements should not affect the lives of others, should not damage natural and cultural heritage, and the energies they employ should not mortgage the future of our planet (Ascher, 2003). Because mobility not only provides the indispensable links for economical interchange and social integration but also influences the economic and environmental processes of the city, by the planning and design of set of strategies based on a sustainable mobility approach we seek to reconcile mobility with a high quality of urban life, the protection of the environment, social equity and economic development (Banister, 2005, p.15).

Problem field Derived from the role of mobility as a possible/relevant condition for the formulation of strategies capable to shape the dynamics of the city, we will deal with two main conditions: the rapid process of metropolisation and economic growth relied on imbalanced usage of human and natural resources and the lack of coordinated governance

processes and planning tools adequate to respond to the current and future challenges. Rapid process of metropolisation and economic growth relied on imbalanced usage of human and natural resources Queretaro is a middle-sized city of 1 million inhabitants in an expanding and dispersed urban conurbation located in a privileged geographical position in central Mexico [fig. 1].The optimal conditions of national and regional connectivity have been the platform for the development of a competitive economy. On the other hand, in recent years, there have been important investments to improve the quality of life of the inhabitants by new infrastructure and service facilities in the form of big urban projects However the expansion and discontinued growth patterns of the urban form, the depletion of the natural resources, the inequality in terms of accessibility and the fact that economic growth has relied on imbalanced usage of natural and human resources represents the current and future challenges that Queretaro has to deal. Lack of coordinated governance processes and planning tools adequate to respond to the current and future challenges Within a context of imbalance centered on the economic growth and the consequent process of metropolisation, the Queretaro’s present planning instruments and strategies are characterized by its sectorial-type focus objectives, unsynchronization between levels of governance and consequently the lack of coordinated synchronized goals. As a result, Queretaro is an emergent metropolis without an inclusive vision or strategies for its sustainable development.

Aims of the thesis Main aim. Formulation of an envisioning perspective and strategies for the city of Queretaro through the exploration of probable future spatial scenarios based on the concept of mobility as the main facilitator to shape the urban transformations. Secondary aim. Is to improve a design/planning instrument for urbanists and decision makers able to translate scientific knowledge from engineering into an approach that urbanists (designers/

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planners) can deal with when developing strategies for a sustainable future.

Research questions The main research question: In which ways mobility can be a potential articulator element to achieve sustainable development (economy, societal and environmental) in Queretaro? In relation with sustainable development and mobility: What is the relation between sustainable mobility and the city urban form? Which are the trends in terms of mobility strategies? Which are the tools and instruments currently used? Which are the main forces happening in the territory? Which are the conditions and urban forces occurring in the territory that we can use to reach sustainable development? How mobility does relate with these conditions or urban forces? How to achieve sustainable growth in a context of international and regional competiveness? Is mobility a facilitator for sustainable growth? In relation with Queretaro City: What are the possibilities of transformation of Queretaro given its geographic, economic and social potentialities and limitations? Which are the potential forces that represent an opportunity for its

Introduction Research questions / Societal and scientific relevance / Approach concept

transformation? Can mobility shape or guide these forces? What role should play Queretaro in the region? How Mobility can facilitate the positioning of Queretaro in the region? How Queretaro respond in term of governance, to the new condition of a rapid metropolisation and an economic growth relied on imbalanced usage of human and natural resources? Can a mobility strategy incentivize synergy in terms of governance?

Societal and scientific relevance The challenges for urban planning; from infrastructural planning to integral planning The process of metropolisation of the Mexican cities is basically a new phenomena, the current planning is until now, unable to react to the urgent challenges. Urban policy makers are struggling to balance this massive growth in public and private investment with more sustainable forms of urban development. Questions regarding the shape, size, density and distribution of the city have become increasingly complex. The existing situation of social fragmentation, urban poverty and deficient infrastructure is not reachable to any current urban policy without the coordination between actors and governance levels. Thus, the urban policies should face the actual challenges and conditions in

different scales of instrumentation and integration. Spatial planning is vital for the delivery of sustainable development. In particular, it concerns the prudent management of space, a critical natural resource, limited in supply, but with growing demands upon it. It also requires trans-disciplinary teamwork involving different skills at various scales in long-lasting processes. Mobility as a promoter for sustainable development There is an important gap between economy, society and environment that should be strategically reduced in order to promote a more sustainable urban development. In this sense, mobility is not only considered essential for social integration where access inequalities generate disparities but also as a indispensable approach to deal with other challenges that shape the city not only in terms of sustainability but also with the redefinition of the urban form. In this context Queretaro, as an example of the debate about future of emergent metropolis, is a field of research that evidences the urban condition of segregation, sprawling and deficiency of urban policies.

Approach Concept The approach to the current and future challenges in Queretaro is characterized by short term solutions mostly based on plans and specific projects. This response not only gives limited solutions

Traditional approach: What to fix? Problem

Solution

Short term perspective

Proposed approach: What to improve? Problem

Challenges opportunity

Challenges

Vision

Long-short term perspective

Figure 2.1. From problem-solving to envisioning opportunities.

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Introduction Methodology

in a narrow period of time but also theyâ&#x20AC;&#x2122;re not strong enough to generate or impulse (spin off process) a shortlong terms transformation process able to deal economical and political uncertainty.

paradigm, its relation with the urban form and the prospectives to shape the dynamics of the city.

The approach concept of this thesis project is based on the assumption that not only every problem represents a challenge but also an opportunity to generate a process of visioning the desirable future (short and long term perspective) able to generate the transformation of the dynamics of the city [fig. 2.1]. The thesis aspires to use the existing challenges as opportunities that through the exploration of scenarios, to formulate an inclusive design-vision, a set of possibilities, open a flexible and capable to adapt to the current and future uncertainty conditions.

Methodology The proposed methodology for this thesis project is based on five parts; (1) the theory-references framework, (2) the understanding of city dynamics, (3) the scenario visioning, (4) the strategy and (5) the evaluation and recommendations [fig. 2.2]. The theory-references framework. Review of the concepts and theories related in our research questions, identification of the interrelations that could guide the process of the project. Through this outline we will focus on the concepts of the sustainable mobility

Understanding the city dynamics. Analysis of the current dynamics of the Queretaro in three parts; (1) The city profile will describe the general profile of the city in terms of location, historical background, demographics, economics and the spatial transformations. (2) Using the â&#x20AC;&#x2DC;levels of network operationâ&#x20AC;&#x2122; tool (Rocco, 2007), we will explain the main features of the city in relation with the nature of its territory, the governance, the technical networks (road, air and train network), the consumption, production and leisure as well as the composition of its households network. The result of the analysis will consist on the definition of the main challenges that will lead the future of Queretaro and the opportunities for its transformation. (3) The conclusions and recommendations will synthesize the main elements resulting from the analysis that will conform the inputs for the formulation of the scenarios and the strategy.

visualization of the possible future through scenarios. The vision will be formulated based on the assessment and experimentations through scenarios of three different scales and challenges of the given context. The spatial strategy. In this stage the spatial strategy will be formulated based on the assessment of the scenario visioning and according to the defined desirable future. The spatial strategy will define the lines of action as well as the strategic interventions in a short-long time frame. The evaluation and recommendations. The recommendations will be based on the assessment in two levels: the process of the thesis and the results of the strategy in relation with the research questions stated. Is important to note that the process is not linear, the principle of cycle assessment is basic for the exercising of strategic planning because of the ability to shape and readjust the different parts of the process and consequently the results.

The scenario visioning. This part is basically the process of visualization of the desirable future through a scenario construction, is centered on the exploration of the possibilities of strategic planning. The product of this exploration is a set of spatial inputs that will define the future desirable vision. Using the specific context, we will focus on exercising strategic planning; the basis is the

Theory and references

Explore theory concepts and trends in practical cases as a reference for Queretaro

City dynamics

Understand the current and the possible future city dynamics of Queretaro

Scenario visioning

Spatial strategy

Evaluation

Figure 2.2. Contents aims per chapter.

An exercise of envisioning Queretaro . Conclusions and recommendations for the spatial strategy Spatial strategy using mobility as the moderator to shape the transformation of the city dynamics Recommendations as a result of the evaluation of the strategy. Open the discussion on the future of Queretaro

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References

Bibliography Ascher, F. (2003). Multi-mobility, multispeed cities: a challenge for architects, town planners and politicians. 1st International Architecture Biennal Rotterdam, (pp. 1-23). Rotterdam. Banister, D. (2005). Unsustainable Transport. City Transport in the New Century. London: Routledge. Lévy, J. (2003). Workshop 2: New urban spatialities. In S. Allemand (Ed.), The senses of movement. Summary of the International Colloquium organised by IVM at Cerisy-la-Salle (pp. 8-11). Paris: Institut pour la ville en mouvement. Rocco, R. (2007). An Urban Geography of Globalisation: New Urban Structures in the Age of Hyper-connectivity. Delft: International Forum on Urbanism (IFoU). Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis. Paco Bulos. (2009). El Cimatario [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/20906419@ N05/3474909419/

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Theory Framework Index

Theory Framework 27 Introduction 28 Theory concepts 29

The shift to sustainable mobility

30 Practice concepts 30

National Spatial Strategy (Nota Ruimte)

Spatial Development Strategy The Hague 2020

Bogota BTR Transmilenio

35 Conclusions

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CHAPTER 03: THEORY FRAMEWORK

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Theory Framework Introduction

The aim of this chapter is to review the concepts and theories related with our research questions, as well as to clarify these topics and their interrelations that will guide the process of the thesis project. Through this framework we will focus on the concepts of sustainable mobility paradigm, its relation with the urban form and the potentiality to shape the dynamics of the city. With the reference, we will respond to the following research questions: what is sustainable mobility?; what is the relation between sustainable mobility and the city urban form?; is mobility an instrument to shape or redefine the dynamics of city? Furthermore, the framework is organized by two elements, (1) the theory references and (2) the practical references. In the practical references we will explore two cases, the Spatial Development Strategy for The Hague 2020 and The Bogota BTR Transmilenio Experience. For both cases, firstly we will explain the conditions in which the plan or strategy was defined and secondly the tools and instruments used or produced in the study cases. By this we will respond to the following research questions: which are the current trends in terms of spatial strategies?; what is the relation with the mobility strategies?; which are the tools and instruments currently used or produced? The first case refers to the exploration of a spatial strategy which involves a multiscalar approach, the identification of the current forces that has the potential to shape the city of The Hague according to the aimed vision. Additionally, not only attest the importance of synergy between actors and stakeholders but also the translation to opportunities areas (with strategic interventions) of the main challenges that the city aims to deal. In which the accessibility is a key factor to shape the attractiveness to development. The second case refers to the implementation of the BRT system (Transmilenio) in the city of Bogota. What we consider important is to explore the conditions in which was implemented, the relation between Transmilenio and the spatial ambition for the city as well as the relation of this instrument with the formulation of the public space. Even though is crucial for the success of the strategy, our intension is not to analyse the political and economical conditions in which the mobility strategy was established. As a conclusion on one hand, we will define the main theory concepts used in the thesis project and on the other hand, we will underline the key elements used in spatial or mobility strategy in the two cases that can be used as a platform for reference.

Simultaneous motion in Tokyo (right) and Brussels (above). Source: manganite, 2006; manganite, 2009.

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Theory Framework Theory concepts

Theory concepts

Prior to the exploration of the theory concepts is important to define not only what is mobility but also why it is important for the city dynamics. Mobility is different from transport systems (i.e. infrastructures) and shift systems (i.e. physical movement), it refers to an activity system where persons, as well as goods and information are parts of a mobility system1. The ‘mobility turn’ connects the analysis of different forms of travel, transport and communications with the multiple ways in which economic and social life is performed and organized through time and across various spaces. Analyses of the complex ways that social relations are stretched across the globe are generating theories, research findings and methods to mobilize or assemble analyses of social ordering that are achieved in part on the move and contingently as processes of flow (Urry, 2007). Basically for us, mobility not only refers to the condition to move from one point (space) to another (space) but also to the activity produced in the movement and its relation with the conditions of time and the space and its social dimension. In this thesis project, for the case of Queretaro, we will make evident that mobility (spatial and social dimension) is a determinant agent to deal with the current and future challenges of the contemporary city.

phenomenon as stated by Bertolini (2006), Banister (2005), Cervero (2001) and Ascher (2003). Mobility represents a choice of society and has become a structural dimension of social life. Mobility is increasingly a value which introduces the society to personal and territorial differentiations: the condition of accessibility. Bertolini (2006) emphasises that mobility systems are ever more crucial in granting individuals and organizations the access to the spatially and temporally disjointed resources they need to thrive, or even just to survive. The continuing growth and diversification of mobility is both a consequence and an instrument of contemporary lifestyles, to the point that “the right to work, to accommodation, to training, now incorporates an implicit right to mobility” (Ascher, 2003). As a consequence, the resulting activity patterns are increasingly diverse, as a growing variety of mobility options interact with a growing variety of individual needs, desires and constraints as explained by Rooij (2005). Based on the condition that mobility not only defines accessibility -geographical, physical, cognitive, economical and cultural– but also produces a diverse activity patterns and interactions, mobility is both a driver2 and a condition to shape or produce transformations in the current and future dynamics (spatial, social, ecological and economical) of the city.

Rising demands for mobility is a global 1 In France, F. Ascher and E. Heurgon have defined it as “mobilité BIP” for Biens (goods), Informations et Personnes (persons).

Pedestrian flows on Qibao Ancient Town, Shangai. Source: Buou, 2008.

However, in an increasing resource2 Defined by the Merriam-Webster Dictionary as an element that provides impulse or motion.

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Theory Framework Theory concepts: The shift to sustainable mobility

constrained world, mobility and accessibility are dimensions of equity, as in being not able to move or to access means segregation and exclusion. In addition, mobility has a key role in ensuring the efficient operation of well-being activities, as well as contributing towards social well-being and providing access to those activities. But mobility (by means of transport), as major and increasing consumer of energy, should also contribute to the environmental objective of reducing its use of these carbon-based energy resources (Banister, 2008).

The shift to sustainable mobility A number of land use characteristics can affect travel patterns and influence the environmental impacts of transport, and in turn can promote more sustainable transport. In the national, regional and urban level cal be influence the impact not only to the environment but also in relation with the economic and social dimension. For instance in the national Level, planning policies can influence the location of new development in relation to existing towns, cities and other infrastructure; in the regional Level, they can influence the size and shape of new development and the type of land use and at the city or urban level, planning policies can be used to influence the density and layout development. So, the land use and planning strategies have a clear potential to reduce the unnecessary need to travel, both transport and land-use policies will help to reduce the absolute levels of car use and promote the use of more environmentally friendly transport. Road safety and the attractiveness of cities can again be addressed by transport and land-use policies. According to Banister (2005), a series of constraints need to be addressed in a clear strategy on transport and sustainable development; (1) new organizational and institutional schemes that the appropriate powers and responsibilities can be allocated; (2) policies have often been introduced as single stand-one elements, with no real perspectives on how they link together to form a strategy; (3) no progress has been made on policies that have promoted public transport and those that have allocated new investments and development and (4) the need to develop a set of visions as to how we cities in the future. But how to shift from a conventional transport planning approach to a sustainable mobility approach? First of all, the conventional transport planning is based according to Banister (2008) on two fundamental principles, (1) that travel is a derived demand and not an activity that people in general wish to undertake for its own sake and, (2) that people minimize their generalized cost of travel, mainly operationalised through a combination of the costs of travel and the time taken for travel. This principles have important consequences; “The predominance of

Conventional approach / Transport planning

Physical Dimensions_ Mobility_ Traffic focus (car)_

Alternative approach / Sustainable mobility

_Social Dimensions _Accesibility _People focus (car & pedestrian)

Large in scale_

_Local in scale

Street vs road_

_Street as space

Motorised transport_ Forecasting traffic_ Modelling approaches_ Economic evaluation_

_All modes of transport in hierarchy _Visioning on cities -Scenario development & modeling _Multicriteria analisis; environmental & social concerns

Figure 3.1. Table that compares the conventional mobilty approach vs the sustainable mobility paradigm (Banister, 2005).

transport solution to urban problems, the huge growth (faster and longer) distance travel as the speed of travel. Local public transport, cycle and walking have become less attractive, and this has resulted in the greater use of the car. Car dependence and the increased decentralization of cities are difficult processes to reverse—this is the transport future” (Banister, 2008). In order to shift to a more sustainable mobility, it’s necessary the combination of spatial strategies, the multiscalar dimension (from regional to personal scale) that can support high accessibility and high-quality environment. Is not about to extinct the use of the car, but to design the city in a scale and high-quality space so that the people would not need it all the time. To achieve it, requires a clear and innovative thinking about city futures in terms of the reality (what is already there) and the desirability (what we would like to see), and the role that transport can (and should) play in achieving these objectives. The scale of change required to promote a more effective strategy on sustainable mobility means that a deeper understanding of acceptability is needed. Rather than trying to encourage automatic responses and continuous evaluation in terms of the benefits to individuals, the debate must embrace reasoned actions that examine the whole process in terms of societal benefits. Consequently, the spatial strategies towards sustainable mobility should consider participation (integration) of the actors, stakeholders and the existing elements of the system. The new interventions should be development in a framework where the existing dynamics (social, economical and political) are considered and integrated. What we consider important to note is not only the importance of the mobility strategies in the shift to a more sustainable development, but also the opportunities resulted from the current challenges.

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Theory Framework Practice concepts: National Spatial Strategy (Nota Ruimte)

Practice concepts

As it was mentioned before, we will explore two practical cases; (1) the Spatial Development Strategy for The Hague 2020 in which spatial strategy involves a multiscalar approach, the identification of the current and future forces with the potential to shape the city according to the aimed vision; (2) the Bogota BTR Transmilenio Experience to explore the process of implementation of the strategy, its relation with the spatial ambition for the city and the relation of this instrument with the formulation of the mobility environments.

National Spatial Strategy (Nota Ruimte) A new approach to decision making and shaping implementations By the end of 1997, the Ministry of Housing, Spatial Planning and the Environment (VROM) that has the task to create a pleasant living environment, to continue a spatial planning policy and contribute to a sustainable development, organized a series of documents exploring the possible future for the country by 2030. As a result

of this exploration was published the Nederland 2030, Verkenning Ruimtelijke Perspectieven structured by the proposal of four possible scenarios of spatial development. What is important to note from the Nederland 2030, Verkenning Ruimtelijke Perspectieven, is the methodological approach based on the scenario building. Basically, the identification of key themes for the debate is the crucial element for this scenario building, where by the elaboration of strategic images for the future they condense the variety of themes. The key themes defined were: (1) spatial demands and the differentiation between city and rural; (2) the effects of mobility and infrastructure; (3) the sustainable development from an international perspective; (4) the social diversity as opportunity; (5) urban management; (6) the importance of the natural landscape and biodiversity. The scenario building experience had some influences on the elaboration of the recently adopted National Spatial Strategy (Nota Ruimte). According to VROM, although this new spatial

Urban networks and main transport axes. Source: Ministry of Spatial Planning, Housing, and the Environment, 2004.

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Theory Framework Practice concepts: Spatial Development Strategy The Hague 2020

planning policy is based on the Fifth National Policy Document on Spatial Planning and the Second National Structure Plan for the Rural Areas, the new Government has revised the content to reflect its own priorities focusing on a greater role for the economy and the creation for more space for development. This new focus, gives more responsibility for action to other actors like the the provincial and municipal councils, the institutions of civil society and to individual citizens. Basically the new Dutch policy memorandum known as the National Spatial Strategy (Nota Ruimte) is an integrated document produced by four different ministries. With a planning horizon of 2020, the main aim of the new policy is to set in motion dynamism in spatial processes, and to avoid imposing specific requirements on spatial development unless national or international interests are at stake. The emphasis as was stated before, emphasize a different approach of governmental control, the adopted one is to being ‘Decentralize if possible, centralize if necessary’. The new policy not only enlarges the role and responsibilities of the regional and local governments (provinces and communes), it also covers the way for more involvement of citizens, private companies and stakeholders in spatial developments (Vink & van der Burg, 2006).

Green, water and recreation main structure. Source: City of The Hague, 2005.

The National Spatial Structure, which sets nearly all central government land-use priorities, provides the necessary elaboration of more general policies. The structure breaks down into two components: the first part, based on the existing water system and associated with “nature” and “landscape” projects, focuses mainly on guarantees for specific spatial values of (inter)national importance and second part, based on the existing transport infrastructure and associated with “economic” and “urban” projects, focuses on stimulating spatial dynamics, crucial for the Dutch society and economy (Vink & van der Burg, 2006). The main step forward in terms of direct central government involvement consists of the creation of four regional programme. The four regions in question are the Noordvleugel and Zuidvleugel (the northern and southern parts of the Randstad, a conurbation of the Netherlands’ main cities), the Groene Hart (the green spaces within that conurbation) and the South-East Brabant/North Limburg region (i.e., Eindhoven, Venlo and surroundings). In these four regions, projects are in operation in which the central government has many responsibilities, but perhaps two crucial elements are important to note; planning decision-making and shaping implementation (Vink & van der Burg, 2006). In this context, clearly the success of the national strategy depends on its implementation in the national, regional and municipal level in relation of the strategic projects and the land use management. In this sense, we will use the example of Spatial Development Strategy The Hague 2020, in order to reflect about the strategy implementation through the different scales, planning instruments and strategic projects. It’s important to note that this not the only vision-strategy currently in process of implementation, but based on the accessibility of the information, the flexibility and clearness of the strategy we consider it as a good case for metropolitan scale strategy debate.

Housing main structure Source: City of The Hague, 2005.

Spatial Development Strategy The Hague 2020 The ambition for the city is based on The Hague as a world-class city, innovative in the Randstad’s South wing and especially unique with a unique ambition to be the Global City by the Sea. The current potentialities placed as main cards are: the multicultural city (due the composition of the inhabitants), the international city (using the current role as City of Peace and Justice and seat of the national government), the city by the sea (its proximity to the sea) and the royal city (home of Dutch royalty). Using these potentialities, the idea is to improve the quality of life, the region and the country investing in urban public spaces using the existing cultural e historic unique elements and the green urban areas. The challenge is that the city and the inhabitants have to preserve the current and future level of welfare and prosperity focusing in four conditions; the social security, safety, quality of life and solidarity (City of The Hague, 2005). Tools and instruments; The vision for 2020 Development plans that aim to inspire have a very appealing future scenario in store,

Economy main structure. Source: City of The Hague, 2005.

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Theory Framework Practice concepts: Spatial Development Strategy The Hague 2020

an image of a city where people want to live and contribute to the future scenario. The vision states an attractive future scenario, the quality of public spaces (green) and its proximity to the sea are strategic conditions to set the city as enjoyable to live, the most attractive city in the Randstad. With a more knowledge based economy has been possible to invest on better education conditions and diverse the working offer. The Hague has been a knowledge/services centrality with International corporations, ICT development and international organization. In addition to the economic development, the key housing developments (with urban and rural landscape characteristics) are impulse to improve the housing offer in the city conserving gardens, postwar and historic neighborhoods. In the same way, projects to improve the accessibility (local and regional) are part important for this vision for instance the Randstad Rail, the city ring, the Trekvliettracé and the completion of the A4 highway. On the other hand, it’s stated the necessity for better public services and the integration of the society in the different levels which explains the importance of the participation of the inhabitants in the construction of the future for the city. This vision couldn’t be possible without the proposal for improve the current urban structure that basically will be the support of any strategy and project. The Hague’s urban structure 2020 To accomplish the objectives defined in the vision is necessary the improvement of the urban structure adequate to respond to the challenges of social, economic and cultural development. There are two predominant elements in the spatial structure of the city; (1) the landscape lines formed as a result of the structure of the sea line (in addition to the structure of the dunes); (2) and the grid structure. The long term investment in this spatial structure is considering interventions defined decades ago by the Berlage and Dudok plans hence the spatial structure has to be flexible to consider future challenges and generations.

The strong relation between the regional agenda and the metropolitan agenda. Is not possible to achieve the aimed development without the regional synergy, the ambition of the Hague is founded on the development of the South-wing of the Randstad as an urban entity so is integrated the regional and local interest. The multiscalar dimension is a key element of the vision, each scale requires different approach but with a unique vision for the city and for a powerful region. In the global scale, The Hague is part of a group of cities with strong presence of International Institutions and aims to consolidate its role within the group. In order to achieve it, is necessary to be more competitive and attractive in terms of good accessibility, attractive housing environments and an improved offer of services. In this terms, the city as part of the Randstad will compete as a global metropolis. For the construction of the strategies it was crucial the collaboration of the different actors and stakeholders in the region, this cooperation is producing joint venture schemes of strategic actors in the region. The cooperation and joint venture schemes are the platforms not only to promote the interaction and cohesion between the strategies, but also to the decision-making process that involves the whole region. The topics where the cooperation is emphasized are: the green, water and leisure structure, the accessibility, housing, economy, high quality services, the coast and the urban periphery. The metropolitan agenda was defined by the economic opportunity areas. The factors that define the location and the development of these five economic opportunity areas are the landscape, the infrastructure and the diversity. The potentiality of the areas is defined by combination of these factors that the urban agenda will have to shape. In relation with the local implementation of the vision, the spatial strategy sets a framework of reference for the special interventions of the city. The implementation of the strategy considers a specific program focusing on the creation of housing environments, work and leisure that in this document we will not specifically explore.

Spatial development strategy 2020. Source: City of The Hague, 2005.

In relation with the national scale, the Fifth NOTA, acknowledged the

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Theory Framework Practice concepts: Bogota BTR Transmilenio

dimension of the network defining the specific spatial concepts that in the followed scales, by the local implementation, the objectives take shape spatially.

examination of a full range of potential solutions. The BRT system is not the only solution to achieve the aimed conditions of accessibility and mobility. The BRT involves an integrated system of facilities, services, amenities, operations, and Intelligent Transportation Systems (ITS) improvements that are designed to improve performance, attractiveness to passengers, image, and identity.

What we conclude about the exploration through this case, is the importance of the diverse scalar aspects of the strategy, the role of the region and the synergy needed to achieve the objectives of the vision. In relation with the strategy, is clear that by the use of the forces or existing conditions (accessibility, infrastructure and diversity) the challenges can be identified and by specific interventions the objectives can be achieved. Hence, the economic, social and spatial ambitions are clearly defined and interrelated with their spatial dimension.

Bogota BTR Transmilenio Bus Rapid Transit (BRT) is growing in popularity throughout the world. The reasons for this phenomenon include its passenger and developer attractiveness, its high performance and quality, and its ability to be built quickly, incrementally, and economically. BRT also provides sufficient transport capacity to meet demands in many corridors, even in the largest metropolitan regions (Levinson, Zimmerman, Clinger, & Rutherford, 2002). Decisions to make BRT investments should be the result of a planning process that stresses problem solving, addressing needs, and the objective

A more apt definition by Levinson et al. (2002) of BRT would be a flexible mode that integrates capital and operational improvements to create a faster, higherquality mode of travel than conventional bus service. Major BRT systems have been implemented in Latin America, some examples are; Belo Horizonte, Curitiba, and São Paulo, Brazil; Quito, Ecuador; and Bogotá, Colombia. These systems typically use physically separated median lanes along wide multilane arterial roadways. Stations are typically spaced 1,200 to 1,500 feet between major intersections, with provisions for overtaking on some systems via passing lanes at stations. Peak-hour, peakdirection passenger flows range from 10,000 to 20,000 persons per hour.

and vehicles, system identity and image, service plan and ITS application and fare collection. We will concentrate on recommendation on the planning and project development process due its importance in the success of the implementation. The success on the implementation of a BRT project depends on the planning process in which is founded, an open and participatory process is essential in terms of acceptance and operation. One crucial factor to consider is that the BRT is not another bus system, it should be integrated to a mobility strategy and a land-use planning process. In terms of the stakeholders, the decision making process integrates all actors (operational actors, government, private sector and users) in order to create a better understanding of the system and its implementation. From the challenge of providing more public space, nodes (station areas) represents an opportunity to integrate the system with a new public spaces through a land-use planning process. This represents an opportunity to generate mobility environments3 as part of the new implementation. The Transmilenio Experience

There are some lessons learned about the implementation of the BRT (Levinson, H. S, Zimmerman S.,Clinger J. , Rutherford, C.S. 2002) in relation with the planning and project development process; the system concept, the running ways, the station

Bogotá general trend in the major cities of the world: dynamic growth in the outskirts of the city and population decrease in the central areas. As a consequence, the development of the city and its road infrastructure has traditionally been dictated by a trend around a central area which attracts most of the journeys of the inhabitants. The flows are supported by a longitudinal road network and a transversal connectivity concentric to the historic centre, thus responding to the socio-economic circumstances existent in the city (Flechas, 2006). The current mobility model existent in Bogotá has been spontaneously devised based on fractioned sector actions: The bicycle path system, the Transmilenio system, the traditional collective public system, the parking system, the inexistence of a district policy for the management of freight, the absence of the pedestrian within the mobility policy, the fact that inter-modality is not promoted, the different systems that compete but don’t complement each

Periphery TransMilenio station over highway, Bogota. Source: donfer, 2008.

3 Mobility Environment defined by Bertolini, (2003) as a space where many different people can come, but also one where many different people can do many different things; it is an accessible node, but also an accessible place.

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Theory Framework Practice concepts: Bogota BTR Transmilenio

other, the unequal treatment of the parties involved as well as a significant territorial disequilibrium (Flechas, 2006).

system. The economic success of the Transmilenio is evident, but the pricing and the integration of the BRT with other elements of the mobility system are still weak conditions for its operation.

Once the first two stages of the Transmilenio system have been implemented, the average length of journeys in collective public transport is approximately 48.2 km, with a 28% of transfers, which means journeys that take up too much time in relation to their distance. These journeys compete with the current networks covered by the Transmilenio system mainly in directions North-South and West-East.

On the other hand, the opportunity to integrate the Transmilenio’s corridors with the regeneration of existing public space was not successful as was expected, the bike paths that goes parallel to the BRT increased the bike users but the car is still more attractive to move due the distance and conditions of the journeys. The stops of the BRT do not involve the creation or promotion of a mobility environment, due it lack of inter-modality, activities and space qualities to promote interaction. Basically, what authors agree (Rodriaguez & Targa, 2004) is that the urban renewal expanded as a consequence of the implementation of this new mobility system was limited due the lack of integration with a process of land-use planning.

The success in terms of implementation on Bogota was based on government determination, the coordination with the operators through the Transmilenio Company that currently manage the

The success of these new efforts will likely depend on many local factors. Bogotá was unusual in the high degree of political will and political continuity that existed across several different administrations. Thus, the degree to which other cities can replicate Bogotá’s experience is possibly more dependent on the political environment than just the physical nature of their urban regeneration efforts (Wright & Montezuma, 2004).

Transmilenio corridor in the city center.

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Theory Framework Conclusions

Conclusions

As a conclusion on one hand, we review and define the main theory concepts as backbone for this thesis project, and on the other hand, we underlined the key elements used in spatial and in the mobility implementation of a BRT project based on the review of the two cases. Related with the definition for mobility, basically for us, mobility not only refers to the condition to move from one point (space) to another (space) but also to the activity produced in the movement and its relation with the conditions of time and the space and its social dimension. In this thesis project, by the case of Queretaro, we will make evident that mobility (spatial and social dimension) is a determinant agent to deal with the current and future challenges of the contemporary city. Mobility is a driver to shape or produce transformation in the current and future dynamics based on the condition that mobility not only defines accessibility but also produces a diverse activity patterns and interactions. In other words, in an increasing resource-constrained world, mobility and accessibility are dimensions of equity. In the same way, mobility has a key role in ensuring the efficient operation of well-being activities, as well as contributing towards social well-being and providing access to those activities. Due the role of the spatial strategies in achieving a more sustainable mobility system, we conclude that the from the two cases reviewed we should consider; (1) the importance of the multiscalar dimension on the strategy, (2) the crucial role of the region and the synergy needed to achieve the objectives of the vision. In relation with the strategy, is clear that by the use of the forces or existing conditions (accessibility, infrastructure and diversity) the challenges can be identified and by specific interventions the objectives can be achieved. The economic, social and spatial ambitions should be clearly defined and interrelated with their spatial dimension. In relation with the case of implementation of the BRT project, is important to note that the implementation should respond to the needs not only with the mode to use, it should be the consequence of a planning and project development process that aims to solve a current problem but with a short and long term strategy. Now with the concepts reviewed in this framework, in the following chapter we will analyze the current and the possible future dynamics of the city of Queretaro.

EMU / TU Delft / UPC Barcelona Final Thesis 36

References

Bibliography Ascher, F. (2003). Multi-mobility, multispeed cities: a challenge for architects, town planners and politicians. 1st International Architecture Biennal Rotterdam, (pp. 1-23). Rotterdam. Banister, D. (2008). The Sustainable Mobility Paradigm. Transport Policy , 15 (2), 73-80. Banister, D. (2005). Unsustainable Transport. City Transport in the New Century. London: Routledge. Bertolini, L. (2006). Fostering Urbanity in a Mobile Society. Linking concepts and practices. Journal of Urban Design , 11 (3), 319-334. Cervero, R. (2001). Meeting Mobility Challenges in a Increasingly Mobile World: An American Perspective. Cities on the Move Conference (p. 24). Paris: Institut pour la Ville en Mouvement. City of The Hague. (2005). Global City by the Sea, Spatial Development Strategy The Hague 2020. Recuperado el 2009, de Gemmente Den Haag: http://www. denhaag.nl/structuurvisie Flechas, A. L. (2006). Territorial ordinance and sustainable mobility: the case of Bogotá. Retrieved 2009, from Human Rights and the Town: www.ciudad-derechos.org/english/ pdf/eex.pdf Heurgon, E., & Laousse, D. (2002). Accessible town and sustainable mobility. 1st Workshop & Mo.Ve International Forum (p. 4). Venice: Mo.Ve. Levinson, H. S., Zimmerman, S., Clinger, J., & Rutherford, S. C. (2002). Bus Rapid Transit: An Overview. Journal of Public Transportation , 5 (2), 1-30. Rodriaguez, D. A., & Targa, F. (2004). Analysis of Bogotá’s Bus Rapid Transit System and its Impact on Land Development. Transport Reviews , 24 (5), 587-610. Rooij, R. (2005). The Mobile city. The planning and design of the Network City from a mobility point of view. Delft: TRAIL Research School.

Urry, J. (2007). Mobilities. Cambridge, United Kingdom: Polity Press. Vink, B., & van der Burg, A. (2006). New Dutch spatial planning policy creates space for development. DISP Journal (164), 41-49. Wright, L., & Montezuma, R. (2004). Reclaiming public space: The economic, environmental, and social impacts of Bogotá’s transformation. Cities for People Conference (p. 18). Copenhagen: Walk21. Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis. Buou. (2008). Qibao Ancient Town [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/7760870@ N02/3095089655/ donfer. (2008). Bogota nocturna [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/13502696@ N00/3006136992/ manganite. (2006). Double night pan [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/62328475@ N00/218486709/ manganite. (2009). Ghost crossing [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/62328475@ N00/2925427582/

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City Profile Index

City Profile 39 Location 40 Historical background 43 Demography 45 Economy 48 Education 49 Housing 50 Spatial transformations

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CHAPTER 04: CITY PROFILE

The Aqueduct of Queretaro.

EMU / TU Delft / UPC Barcelona Final Thesis 39

City Profile Location

The city of Queretaro is located at the central region of Mexico, at the southeast of the state surface. Territorially the city is composed by the totality of the municipality of Queretaro, and partially by the municipalities of Corregidora, El Marques and Huimilpan. These municipalities by their characteristics of physical continuity of their built-up zones tend to form a geographic, economic and social unit.

the area of influence in a ratio of 350 km is about 45 million of inhabitants that represents 43% of the national population.

Queretaro has always been favored by its geographic situation as the central node for the north-south and westeast corridors of the country and it has undergone a remarkable industrial development, becoming a pole of attraction for the region. Because of the proximity to Mexico City and other urban areas in central Mexico,

4 Municipalities The city of Queretaro is composed of four different municipalities: Queretaro, Corregidora, Humilpan y El Marques.

2070 Km2

Continental scale / Mexico.

National scale / Queretaro province.

Regional scale / Queretaro metropolitan area.

Metropolitan scale / Queretaro city.

The Queretaro metropolitan area is 2070 km2 (SEDESU;CONCYTEQ, 2008).

155 Km2 The built-up area for the the city core of Queretaro is 155 km2 (SEDESU;CONCYTEQ, 2008), mainly distributed over the Queretaro municipalty (79%).

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City Profile Historical background

Historical background

The city was founded in 1531 on the hills of the Queretaro Bajio1. The city grew mainly in the west hill during the XVI and XVII century. At the end of XVIII century, in the Ruiz Calado ordinance (plan) the city structure was organized along 12-13 streets east-west direction and eight streets with north-south direction. The structure was characterized by the regular grid and blocks on the east of San Francisco square as for the irregular structure on the west and the north of Rio Queretaro. The synergy between the urban and rural economy allowed the construction of new churches, convents and buildings. Further the economical and political aspects that defined the development of the city in the XVII century, the establishment of religious institutions (convents and monasteries) in the central core transformed the structure of the city, not only in terms of activities but also transforming the skyline with the new church’s towers, the spacious and robust church’s structures and the two levels houses that surrounded the main plazas. As a consequence of the urban growth, the river’s water supply and its polluted condition became unsatisfactory for the demand. At this period, were already in function the monastery’s complex nearby the main churches as well as the three main plazas –La Cruz, Plaza Mayor and San Francisco– in west-east direction, and the Huerta Grande in the northwest part of the city. The consolidation of activities and structure of the city took place along the XVIII century. Many of the historic buildings were built or renovated in this period. The aqueduct built in 1735, with a length of 1,280 meters and 74 arcs, provided the water storage and supply improving the dissatisfied water demand. The aqueduct and the fountain’s system improved the availability and quality of this important resource.

Querendaro The city of Queretaro was originally a native settlement established in 1446. Its ethnic name is ‘Querendaro’, which translates into ‘place where they play ball’ in reference of an ancient sport played in the region.

By the end of the century, in the Plaza Mayor (main square) was already established the City Hall (Cabildo) surrounded by the Casas Señoriales (housing owned by Spanish migrants and Criollos2). The predominant architectonical style was the baroque, visible in the casas señoriales like the Ecala House, La Marquesa and El Faldon house nowadays icons of the Queretaro’s baroque architecture. Furthermore, with the construction of the San Felipe Neri Church the neoclassic architectural style became important in the architectural composition mixing baroque and neoclassical style elements. By the end of XVIII century, the city had already an extension of 265 ha, with 27,000 inhabitants with a density of 10,200 inhabitants/km2 or 102 inhabitants per hectare3. In this period was not visible any spatial specialization between activities, and the landscape was predominated by natural gardens at the center of spacious blocks.

Capital Queretaro was the capital city of Mexico in three occasions: 1947, 1867 and 1917.

During the XIX century, the urban growth was scarcely 10% (1803-1885) in contrast to the 103% within 1700-1803 (García Ugarte, 1999). Between the years 1829 to 1833 started the process of industrialization with the Hercules Textiles Factory and the Bank of Queretaro that composed a textile monopoly in the region. During the Independence movement, some areas of Queretaro were destroyed but later reconstructed promoting large urban transformations. During the Porfiriato4 period, the urban transformations continued focusing on the construction on the empty urban spaces and on the extension of road structure like the Madero and Juarez Streets with the attempt to connect the center with the new city. In 1917, the train infrastructure was already consolidated in the northeast of the urban area that supported economic and urban growth. At the end of this period, the national recession did not allowed any significant transformation or growth.

1996 In 1996 Queretaro was declared World Heritage Site by UNESCO.

It was until 1935, when new infrastructure and facilities were constructed like the Escobedo market, the stadium and the new system of regional roads. In 1943, industries as Carnation, La Concordia and El Fenix and Kellogg’s of Mexico were situated in the first industrial area with a strong support of local policies. By the end of the 1950, appeared the first modern neighborhoods, like the El 1 Bajío (lowlands) is a region of Central Mexico that includes the plains of several Mexican states. 2 Criollo is a term historically used in the Spanish Colony to name an inhabitant born in America whose parents were born in Spain. 3 Based on the data of Humboldt’s Atlas de la Nouvelle Espagne of 1811. 4 Term that refers to the 30 years of the regime of Porfirio Diaz at the end of the XIX century.

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City Profile Historical background

Cimatario development that transformed the traditional urban structure and in addition started a process of differentiation and specialization of areas by commerce, services along principal axes, like Constituyentes Avenue (at this period part of the national highway to Mexico City). In 1960, was completed the Mexico City-Queretaro national highway absorbing the traffic of Constituyentes Avenue and endorsing the differentiation of the commercial, industrial and services activities related with the flow of people and goods. Later on, new malls and the central bus station were built along this axe.

housing surrounding golf courses (that now represents the big proportion of open green space of the urban area). The historical center, that used to had a traditional mix of housing and services transformed to a more specialized activities (touristic & leisure uses) that cause the migration of the inhabitants to the periphery.

The Mexico City-Queretaro highway had an important role in the development of the city, not only in terms of connectivity but also in the attractiveness for new industrial, commercial and housing developments. Queretaro became an important node in the region with new infrastructure services and housing developments. During the decade of 1970, Queretaro experienced a radical change with the consolidation of the new industrial parks, the construction of the Jurica suburban area and the popular housing development of Casa Blanca. These developments became the new sub-centers outside of the historical growth along the city river. New developments appeared close to the city ring, high income housing to the east at the side of the Bernardo Quintana Boulevard and the popular housing areas at the northeast surrounding the San Pablo area. In the following years the city had constant growth; in 2000 the urban area grew four times the 1997â&#x20AC;&#x2122;s urban area extension. Factors as regional and national migration not only endorse the construction of new developments, but also changed the use of the urban space by the construction of new big shopping centers, the construction of housing buildings in the traditional block courtyards, new suburban

Street map of Queretaro according to the Ruiz Calado ordinance (1796). Source: Arvizu, 2005.

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Alameda park and Zaragoza street, 1900. Source: Arvizu, 2005.

Juarez street, 1900. Source: Arvizu, 2005.

Queretaroâ&#x20AC;&#x2122;s Acueduct, 1900. Source: Arvizu, 2005.

City Profile Historical background

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City Profile Demography

Demography

In terms of demography, Queretaro is ranked as the eleventh most populated metropolitan areas in Mexico (SEDESOL; CONAPO; INEGI, 2007). Based on this data the most populated areas are Mexico City (19.2 million), Guadalajara (4.10 million) and Monterrey (3.73 million) that represents the 29.9% of the total population of the country. The demographic dynamics have change in the last decades, from a model with high levels of fertility and mortality to a model with lower level of demography growth and high life expectancy index. The GEO report by SEDESU (2007) explains this process as, the demographic transition is an explanatory model based on a process many countries experienced, or are experiencing globally, which alludes the transfer from a period characterized by high levels of fertility and mortality towards another with lower levels (the decrease in the latter precedes the former).

2.75%

The demographic evolution [fig. 4.1] is characterized by constant growth between the years 1970 to 2000 with the highest rate within the period of

1980-90 (SEDESOL; CONAPO; INEGI, 2007). There are exogenous conditions that influenced the demographic evolution that is important to stress, the consolidation of the industrial nodes during the 1980-90 period and on the other hand, the immigration caused by the Mexico City 1985 earthquake that consequently produced the highest annual growth population rate (5.7%) and the expansion (sprawl) of the urban area that will address later on. Age and gender In 2005, according to the National Institute of Statistics, Geography and Information (INEGI), the population added up to 950,828 inhabitants; out of which 51.43% are women and 48.56% men. The age distribution for the Queretaro municipality in the year 2000 was concentrated in people of 15 to 64 years that represented the 68.5% of the total of the population, whereas the children of ages that oscillate between zero and 14 years represented the 27.4%. In contrast in the year 2000, the same data was 62.8% and 32.3% respectively.

Average demographic annual growth in the Queretaro Metropolitan Zone (QMZ) for the 2000-2005 period (INEGI, 2005). 1500K

1200K

22 / 24 years The median age of the male population in Queretaro is 22 years and for the female is 24 years (INEGI, 2005).

900K

600K

300K

77% The proportion of the population of the QMZ that lives within the Queretaro municipality is 77% (INEGI, 2005).

1970

1980

4.1

1990

5.7

1995

3.5

2000

3.4

2005

2.7

2010

2.2

2020

1.9

Figure 4.1. Demographic evolution of the QMZ based on data by SEDESOL, CONAPO & INEGI (2007).

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City Profile Economy

Migration In Mexico, like in other countries of the world, the phenomenon of the migration is complex. Specifically the reasons of the exit, arrival or transit of migrants by which people change place of residence are diverse: work, family, study, health, violence or insecurity. Queretaro maintains an important functional relation with other states of the country, mainly with the adjacent ones to the metropolitan area of Mexico City that are reflected in important migratory flows. According to INEGI (2005), 26%of the state resident population didn’t born within Queretaro On the other hand, also from the data of 2005 the 5.3% of the residents were classified like recent immigrants, by virtue of that had arrived at the state in the last five years. During this period 69,000 people settled down in Queretaro mainly arriving from Mexico City (30.0%), Mexico State (24.3%) and Guanajuato (11.0%). The opposed phenomenon, the emigration, showed that 26,000 left the state towards the states of Guanajuato (15.4%), Mexico (14.4%) and to the Mexico City (12.4%). In the case of the Queretaro municipality, the population immigrant represented the 7.3% of the total inhabitants in 2005. In relation to the emigration, the people also choose to the states of Mexico, Guanajuato, Jalisco and Mexico City. It is a possible supposition that the population that arrives at the territory is settling down preferably in the city of Querétaro due to its attractiveness in terms of work opportunities, good climate and high quality space for living). As a conclusion, the population keeps increasing and represents one of the main challenges that the decision makers have to address in order to assure optimal living conditions for the inhabitants.

Surface (Km²) 17000 Inhabitants 1.50 Million

15544 1058210

1272390 14000

950828 1.20 Million 816481 706566

0.90 Million

11000

9568 8000

579597 0.60 Million

6940 331962

5000

221852 0.30 Million

102963 3071

Year

1960

Density (Inhabitants/Km²)

1970

2000

1980

9375

1990

2000

9449

8533

2010

2020

6117

Modern Period

Nationalism

Neoliberalism

Figure 4.2. Population and density timeline in relation to the historic and political period based on data by SEDESU & CONCYTEQ (2008).

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City Profile Economy

Economy

The dynamics of the economic development of the city is based on an industrialization process that started in the decade of 1960. The key moment when the city changed its role from commerce based economy to an industry economy based was the construction of the Mexico CityQueretaro national highway. With this new infrastructure, not only the city improved its accessibility to the capital Mexico City and to the north

of the country but also promoted the investment by ICA consortium5) in the specialized industry (metal mechanic) and new housing developments. It was until the intervention of the ICA consortium that the process of industrialization became stable despite of use of the product foreign substitution model, present at this period in many Latin American countries. 5 ICA, from the initial letters of Ingenieros Civiles Asociados (Associated Civil Engineers), Mexicoâ&#x20AC;&#x2122;s largest construction company.

Explaining Mexico through the emergence of new urban economic roles. Source: BusinessWeek.

EMU / TU Delft / UPC Barcelona Final Thesis 46

City Profile Economy

Subsequently, the scope of the local industry was reduced to the local or national market. It was until 1975, when global market scope industries were interested to locate in the region, mainly for the production of parts to be assembled in other latitudes. This translated into the establishment of these industries outside of the urban area where their localization was not related with the local or regional market. With the introduction of global industries, Queretaro started to explore the potentialities of its location-position in the regional and national context.

accounted for 35.46 %, 33.71% by food processing and the chemical division with 16.86% (INEGI, 2008).

In reference to the Gross Domestic Product distribution in relation to the industry sectors [fig. 4.5], the agriculture and mining participate with 2.66% and 0.20 respectively; the manufacturing industry contributes with 28.62%, construction 4.24% and the energy industry 1.15%; the commerce, restaurants and hotels take part with 21.67%, transport 12.78%, financial services 8.70% and diverse services with 20.30%. The distribution within the specialization of the manufacturing industry [fig. 4.6] was composed mainly by 3 divisions: metal-mechanic

As an important remark, the development of the Aerospace Innovation Cluster was the starting point for the process of the high tech industry specialization. Bombardier Aerospace MĂŠxico, S.A. de C.V. started its operations on May 2006, being the first aircraft manufacturing facilities in the country; so far electric harnesses and major structures like fuselages and regional and executive plane stabilizers have been exported; these processes were planned for 2010 but due to the quality of human resources in the State, they were launched in advance.

Queretaro has actively contributed to the economic integration through foreign trade, exporting thus a wide range of products to different countries. Industries established here take advantage of the highway infrastructure and the privileged geographic location of the state to move their goods towards the main borders and ports of the country. In addition, Queretaro is an important receptor center for foreign investment. Based on Queretaroâ&#x20AC;&#x2122;s Economic Yearbook (2007), the sales of manufactured products abroad recorded a growth of 13.7%; this rate reflects a boost, regarding the one observed in 2005. During 2006, sixty three investors interested to establish some kind of industry in the state at the short or long term, obtained authorization to settle their industries and 18 more expanded theirs. With an investment of 148.53 billion euro, out of which 81.9% was foreign investment, by countries such as United States, France, Italy and The Netherlands, among others.

Within the Queretaro International Airportâ&#x20AC;&#x2122;s polygon, 80 hectares have been devoted to install the Queretaro Aerospace Complex, which includes an Aerospace Park for suppliers; this complex will host 30 companies from the aerospace sector where more than 6,000 direct employments will be created. In addition, there is a project to build the Aerospace Training Center, intended for specialists of all Latin America.

1993 1994

2007

8K 2006

1995 6K

4K 2005

1996 2K

2004

1997

2003

1998

2002

1999 2001

2000 Queretaro State

Figure 4.3. Per capita growth comparison based on data by SEDESU (2008).

EMU / TU Delft / UPC Barcelona Final Thesis 47

City Profile Economy

7 6 5 4 3 2 1

$ 9719

2004

2005

2006

2007

2008

Queretaro National

The GDP (nominal) per capita of the Queretaro province is $9719 (SEDESU, 2007).

Figure 4.4. GDP growth comparison based on data by SEDESU (2008).

Primary

14% Others

9th Queretaro stood out in 2006 for ranking 9th nationwide for its 4.0% annual growth (SEDESU, 2007).

34% Secondary

35% Metal-mech

17% Chemical 63% Tertiary 34% Food

6.4%

Figure 4.5. GDP distribution by industry divisions based on data by INEGI (2008).

The annual growth of the manufacturing industry for the period 2000-2005 in Queretaro was 6.4%.

Primary

1% 27% Secondary

15 15 industrial parks in operation in the Queretaro Metropolitan Zone.

72% Tertiary

Figure 4.7. Workforce distribution by industry divisions based on data by Municipio de Queretaro (2008).

Figure 4.6. Manufacturing industry distribution based on data by INEGI (2008).

EMU / TU Delft / UPC Barcelona Final Thesis 48

City Profile City profile: Education

Education

Basic Education

turn, specialization, master’s degree, and PhD.

Regarding elementary education, it has been completely covered since several years ago. According to the quality benchmarks, the failure rate has been decreased, being of 3.8% for the 2005-2006 periods. In terms of junior high school, a growth of 3.4% has been achieved in secondary schools with a marked increase in the number of students enrolling for the first grade. Enrolment at this level amounted to 95.5% in the 2006-2007 cycle. Middle-higher Education

30 institutions In the municipality of Queretaro exist 30 institutions of higher education: 13 universities, 2 tecnological institutes, 5 normal schools and the rest diverse centers and colleges (Municipio de Queretaro, 2008).

Middle higher education is comprised by two modalities: one that is conducted through general high school and provides the student with basic education including the scientific, technical and humanistic knowledge, in addition to other research methods and language command nature that allows continuing higher education studies. The second is characterized by having a curricular structure comprised by a professional education component to practice a technological specialty, and another of a propedeutic nature that allows continuing higher education studies.. It is organized mainly in two ways: technological high school and technical professional education. Higher Education Queretaro’s state education law defines the composition of higher education in three levels: technical junior college programs, bachelor’s degree, and master’s degree. The latter, includes in

33 research centers There are 33 research centers in the municipality of Queretaro (Municipio de Queretaro, 2008).

The number of higher education graduates during the 2005-2006 school period [fig. 4.9] amounted to 8,050 students: university degree and highertechnical education represented 6,883 students and graduate courses provided an outcome of 1,167 students. The absorption index in higher education (considering only bachelor degrees and higher technical education) was 78.7% for the 2006-2007 school cycle. There’s a strong relation between Technical junior college education and the industry sector. Aerospace companies are promoting the specialized technical education to provide them with the knowledge to meet new production demands, currently offered in institutions as the State Technological University of Queretaro and the Technological Institute (SEDESU, 2007). Research Centers During the last decades, the number of research centers that have been established in Queretaro has increased significantly. This situation has produced a significant increase in the number of researchers working in the state. There are 33 research centers in the city of Queretaro, categorized in five types, according to their financing source: local, federal, private, and those belonging to the CONACYT System and those belonging to higher education institutions.

Other

Post-graduate Technical

11% Higher

7% 10%

14% Middle-h

85% 85% of the researchers work in the research centers located in the municipality of Queretaro (Municipio de Queretaro, 2008).

70% Basic

Figure 4.8. Student population distribution by level of education offer for the state of Queretaro based on data by SEDESU (2008).

83% University

Figure 4.9. Higher education student population distribution in the municipality of Queretaro based on data by Municipio de Queretaro (2008).

EMU / TU Delft / UPC Barcelona Final Thesis 49

City Profile City profile: Housing

Housing

For the Queretaro Metropolitan Area, based on the INEGI Census 2000, there are a total of 159,679 private housing units from which 90% of these units are located in the urban area. Condition of the housing stock. The conditions of the housing are monitored based on the quality of services that the housings units have in terms of water, electricity and drainage supply. In the metropolitan area, 84.70% of the housing units are supplied with the three basic services, which indicates thereâ&#x20AC;&#x2122;s a low percentage of housing units that doesnâ&#x20AC;&#x2122;t have the services supply. The 1.14% of the total housing stock is not provided with any service in contrast with the 14.80% that is provided with two of the three basic services supply. The electricity supply is the most common service that the housing units have; 170,850 units are provided with this service, 162586 counts with water and 152,512 of the units with drainage supply. (INEGI, 2000)

growth rate, the popular housing had the highest rate of 14.53%, 4.59% of medium housing and 1.08% residential housing. Nevertheless, the construction has been focused on the supply of medium housing typology (2 or 3 rooms) in land parcels of 90-120 m2, because of the existing demand for medium class housing and the profits that represents these developments. Furthermore, thereâ&#x20AC;&#x2122;s an important gap in the popular housing supply due the lack of coordination of the municipal, state and national government actors. The strategies have to be focus on the construction of housing units for the low income sector of the population in order to reduce the illegal land occupation and the creation of new irregular settlements.

The typology of housing. It is defined by number of rooms that the units had; the popular housing (basic) counts with one room, medium housing with 2 or more rooms and residential housing with more than 4 rooms. The typology prevailing in Queretaro is the medium housing that represents 45.54%, then the residential housing with a 39.01% and finally the popular housing with 15.45% [fig. 4.10]. In relation of the housing annual

45% 40%

15%

Basic

Medium

Residential

Figure 4.10. Typology of housing defined by number of rooms in the State of Queretaro based on data by INEGI (2000).

EMU / TU Delft / UPC Barcelona Final Thesis 50

City Profile Spatial transformations

Spatial transformations

new industry nodes

specialized industry nodes

historical core & garden city

Year

5 Feb axis

1960

highways & stn

Plan Catastral & Qro regulation plan

difused city (sprawl)

1970

airport

Update regularization housing plans

1980

1st city ring

Qroâ&#x20AC;&#x2122;s River partial plan

services & specialized ind nodes

consolidation subcenters

1990

new station

Queretaro urban codes

2000

2nd city ring / airport

Partial development plans

Metropolitan Area plan (non oficial)

Production nodes transformation Urban model

Mobility infrastructure transformation Municipal planning instruments Metropolitan planning instruments

2010

Vision for the City 2030 (in process)

2020

EMU / TU Delft / UPC Barcelona Final Thesis 51

References

Bibliography

Image Credits

Arvizu, C. (2005). Evolución urbana de Querétaro: 1531- 2005. Querétaro: Municipio de Querétaro; Tecnológico de Monterrey, Campus Querétaro.

The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis.

García Ugarte, M. E. (1999). Breve historia de Queretaro. México: Fondo de Cultura Económica.

BusinessWeek. (2009). Mexico [Photo file]. Obtenido de BusinessWeek: http://www.businessweek. com/magazine/content/09_16/ b4127034235208.htm

INEGI. (2008). II Conteo de Población y Vivienda 2005: México y sus municipios. México, D.F.: Instituto Nacional de Estadística, Geografía e Informática. INEGI. (2008). Sistema de Cuentas Nacionales de Mexico: Producto Interno Bruto por Entidad Federativa 2001-2006. México, D.F.: Instituto Nacional de Estadística Geografía e Informática. INEGI. (2001). XII Censo General de Población y Vivienda 2000. México, D.F.: Instituto Nacional de Estadística, Geografia e Informática. Municipio de Queretaro. (2008). Anuario Económico Municipal 2008. Queretaro: Municipio de Queretaro. SDUOP. (2005). Plan que Ordena y Regula la Zona Conurbada de la Ciudad de Queretaro. SDUOP: Gobierno del Estado de Queretaro. SEDESOL; CONAPO; INEGI. (2007). Delimitación de las zonas metropolitanas de México 2005. México, D.F.: Secretaría de Desarrollo Social; Consejo Nacional de Población; Instituto Nacional de Estadística, Geografía e Informática. SEDESU. (2007). Economic Yearbook 2007. Queretaro: Gobierno del Estado de Queretaro. SEDESU. (2008). Why Queretaro? Life beyond business. Recuperado el 2009, de http://www.queretaro. gob.mx/sedesu/DESECO/FOMIND/ contenidos/Por%20que%20Queretaro%20(Ingles).pps SEDESU; CONCYTEQ. (2008). Perspectivas del Medio Ambiente Urbano: GEO Ciudad de Queretaro. Queretaro: PNUMA; SEDESU; CONCYTEQ.

EMU / TU Delft / UPC Barcelona Final Thesis 52

EMU / TU Delft / UPC Barcelona Final Thesis 53

City Dynamics Index

City Dynamics 55 Introduction 56 First Nature 56

Analysis of Level of Network Operation

Challenges and opportunities

60 Interface 60

Analysis of Level of Network Operation

Challenges and opportunities

66 Second Nature: Mobility 66

Analysis of Level of Network Operation

Challenges and opportunities

74 Second Nature: Production and consumption network 74

Analysis of Level of Network Operation

Challenges and opportunities

76 Second Nature: Leisure network 76

Analysis of Level of Network Operation

Challenges and opportunities

82 Second Nature: Composition of households 82

Analysis of Level of Network Operation

Challenges and opportunities

88 Conclusions and recommendations 88

Seven urgencies

EMU / TU Delft / UPC Barcelona 54

CHAPTER 05: CITY DYNAMICS

City ring under the icon of the city. Source: DieQro, 2007.

EMU / TU Delft / UPC Barcelona Final Thesis 55

City Dynamics Introduction

In this chapter, (1) we will explain the characteristics of Queretaro following the understanding of the territory by the Network of Level Operation; (2) as a synthesis of the analysis, we will define the main challenges and opportunities taking place in Queretaro. Using the Network of Level Operation as a tool for analysis, we will explain the main features of Queretaro in relation with the nature of its territory, the governance, the technical networks (road, air and rail network), the consumption, production and leisure as well as the composition of its households. Basically the analysis outlines the dynamics of the city in terms of social, political, economical (production and consumption) occurring in the territory. Based on the analysis we aim to answer the following research questions: Which are the conditions of the network that supports the dynamics of Queretaro? How they are organized? How do they work and interrelate? The tool of analysis follows the understanding of the territory through the Network City (Dupuy, 2008) that recognizes the existence of three levels of network operators reorganizing the urban space. The first level / hardware, is composed of the suppliers of the technical networks (infrastructure) providing the physical elements to the network. The second level / software corresponds to the suppliers of the functional networks structured by the services of production, consumption and distribution networks. Finally, the users construct the third level / brainware: they use, produce and support all their activities in the previous two levels of the network. Complementing this approach, (Rocco, 2007) adds two more layers; (1) the First Nature (natural composition of the territory) and (2) the Interface (the governance). Particularly this comprehension of the city dynamics underlines per each level: The First Nature according to (Rocco, 2007) reveals the natural conditions of the territory in terms of the geographical position, the green and water systems that support the other levels of the network. The First Nature, most of the times shouldn’t be transformed (man made transformation) radically without the consideration of the consequences in the balance of the ecosystem. The Interface explains the governance of the area of study. Clarify the main economic, social and politic conditions related with the stakeholders that are involved in the decision making, as well as the ones that participate directly in the transformation of the territory. In this level, the politic organization and understanding of the planning instruments plays an important role in the recognition of its dynamics. The Second Nature explores in three levels the technical, production and consumption networks along the composition of the households involved in the dynamics of the territory. The result of this analysis will outline the challenges produced by the current and possible future city dynamics. These challenges (with positive and negative implications) represent the existing dynamics that can be approached as opportunities (local and global implications) to redefine them based on the desirable design vision. With the definition of challenges and opportunities the objective is to answer: What are the possibilities of transformation of Queretaro given its geographic, economic and social potentialities and limitations? Which are the challenges that represent an opportunity for its transformation? Can mobility shape or guide these dynamics?

EMU / TU Delft / UPC Barcelona Final Thesis 56

City Dynamics First Nature: Analysis of Levels of Network Operation

First Nature

Analysis of Levels of Network Operation The First Nature layer (Rocco, 2007) reveals the natural conditions of the territory. For the case of Queretaro, we will focus on the water and green system because of the importance of these conditions in the definition of the dynamics of the city (fig. 5.1). Water system The city is placed over two main aquifers, the Cuenca Río Laja and the Cuenca Río Moctezuma. Natural water availability involves superficial run offs and natural renewable recharge. Out of the water demand supply for all uses, approximately 68% comes from deep wells and the remaining 32% from superficial use (dams, dikes) and springs (SEDESU; CONCYTEQ, 2008). Given the fact that the main water supply is based on the subsoil aquifers, the consequence is an over extraction so the level of water available for supply is limited. Furthermore, this over extraction produces more soil erosion and fractures due the lack of soil humidity. On the other hand, there is limited number of dams to store superficial water so when the natural irrigation overpasses the storage capacity, added to the impermeability of the build-up areas, it produces flooding in several areas of the city.

In terms of water management, there is not an existing metropolitan planning instrument capable to promote and coordinate an efficient use and water structure. The fragmented strategies and the lack of coordination block the possible results that these policies aim. In this system, the dependence of deep water, the low capacity to storage and recycle water and the extension of the urban area over subsoil water recharge areas are the main challenges identified. Green system There are only two protected green areas in the area of study, the Cimatario National Park (south) and the Peña Colorada Reserve (north). The green protected areas are under pressure as a result of the expansion of the urban area and if in the current planning instruments are not solid enough to control and promote their protection, they are at risk to be invaded. In addition there are limited urban green areas, eight urban parks (Queretaro 2000, Alameda, Carretas, Alameda Norte, Jardines de la Hacienda, Alameda Sur, Alcanfores and Cerro de Las Campanas) distributed mainly in the central core of the metropolitan area. At the east part of the city, there are still agricultural activities that should be conserved as part of the economical and social balance of the area.

162 lt/inh The average daily consumption of water per capita in Queretaro is 162 lt/inh (SEDESU;CONCYTEQ, 2008).

13.73 km2 The changes of land use from preservation/natural area to urban were 13.73 km2 for the period 2003-2006, equal to 8.8% of the total metropolitan area (SEDESU;CONCYTEQ, 2008). Peña Colorada Reserve at the north of the city of Queretaro.

EMU / TU Delft / UPC Barcelona Final Thesis 57

05 KM

City Dynamics First Nature: Analysis of Levels of Network Operation

Runoff lines Water bodies Green urban area Natural protected green area Figure 5.1. Nature network

Map based on INEGI and SDUOP data sources.

EMU / TU Delft / UPC Barcelona Final Thesis 58

City Dynamics First Nature: Challenges and opportunities.

Challenges and opportunities

adequate management of the land use transformation and the control over new developments should be one of the priorities of the planning strategies. In Queretaro is clear that the existing planning instruments couldnâ&#x20AC;&#x2122;t control until now the land use transformation allowing new developments in areas with deficient services and infrastructure.

As a conclusion of the analysis, we identified two main challenges: (1) the pressure of the urban area growth over the limited green (open) public areas and water recharge as well as (2) the dependence (over exploitation) of deep water supply that increases the areas of risk. The identified challenges are related with a territorial consideration for the location of facilities, new developments needs new infrastructure and facilities, so the

produced by the extension of the urban area over the existing green (open) spaces and natural protected areas. If the expansion of the urban area covers the water recharge natural zone as well as the protected urban areas will increase the risk of soil subsidence and erosion and the flooding risk.

The figure 5.2 shows the land use transformation (from non built urban land to urban land) that point to the direction of the urban area growth as a consequence of the location of the new developments, besides the pressure

Cumbres del Cimatario: Private development over a former protected natural area. Source: Paco Bulos, 2009.

Challenges / First Nature

Opportunities / First Nature

_Urban growth pressure over limited

_Protection and creation of green public

green spaces and water recharge areas

spaces and protected green areas

_Dependence and over explotion of deep

_Creation of policies and strategies

water supply

towards a smart urban growth

_Planning instruments incapable to con-

_Territorial consideration for the location

trol land use transformation in areas with

of facilities

deficient services and infrastructure

_Protection of natural water recharge

_Increase of risk of soil subsidence,

areas

erosion and flooding risk

_ Sustainable water managment ( storage, recycle and reuse superficial water)

First Nature: Challenges and opportunities keywords.

EMU / TU Delft / UPC Barcelona Final Thesis 59

05 KM

City Dynamics Comprehension city dynamics: Forces and Trends

Informal settlements Land use transformation Green urban area Natural protected green area Figure 5.2. Urban growth pressure over green urban areas and natural protected areas.

Map based on INEGI and SDUOP data sources.

EMU / TU Delft / UPC Barcelona Final Thesis 60

City Dynamics Interface: Analysis of Level of Network Operation / Challenges and opportunities

Interface

Analysis of Levels of Network Operation The governance of the city involves a high degree of complexity, engaging four municipalities and seven boroughs with different planning instruments. The following figure explains the process in which the territory is planned, the governance actor, the instrument and the objectives for each planning instrument. As illustrated in the figure 5.4, there are instruments and programs at four different levels, (national level, regional, municipal and local scale) however the metropolitan scale is not until now enclosed by any official instrument. As a result, the existing planning documents and strategies do not target the metropolitan level due to the deficient goals coordination and mainly the lack of a design-vision for the city. In the same way, the planning practice is still a top down process where the national government states the general strategies, the region establish the development goals (only by sector) and is until the state and municipal level where the spatial goals in terms of projects and plans are developed. The main instruments of the state and municipal levels are: (1) the big strategic projects (infrastructure and services) that have an important role in the construction of the city and the (2) partial development plans in which is defined the strategies in terms of

infrastructure, density and the land use (mainly based on zoning). The strategic projects although are mainly focused on infrastructure and services, evidence the effort to set Queretaro in the region as an attractive city for its inhabitants. The figure in the next page shows the complexity of the governance configuration, the municipal and the boroughs configuration in the metropolitan area of Queretaro.

Challenges and opportunities The main challenges identified in relation with the governance are related with the instruments used for construction of the city founded on a defined political ambition. Basically the political ambition is constituted by two main lines; (1) in relation with the city competitiveness and specialization and (2) the urban development in form of big urban projects (fig. 5.5 & 5.6). In terms of competitiveness stands on four elements; The consolidation in the city of the main Aerospatial Cluster in the country, by means of the Aerospatial complex The consolidation of an ICT Cluster (Q soft) specialized in software development Creation of a high tech industrial park related with ICT and nanotechnology Queretaro as a logistic platform (national and international market)

Challenges / Interface

2009 On July 2009, Queretaro will held State and Municipal elections. The term in office is 6 years and 3 years respectively.

Opportunities / Interface

_Complex governance and decision

_Generate a metropolitan governan-

making (four municipalities and seven

ce structure (coordination and holistic

boroghts)

approach)

_Non shared or coordinate vision

_ Integration to the regional forces to

_Non regional integration strategies

promote synergy

_Big urban projects as isolated

_ Integration of the big urban projects as

investments

part of a metropolitan strategy

_Goverment role as mediator and

_ Generate investment parnerships with

coordinator

private sector

_ Portrait the economic and political ambition to a more cohesive development Interface: Challenges and opportunities keywords.

EMU / TU Delft / UPC Barcelona Final Thesis 61

City Dynamics Interface: Challenges and opportunities

Promotion of the competitiveness quality by the investment on small and medium enterprises In relation with the vision of the city through urban development, the plans are based on five aims: Control of the urban sprawl Improvement of social cohesion Renewal and consolidation of the urban area Conservation of the non-urban area Consolidation of an efficient land management model

and municipal initiatives founded on the aims defined by the partial development plans (municipal planning tool) in terms of infrastructure, density and the land use transformation. Moreover these projects not only are commonly used as political instruments to attract more voters in campaign periods, but also to make evident the position of Queretaro in the regional context as a healthy and attractive city. Mostly the political ambition for the city has been built by the big projects in three different ways, by housing developments, the private and public big projects. In the following pages the figure and figure shows the most representative big urban projects from the public and private sector. In addition to the positive transformation that the big project brings to the city, they represent an opportunity to link the metropolitan level with state and municipal (local) plans that are still not developed.

The big projects are the result of state

Level

Federal Government (National)

State Government (Region)

Department

Planning Aim

Planning Tools

SEDESOL: Secretariat of Social Development / Urban Development and Regional Planning Department

Designs, promotes, regulates and coordinates urban development, regional planning and land use policies Implements the Habitat Programme

PNDUOT: National Urban development and Regional Planning Programme

SDUOP: Secretariat of Urban Development and Public Works

Improve regional planning through efficient urban planning system Redistribute the population across the territory by establishing priorities, locations and sizes for human settlements and redirecting migratory flows Integration of territorial reserve

State Urban Development Plan

Municipal Development Plan Urban Observatory

Issues land use certificates and construction licenses Initiates urban regeneration programmes Aquires land for territorial reserves Modificates Local Urban Development Plans

Local Urban Development Plans Partial Urban Development Programmes

Metropolitan Government

Municipal Government (City)

Borough Government (Local)

Secretariat of Sustainable Development IMPLAN: Municipal Planning Institute

Department of Public Works and Urban Development

Figure 5.4. Planning system of the City of Queretaro based on data by SDUOP.

EMU / TU Delft / UPC Barcelona Final Thesis 62

City Dynamics Interface: Challenges and opportunities

Figure 5.5. Big urban projects by private sector: offices and high standard housing

EMU / TU Delft / UPC Barcelona Final Thesis 63

City Dynamics Comprehension city dynamics: Challenges and Opportunities.

MTY

O L E J H

I C

N A

F M

GDL

MXC

05 KM

A_Aero Industrial Park

E_Regency Tower (H)

I_Condensa Towers (H)

M_Momentum Tower (H)

H: Housing

B_Telmex Center (S)

F_Gaviota Tower (H)

J_Santander Call Center

N_Medica Tec Tower (S)

S: Services

C_Blanco Tower (H)

G_99 Tower (H)

K_CS9800 Tower

O_Cumbres Tower (H)

D_Sierra Azul Tower (H)

H_Kubica Towers (S)

L_Omnicenter Tower (H)

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City Dynamics Interface: Challenges and opportunities

Figure 5.6. Big urban projects by public sector: Infrastructure, leisure and service facilities.

EMU / TU Delft / UPC Barcelona Final Thesis 65

City Dynamics Interface: Challenges and opportunities

MTY

H D

E I

GDL C

MXC

05 KM

A_Bicentenario Park

E_GM Cultural Center

I_Congress Center

B_Alfalfares Park

F_Exposition Center

J_City Hall

C_Paseo Constituyentes G_International Airport D_Jurica Bridge

H_UNAM Research Center

EMU / TU Delft / UPC Barcelona Final Thesis 66

City Dynamics Second Nature | Mobility: Analysis of Levels of Network Operation

Second Nature | Mobility

Analysis of Levels of Network Operation As is mentioned before, the Second Nature explains in three levels the technical, production and consumption networks as well as the composition of the households that are merely the vehicle used by social, economic and politic networks to operate. Technical networks In the first level, the technical networks are mainly the physical system that supports the mobility. In the case of Queretaro, the road network is the main structure that supports the mobility dynamics of the city. The regional and metropolitan accessibility is provided by the outer city ring and the inner city ring that are connected by the main transversal (westeast) streets. In relation with the regional system, Queretaro is located at the crossroads that links the south (Mexico City) with the north (Monterrey) and the west (Guadalajara) zone of the country (fig. 5.7). Currently the national highway system is the main mean of movement for people and goods in the country. The more important corridors of the country cross the Metropolitan area of Queretaro (fig. 5.8): Corridor Mexico City-Queretaro-Guadalajara-Tijuana Corridor Mexico City-Queretaro-San Luis Potosi-Saltillo-Monterrey Corridor Guadalajara-Queretaro-San Luis Potosi These corridors are structured in our study zone by the following roads: Highway 45 : Highway Mexico-Queretaro Highway 57: 5 de Febrero Avenue State Road 30: Bernardo Quintana boulevard Interestate Highway 45: Highway Queretaro-Celaya

28%

MTY

The delay time (delay time/travel time) for primary roads is 28% and 8% for the inner city ring (SDUOP, 2007). QRO GDL MXC

39 km/hr The average speed on the inner city ring is 39 km/hr. In comparison for the primary road system is 27 km/hr (SDUOP, 2007).

Cities

Distance (Km)

Time

Mexico City

215

2’20’’

0’45’’

Guadalajara

370

3’50’’

0’45’’

Monterrey

690

7’10’’

1’10’’

Figure 5.7. Travel distance and time according to modality from Queretaro to the most important metropolitan zones in Mexico.

EMU / TU Delft / UPC Barcelona Final Thesis 67

City Dynamics Second Nature | Mobility: Analysis of Levels of Network Operation

SLP AGS

LEO

GDL SAL

100 Km

200 Km

IRA CEL

QRO PAC

MOR MXC

TOL PUE CUE

Figure 5.8. Queretaro and its region in relation to the Mexico City-Guadalajara corridor.

Inner city ring: arriving to Queretaro through the Mexico City-Queretaro Highway.

300 Km

EMU / TU Delft / UPC Barcelona Final Thesis 68

City Dynamics Second Nature | Mobility: Analysis of Levels of Network Operation

Public transport along the inner city ring (5 de Febrero Avenue).

05:00 - 23:00 The service hours of the public transport are from 05:00 to 23:00, 7 days a week (SDUOP, 2007).

2.7 routes On average 2.7 routes of the bus system -from different companies- pass through each route that is used as part of the network (SDUOP, 2007).

In the metropolitan and local system (fig. 5.8), the city inner ring (Bernardo Quintana Boulevard, 5 de Febrero and Panamericana highway) allows the north-south and east-west regional and metropolitan connectivity. On the other hand, the secondary roads as Constituyentes, Zaragoza, Universidad, connect the east-west, and the Tecnologico, Ezequiel Montes, Corregidora, Epigmenio Gonzalez and Circunvalacion Streets supports the north-south flows. The state of the primary and secondary road structure in general are in good condition but in the latest years, experiences long periods of traffic jam that reduces the accessibility, increases the trip time and also produces a negative environmental impact.

policies including the lack of integrated transport fees. The lack of integration transport fee, induce longer trips and more expensive transport expenses. Furthermore, due to the over offer of buses and the fact that they are operated by six different enterprises, there is a competition to provide the transport just based on the profit and not the quality of the service. The frequency of the trips is reasonable with an interval of 15 minutes with occupancy only of 50% per unit, so basically the demand is acceptable satisfied. In relation with the mobility modality split, the car based mobility is the predominant mode of transport with 56% of the daily trips; 26% by public transport and 13.2 by walking. Infrastructural nodes

Public transport

9 km/32 min Considering that the trip length average of a passenger is of 9 kilometers, the time of route of a user, at the average speed, will be of 32 minutes (SDUOP, 2007).

According to data by SDUOP (2007) the public transport system is structured by 108 routes that makes around 519 trips by day with a media of 0.98 trips per inhabitant. Due the dependence of uses located in the center of the urban area, 97% of the routes pass by the city center and as a effect increase the traffic in the main streets as Zaragoza, Corregidora, Juarez and Ezequiel Montes streets. The complex operation of the system is the result of uncoordinated operation

The International Airport and the Queretaro Bus Terminal are the main infrastructure nodes in the metropolitan area. The Queretaro International Airport started its operation in 2004, replacing the former one located at the north of the historical center in a highly urbanized district of the city. The QIA is located on the outer city ring (22 km east of the urban area. The importance of this node relies on the area of service that covers a population of 5 million inhabitants in a ratio of 100 km and currently offers direct flights to Mexico, Monterrey and Houston. The QIA reported 230,000

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Figure 5.9. Mobility network hierarchy.

City Dynamics Second Nature | Mobility: Analysis of Levels of Network Operation

Inner city ring

Second city ring

Regional highway

Primary road

National highway

Rail line (Goods) Map based on SDUOP data sources.

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passengers and 17,100 flights for the year 2007 from which 2,400 were international flights. The airport is connected to the Queretaro Bus Terminal only twice a day through and urban shuttle that the airport operates.

The other important mobility node in the urban area is the Queretaro Bus Terminal located on the east outskirts of the city, connected directly with the highway 57. The regional routes that depart from Queretaro mainly cover national destinations on the north, west and center of the country but, it also considers international destinations like Dallas, Los Angeles, Chicago, New York and Montreal.

The location of the airport and its prospective facilities are the result of a master plan that aims to establish an Aerospatial Cluster (R&D). The construction and location of this important node responds to a major ambition of the city (private and public).

representing 1,545 daily trips and a total of 10,833,000 passengers. The regional bus system, besides the private car, is the most frequent mode of mobility in the center region of Mexico.

For 2007, the volume of travel made from the QBT was 564,000 bus trips,

1.16 veh/fam There is an average of 1.16 vehicles per family: 23% doesnâ&#x20AC;&#x2122;t have one, 27% have one, 23 have two and 7% have at least three (SDUOP, 2007).

Queretaro Bus Terminal near the Stadium on the southeast part of the city. Source: Paco Bulos, 2009

3rd The Queretaro Bus Terminal is the third busiest terminal in the country (Municipio de Queretaro, 2008).

216 trips On a daily basis, 216 bus trips go to Mexico City from the QBT (Municipio de Queretaro, 2008).

Challenges and opportunities Even thought the efforts of the government are focused to improve the car infrastructure, the car based mobility is increasing (fig. 5.12) and transforming the system into a more complex flow system. The challenge is to traduce the low quality of public transport, the reduced mobility modalities and the road structure already insufficient to support the mobility necessary for the daily activities into a more integrated high quality mobility system. Under those circumstances thereâ&#x20AC;&#x2122;s an opportunity not only to improve the time and the experience of the trip but also to improve the accessibility to those segregated areas.

It is important to note that the challenge is not only related to provide a better technical solution but also to integrate intensity and different activities to provide a more sustainable approach reducing the use of energy and the environmental impact. The opportunity to generate mobility environments An important element of the mobility network to analyze is the mobility environments due the potentiality of these spaces to improve accessibility and to promote human interaction. First of all, a mobility environment is a concept introduced by Bertolini & Dijst (2003) and is defined as a space â&#x20AC;&#x153;where many different people can come, but also one where many

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City Dynamics Second Nature | Mobility: Challenges and opportunities

Conflicted road intersection (5000 cars/hr) Conflicted road intersection (4000 cars/hr) Traffic jam Figure 5.10. Traffic jam areas and conflicted traffic nodes.

Map based on SDUOP data sources.

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different people can do many different things; it is an accessible node, but also an accessible place“. In broad terms, mobility environments can be defined by the whole of the external conditions that may have an influence on the presence of people in a given location.These are features of both the transportation services available there (e.g. capacity, speed, scale of operation, time schedules, price) and the activity place in itself (e.g. functional mix and densities, opening times, structure of the public space), and include institutional arrangements (e.g. regulation of entry and behavior, as for instance ensuing from commercial or security policies).

characteristics of the different space of flows, we are focusing on the emerging and potential mobility environments. Considering that condition of accessibility has a crucial impact in the mobile urban society defining its quality, the objective of this analysis is to identify the adequate conditions for the construction of space in the existing nodes for the assembly of new mobility environments. Due to the fact that quantity of flows that gather together is not a guarantee of their interaction, the quality of the mobility environment, the necessities and the characteristics of the users plays a crucial role defining the quality conditions.

Due the complexity and diversity of

In the case of Queretaro, we identified Drop off/ Pick up

the following mobility environments (fig. 5.13) Queretaro Bus Terminal Queretaro’s International Airport Alameda Jardin Zenea (plaza) The identification of the existing mobility environments in Queretaro was based on selection of the most representative nodes in terms of quantity of flows, relation with the city center and its urban program as well as its importance in the network identified in the previous part of the analysis. In these nodes is important to identify the available transport means, land use, the spatial characteristics, the flows and uses, the flows quality, stay quality and the readability of the node.

Motorcycle Bicycle

Leisure

Taxi

Social

13% Foot

8% 12% Shopping

3 11

48% Work

56% Car 26% Bus

20% Education

Figure 5.11. Purpose of travel (SDUOP, 2007).

Challenges / Mobility

Figure 5.12. Modal split (SDUOP, 2007).

Opportunities / Mobility

_Position of Queretaro in the regional

_Use the potential of the strategic

corridor

position of the city

_Traffic congestion and car emissions

_ Improve the transport system

_Not integrated public transport,

(integration and decentralization of

expensive and inefficient

routes) into a more sustainable system

_Car based mobility

_ Strenght alternative modalities

_Limited multimodality

_Improve time and experience of travel _Redefinition of new mobility environments (intensity and diversity of use, multimodality)

Mobility: Challenges and opportunities keywords.

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City Dynamics Second Nature | Mobility: Challenges and opportunities

MTY

G F B A

GDL

MXC

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A_Alameda Park

E_Galerias Qro Mall

B_Historical Center

F_Queretaro 2000 Park

C_QRO Bus Terminal

G_Plaza Boulevares Mall

D_QRO International Airport Figure 5.13. Location of potential mobility environments.

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City Dynamics Second Nature | Production and consumption network: Analysis of Levels of Network Operation / Challenges and opportunities

Second Nature | Production and consumption network

specialization: automotive (auto parts), home appliances, food and beverages and the aerospace industry.

Analysis of Levels of Network Operation The second level of the Second Nature is formed by the production and the consumption networks which have very specific structural and infrastructural requirements. The nodes of these networks are operated mainly by the private sector and there is a clear co-dependence with the governance level of the network. In order to describe it, we will explain the production network in relation with the industrial, commerce and services, knowledge and R&D existing production nodes and the consumption network in relation with the commerce, services and leisure nodes. The production and consumption nodes are strongly related with their location and accessibility to the regional highways, city ring roads, and primary city roads (fig. 5.14). Particularly the industrial production nodes are linked to the entrance of the city, the west doorway (QueretaroMexico City regional highway), and at the east (Queretaro-Celaya regional highway) as well as at the north along the Queretaro-SLP regional highway. The industrial nodes are organized on sixteen industrial parks where predominates four areas of

Following the same logic of localization of the production nodes, the knowledge nodes (universities and research centers) are directly connected with highly accessible infrastructure (inner city ring) mostly placed in the north part of the metropolitan area. Because of the strong link of the R&D production nodes with the industry development some of the centers are integrated in the industrial park areas. Traditionally the central core is where the commercial areas are placed and the users still travel to the center to do specific shopping activities. The specialization of the shopping streets is still visible and is considered as part of the cityâ&#x20AC;&#x2122;s commercial traditions. On the other side, the shopping malls, a contemporary organization of shopping activities, are located over the inner city ring and highways and plays a vital role in the consumption network. In relation with the financial services, there is not an specific area of the city specialized on financial services (CBD). These activities are spread in the city urban area but in a more dense proportion in the city center, Centro Sur (close to the Queretaro Bus Terminal) and beside the north entrance of the city (Jurica Business Park).

Challenges and opportunities

network follows the ambition of the city (described on the governance level) on three main lines: (1) The consolidation of the state as the main Aerospatial Cluster; (2) The consolidation of the Software Cluster based on the development of ICT in addition to the creation of a Technology Park as well as (3) Queretaro as a logistic platform (national and international market). The opportunities identified are related with the strategic geographical position combined to the existing ambition to consolidate Queretaro not only as an industry node but also as a logistic platform and the production of knowledge (mainly in R&D). The chance is not only to strength the production network by the specialization but also to create other areas to reinforce the wealthy position of the city. In relation with the competitiveness of the city in the region, the opportunity is generate process of synergy improving the coordination of the shared goals and the reinforcement of the economical and production strengths. Due the contemporary process of individualization and diversification of the activities (consumption and leisure), the challenge is to promote the conditions of highly accessibility and diversity in order to maintain the commercial and leisure activities. The public space as potential mobility environments, represent an opportunity to provide the conditions of high accessibility and diversity.

The challenges identified in relation with the production and the consumption

Challenges / Production and consumption network

Opportunities / Production and consumption network

_Definition of the position of Queretaro

_Reinforce the place of Queretaro

in terms of competitivness (national and

in terms of R&D, Aero Spatial and

regional)

knowledge production

_Consolidation of the city as the main

_ Specialization and strenght the position

Aero Spatial Cluster in Mexico

of the city in the regional context

_Consolidation of the ICT industries in

_ Contribute to the wealthy position of

the city

the city and its quality of living

_Position Queretaro as a logistic

_ Generate a process of synergy

plataform for the region

Production and consumption network: Challenges and opportunities keywords.

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Figure 5.14. Production and consumption nodes.

City Dynamics Second Nature | Production and consumption network: Analysis of Levels of Network Operation / Challenges and opportunities

Heavy industry

Commerce & services

Industry & services

Knowledge nodes

Light Industry

R&D nodes

Industry

Financial services Map based on INEGI and SDUOP data sources.

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City Dynamics Second Nature | Leisure network: Analysis of Levels of Network Operation / Challenges and opportunities

Second Nature | Leisure network

Analysis of Levels of Network Operation The leisure network is formed by cultural, recreational and the green and public spaces, as shown in the figure 5.15. The historical and monumental sites are the predominant nodes in the network mostly located in the city center, along with the cultural facilities as museums, theaters, libraries and hotel infrastructure (fig. 5.16). Without any doubt, the spatial and cultural (traditions and activities) values of the historical center have been the strong feature positioning Queretaro in the Mexico’s top ten attractive cities for touristic activities.

Challenges and opportunities Queretaro was only known in Mexico for its cultural and historical heritage but, the denomination of the historical center as UNESCO World Heritage patrimony placed the city in the world cultural and historical context. In 1995, Queretaro was denominated as part of the World Heritage UNESCO Patrimony due the historic and cultural significance of its historic monuments zone. The denomination not only allowed the conservation and renovation of the historical monuments but also has been an important condition for the touristic promotion of the city. The UNESCO declaration document clearly denotes the historic relevance of the city of Queretaro and the particularities of its formal and spatial characteristics: “… Queretaro is of special significance for two reasons. First, its urban layout is unique for Spanish colonial towns in the Americans in that its town plan was from the start divided into two distinct sections – one rectilinear and intended for Spanish settlers ant the other composed of smaller, winding streets where the Indigenous population lived. Secondly, the wealth of the town in the 18th century resulted in the erection of a number of high quality religious buildings and the appearance of a remarkably rich and profuse form of post-Baroque decoration” (UNESCO, 2006). The World Heritage area covers 203 blocks, approximately 4 km2. There are 1,400 designated monuments from which twenty are religious and fifteen are used for public services. In terms of area, Queretaro is in sixth place amount the forty Historic Monuments Zones in Mexico, but it occupies fourth place (after Merida, Mexico City and Puebla) in terms of number of historical buildings. The nomination of the historical center also enhanced the commitment of the government, civil society (stakeholders) to create the adequate strategies to preserve it. The delimitation of the Historic Monuments is located in the Queretaro municipal area but due the particularities of its urban management (stakeholders

2.81 m2/inh For the year 2000 the recreational green areas per inhabitant in the QMZ is 2.81 m2/inh (SEDESU;CONCYTEQ, 2008).

2.5% The UNESCO Monuments Zone covers 4 km2 meaning the 2.5% of the total area of the city (SEDESU;CONCYTEQ, 2008). Day of the Dead altar: Cultural traditions take place in the public spaces of the city center (Plaza de Armas). Source: Jacobo Zanella, 2009.

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City Dynamics Second Nature | Leisure network: Challenges and opportunities

Plazas & gardens

Historical and monumental sites

Public library

Hotel infrastructure

Museums

Urban green area

Theater

Urban area

Figure 5.15. Leisure network. Map based on INEGI and SDUOP data sources.

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City Dynamics Second Nature | Leisure network: Challenges and opportunities

and planning instruments), the Historic Monument area has a special Development Plan. The most recent planning instrument that aims the conservation and promotion of the historical and cultural patrimony is the Partial Plan of Urban Development for the Historical Monuments and traditional neighborhoods of Queretaro. The diverse stakeholders and the government actors as IMPLAN (Municipal Planning Institute), INAH (National Archeological and History Institute), Municipal Queretaro Office, and Queretaro State office are the main actors in the formulation of the planning

documents for this area. Diverse projects has been developed to preserve and enrich the historical patrimony of the historical center, however the center has transformed in terms of activities and users. The traditional inhabitants of the central core had moved to the suburbs, many of the traditional houses have become offices, commerce and services, furthermore the traditional workshops has moved away and in now international restaurants, commerce and hotels (touristic related services) are now the most common uses placed in the historical core. The

use of the public space have changed radically; from the 1,740 buildings, 92.7% were housing as original use in contrast to the 54.7% (2003) that are still housing use (SEDESU; CONCYTEQ, 2008). The challenges identified with the historical center rely on two lines: (1) the conditions of the buildings (structural and functional) as well as (2) the lack of versatility and flexibility to the introduction of new uses and users according to the new and future dynamics of the city.

** * *

v v

500 M

Delimitation UNESCO Monuments Zone

1000 M

Monuments

Gardens

Hotel

Library

Government offices

Theaters

Plazas Cultural centers Map based on SDUOP data sources.

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Queretaroâ&#x20AC;&#x2122;s Historic Center: The geometric street plan of the Spanish conquerors side by side with the twisting alleys of the Indian quarters. Source: Paco Bulos, 2009.

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City Dynamics Second Nature | Leisure network: Challenges and opportunities

Leisure big urban project: Bicentenario Park on the outskirts of the city.

The condition of the buildings is diverse; many of the facades have been renovated with an interior rebuilt, as well as the renovation in order to adapt to the new uses as commerce, offices and hotels. In 2007, according to the CQRN (Natural Resources Queretaro Center), most of the monuments are well preserved although 257 buildings are empty and 148 are destroyed (SEDESU; CONCYTEQ, 2008).

as well as the introduction of new uses (more globalised) assorted with the new and traditional dynamics of the center.

In relation with the functions and users, the housing use is been replaced by services, offices and touristic activities

Moreover the role of the public spaces in the sustainable mobility is been explore by different cities, a more inclusive

The next figure -figure 5.17- shows the demand for green public space based on the statistical information. It illustrate that the existing urban green areas are far behind to satisfy the demand of space that is important for the quality of living.

network of public spaces will encourage people to use it not only as a leisure space for also as a mean of mobility. Not only the service of public transport can be partly reduced, but also can be reduce the energy-climate problems and the expensive public spending needed for maintaining and operating public transport system. (Peresthu, 2008) Thus a more inclusive planning instrument should consider not only the management of the resources but also its relation with the open space, the urban transformation into a more sustainable approach.

Challenges / Leisure network

Opportunities / Leisure network

_Set the conditions of high accesibilty

_Consolidation and specialization of the

and diversity to maintain the commercial

leisure nodes as network

and leisure activities

_Use the potential of the attractivness of

_ Diversification and decentralization of

the strong culture and traditions

leisure activities

_Mix and intergrate a more flexible

_ The spatial conditions of the buildings

program in the historical center

of historic center (not flexible in use and

_Use the high quality of public space in

structure)

the central core

_ Demand for public space

_Generate a more inclusive public space network _ Potential role of public space in the sustainable mobility system

Production and consumption network: Challenges and opportunities keywords.

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City Dynamics Second Nature | Leisure network: Challenges and opportunities

Demand for urban green areas Green urban area Urban area

Figure 5.17. Demand for green urban areas.

Map based on INEGI data sources.

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City Dynamics Second Nature | Households: Analysis of Levels of Network Operation

Second Nature | Households

Analysis of Levels of Network Operation Composition of Households In the third level, the composition of households is articulated on the description of social configuration, the income composition and the typology analysis. The spatial social configuration is characterized not only by the concentration of the same income composition but also with the contrast between wealthy areas and informal or low income areas in the city. This duality is a constant condition in different areas of the city. In the following figure shows the spatialisation of the composition of income. In the center and north part of the city is where the high income population is situated, and their relation with the highly accessibility locations. On the contrary, the low income population is located on the outskirts of the city in less accessible locations and close to the production (industrial) areas. In relation with the density of the city, the more dense areas coincide with the location of the low income population. Basically the density of the city is directly related with the typology, where by the planning instruments is defined the occupancy in terms of square meters and in the intensity of use. As was mentioned before, there is significant number of urban voids under discussion for several years. Nowadays is clear the intension to densify certain areas mostly with big residential towers focused on a high, medium-high income housing. With regard to the typology analysis we will focus on the housing arrangement due the role on the challenge that represents for the expansion of the urban area. Currently the housing areas are spread in the urban area but differentiated by mainly four typologies: the popular housing, medium, residential housing and the informal settlements. The popular housing is financed and promoted by housing programs (with state and national founds) focused on target the low income inhabitants. These developments are located in the outskirts of the urban area and many of them lack in terms of accessibility. The medium housing typology targets the medium class inhabitants with better quality in its construction details and better located in terms of accessibility and

3% For the year 2007, the irregular settlements represented the 3% (4.78 km2)of the Queretaro city area (SEDESU;CONCYTEQ, 2008).

3.17 km2 The voids spread through the city correspond to 6.58 km2 or 5% of the total surface of Queretaro (SEDESU;CONCYTEQ, 2008). Low income housing developments sperad through the Epigmenio Gonzalez borough, at the northwest of the city center.

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City Dynamics Second Nature | Households: Analysis of Levels of Network Operation

High income population Medium high income Medium low income Low income Figure 5.18. Composition of income.

Map based on INEGI data sources.

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City Dynamics Second Nature | Households: Analysis of Levels of Network Operation

High density Medium density Low density

Figure 5.20. Density map.

Map based on INEGI data sources.

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City Dynamics Second Nature | Households: Analysis of Levels of Network Operation

Informal housing 1 room housing 2-3 room housing 4 or more rooms housing Figure 5.20. Typology housing configuration.

Map based on INEGI data sources.

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City Dynamics Second Nature | Households: Challenges and opportunities

closeness to facilities and services. Despite that the major demand for popular housing currently we have an over offer of medium typology due the profits that this developments are producing. During the last ten years, the housing developments have been producing an important transformation in the urban landscape.

radically the expansion of the urban area. Following this perspective, the challenge consist on guide the future transformation into a more compact city and sustainable approach, in which mobility plays an important role.

The informal settlements characterized by the illegal status of land ownership, as well as the lack of services, are located in the outskirts of the urban area mainly related with other areas of popular housing.

location endorsing the spatial integration of the segregated areas of the city.

On the other hand, the challenge is to provide not only new typologies but also new combinations (hybridization) of uses (typologies) with a high accessible

Challenges and opportunities The composition of the households denotes on one hand a wealthy society but full of contrast. The medium low and low income is the group that still characterizes the composition of the households. Another challenge with a definitive role in shaping the transformation of the city is in terms of the expansion of the urban area. This spreading out is related with many factors, (economic, social and political) and until now complex to integrate to a more compact a more sustainable model of city. A more dense and compact urban area is easier the setting of facilities, services and accessibility, but in an already extended city is too complex to transform Exclusive housing projects take the hills sorrounding the city through new vertical typologies.

Challenges / Households

Opportunities / Households

_Concentration of wealthy population

_Integration of segregated areas

and informal & low income population

_ New typologies, flexible and inclusive

(duality)

new developments

_ Low income population in outskirts of

_ Intensification of the urban land by

the city / informal settlements

hybridation of uses

_ Low intensity use of the urban land

_Planning strategies to guide the urban

_ Voids (empty space) in the metropolitan

expansion into a more inclusive and

area

sustainable city.

_ Not flexible and diversity housing typologies _ Integration of segregated areas of the city (informal settlements) Households: Challenges and opportunities keywords.

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Figure 5.21. Expansion of the urban area.

City Dynamics Second Nature | Households: Challenges and opportunities

2006 urban area

1990 urban area

2004 urban area

1980 urban area

2000 urban area

1970 urban area

Map based on INEGI and SDUOP data sources.

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City Dynamics Conclusions and recommendations

Conclusions and recommendations

Seven Urgencies 01. Water and protection of natural areas 02. Effective land use managment 03. Metropolitan governance (vertical adn horizontal integration of spatial strategies 04. Mobility (cohesive public transport and alternative car mobility) 04. Positioning Queretaro in the global, national and regional context (economically, quality of living) 06. Leisure (new forms and space for leisure / conservation of tranditional and cultural leisure) 07. Improve the qualitiy of living (inclusion of segregated areas, flexible and diversity housing typologies, accesibility to facilites)

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City Dynamics Conclusions and recommendations

References

Bibliography Bertolini, L., & Dijst, M. (2003). Mobility Environments and Network Cities. Journal of Urban Design , 8 (1), 27-43.

Hector Muñoz. (2007). Altar de Muertos [Photo file]. Retrieved from Flickr: http://www.flickr.com/photos/ queretarotravel/3228514615/

Dupuy, G. (2008). Urban Networks - Network Urbanism. Amsterdam: Techne Press.

Paco Bulos. (2009). Centro de Queretaro [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/20906419@ N05/3474920755/

Peresthu, A. (2008). Sustainable Mobility. The potential of Public Space as the Means of Sustainable Transport. Delft University of Technology, Faculty of Architecture, Department of Urbanism. Rocco, R. (2007). An Urban Geography of Globalisation: New Urban Structures in the Age of Hyper-connectivity. Delft: International Forum on Urbanism (IFoU). SDUOP. (2007). Programa Sectorial de Vialidad de la Zona Conurbada de la Ciudad de Queretaro. Querétaro: SDUOP. SEDESU, CONCYTEQ. (2008). Estado GEO, Ciudad de Queretaro. Queretaro: SEDESU, CONCYTEQ, PNUMA. SEDESU; CONCYTEQ. (2008). Perspectivas del Medio Ambiente Urbano: GEO Ciudad de Querétaro. Querétaro: PNUMA; SEDESU; CONCYTEQ. UNESCO. (2006). UNESCO World Heritage Center. Recuperado el 08 de November de 2008, de Historic Monuments Zone of Queretaro: http://whc.unesco.org/en/list/792 Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis. DieQro. (2007). Acueducto [Photo file]. Retrieved from Flickr: http:// www.flickr.com/photos/82903100@ N00/446324522/ DieQro. (2007). Llegando a Casa! [Photo file]. Retrieved from Flickr: http://www.flickr.com/photos/ dieqro/1876423494/

Paco Bulos. (2009). Convento de La Cruz [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/20906419@ N05/3474886461/ Paco Bulos. (2009). Cumbres del Cimatario [Photo file]. Retrieved from Flickr: http://www.flickr. com/photos/20906419@ N05/3475729244/ Paco Bulos. (2009). Terminal de Autobuses de Queretaro [Photo file]. Retrieved from Flickr: http:// www.flickr.com/photos/20906419@ N05/3474940569/

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EMU / TU Delft / UPC Barcelona Final Thesis 91

Scenario Visioning Index

Scenario Visioning 92

Introduction

Methodology

Synergy scenario

101 Ring scenario 108 Islands scenario 115 Evaluation 115

Methodology

115

SWOT Tool

117

Response to urgencies

119 Conclusions

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CHAPTER 06: SCENARIO VISIONING

Construction of a vision: Synergy scenario

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Scenario Visioning Introduction: Methodology

Scenario Visioning Introduction Today, any discussion of urban development must address, in an integrative approach, issues such as demography, housing, infrastructure, transportation, economic development, employment, poverty, health, social coherence, land use and environmental degradation. However, the tasks of defining objectives and setting priorities at the local level are becoming more difficult. Definitely, as Banister (2003) pointed out, urban planning has gone through a major transition in recent years: traditional engineering approaches have been replaced by broader, social science-based approaches that attempt to cover a wider range of policy objectives relating to the multiplicity of phenomena in the city. The overall objective is to support public decision-making processes, by developing coherent frameworks that link together different relevant components and actors related to the problem, and to consider simultaneously the dynamic interactions between economic, social and environmental variables and concerns. The exploration of the desirable scenarios (following a proposed empirically probable development) opens more the discussion of the future due the fact that provides a decision making support framework to assess and discuss alternative development strategies, from economic, social and environmental perspectives. On the other hand, scenarios also attempt to integrate the structural influences at global and national levels with local factors and the choices of social actors. In fact, scenarios offer a high degree of flexibility to capture this complexity, so the future integrated visualization can play an important role in understanding the possible future changes and might contribute to a greater public understanding of development qualities, scope of action, and available options. The advantages of the scenario envisioning are numerous, but we consider relevant to emphasize on; (1) the ability to provide insights into the present by exploring the future by the identification of weak signals of change which could become major future developments, (2) the capacity to

expand a range of outcomes considered in strategic decision making, and promotes the development of strategies that are appropriate to a variety of circumstances, and (3) the capability to challenge conventional thinking and encourage debate in order to set the base for change. The key objective is mainly challenge the conventional thinking and encourages the debate not only by the spatial visualization of the future but also by the identification of the key components that might build the desirable future. There has been some scenario experience, mostly in a narrative approach with a limited spatial expression (The Escenarios GEO Queretaro made by PNUMA, SEDESU, CONCYTEQ in 2008). Learning from this experience, is crucial the spatial visualization and the expression of clear concepts and implications.

Methodology The method used to construct the scenario basically consists on: Urgencies, Challenges and Opportunities. Consist on the identification of the current city dynamics (previous chapter) in terms of urgencies, challenges and opportunities and setting the spatial and temporal boundaries. Trends. Identification of general trends and local trends (Non-OECD Countries) due the influence of them in the possible and desirable future. Scenario Concept. Based on the ambition of the city, each scenario will follow the exploration of the future based on a specific approach concept. Scenario visualization (definition of objectives and components) articulating an image of the future situation. Mobility implications. The Identification of mobility implications of each scenario will denote the current key elements that can guide the future by the spatial strategies. To examine the state of mobility under each scenario in relation with: The changes on magnitude of activity The changes on spatial distribution of activities The changes on the type of activity

Evaluation. The evaluation will contrast the scenarios to identify the relationships between choices, dynamics, and alternative futures. The goal of the scenario is, then, to evaluate in an integrated manner the consequences of specified future trends in driving forces, and compare the scenario results, in other words, the different images of the future. Taking the scenario analysis as the point of departure, the aim then becomes to explore and formulate strategies that need to be implemented in order to pursue the defined vision. In the next pages, following the methodology explained, are develop three future scenarios with 2030 as a temporal boundary.

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Scenario Visioning Synergy scenario

Synergy Scenario

Urgencies Effective land use management Metropolitan governance (vertical and horizontal integration of spatial strategies) Mobility (cohesive public transport and alternative car mobility) Positioning Queretaro in the global, national and regional context (economy, quality of living) Challenges Non shared or coordinate metropolitan vision (province/ municipalities/boroughs) Non regional integration strategies Limited multimodality and growing car based mobility Define the position of Queretaro in terms of national and regional competitiveness Low intensive use of the available urban land Integration of segregated areas of the city by infrastructure Opportunities Integration of the regional forces to promote synergy Use the potential of the strategic location of the city Improve the transport system (integration and decentralization of routes) through multimodality Reinforce the economic position of Queretaro in terms of R&D, aero spatial and knowledge production Intensification of the urban land by hybridization of uses Related Trends General trends Increasing commuting distance Interest in improving local-regional public transport Strategic relation of land use and transport Increasing residential densities in corridors where transport can be provided Selective concentration of housing and employment as cities grow Effective management of urban sprawl Support for environmentally sustainable transport solutions Trends in Non-OECD countries Cities growing rapidly as mega agglomerations Labor markets expanding Increasing levels of car ownership Much travel is still based on the

public transport system Limited road space and high levels of congestion High levels of in-migration Concept Queretaro as a metropolis is not defined as a single urban planning concept, but as part of a complementary programmatic regional network. The scenario uses the potential for dense mixed-use and specialized nodes within the sphere of influence of transport hubs in order to create attractive cities. Objectives Create a new polycentric city region merging Queretaro, Celaya, Salamanca, Irapuato, Silao and Leon Create new urban developments where housing, recreation and employment are close and connected to the transport network Diversify the existent regional transport offer and define a new unified metropolitan public transport system to reduce commuting time Differentiation in the economic roles of cities coupled with a regional demand for complementarity Build within the existing city Components Strategic transport corridors and inter-modal hubs (Regional train line, Central station and Queretaro Station) Consolidation of specialized clusters (Aero-spatial, airport and ICT cluster)

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Scenario Visioning Synergy scenario

The main three mexican urban agglomerations establish monocentric regions.

The Guadalajara and Mexico City regions structure the Central Mexico region as 2 poles and Queretaro as a halfway node.

Monterrey, Guadalajara and Mexico City regions based on a isochronal of 200 km / 2:00 hours.

Around and in between GDL and MXC exists a diverse array of middle size cities.

What are the options of Queretaro to establish a synergetic relation?

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Scenario Visioning Synergy scenario

The regional connectivity of Queretaro relies on the highway system in terms of passenger transport.

The Synergy scenario proposes a new polycentric region of middle size cities that functions as a third structural region in Central Mexico and as a bridge between GDL and MXC regions.

The economic profile of the cities within the new region show a similar profile as a result of the competitive current context and that can establish a cooperative and complementary future.

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Scenario Visioning Synergy scenario

The region is settled on extensive plains and a fertile valley known as El Bajio (Lowlands). Nowadays the cities are expanding but not looking to grow around the regional infrastructure but towards the agricultural land to convert to urban use.

Specifically Queretaro is fragmented by the highway and the rail line.

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Scenario Visioning Synergy scenario

The scenario consists on adding an additional transport layer and to focus the urban development in relation to regional accesibility/connectivity and consequently transformingthe growind trends.

The scenario implies a change in the course of the regional flows and the reconfiguration of the current infrastructure into a metropolitan corridor that can be used as a platform for city integration.

Implosive development: Concentration of activities and a regional and diverse programmatic offer.

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Scenario Visioning Synergy scenario

Multifunction band based on a corridor that connects regional bus stations (north and south), central station (rail passenger) and the international airport.

Figure 6.15. The rail line builds two intense nodes, central station (west) and Queretarol airport (west), is complemented by a linear develiopment along the former highway lines.

The productive activities between the region complements each other in order to compete as a region instead as a individual entity.

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Scenario Visioning Synergy scenario

Current view of Bernardo Quintana East (City ring)

Scenario visualization of the transformation of the city ring into a regional corridor development.

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Scenario Visioning Synergy scenario

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Scenario Visioning Ring scenario

Ring Scenario

Urgencies Protection of natural resources (Water, natural protected areas) New forms and spaces for leisure and conservation of traditional cultural activities Improve the quality of living satisfying the demand for public space Effective land use management Mobility (cohesive public transport and alternative car mobility)

Real growth in traffic and transport related pollution High levels of congestion Few possibilities to major investments Concept Queretaro, the streets are ours! 2030 is an urban development that combines high level of compactness with green and flexible zones of lower densities, integrated mobility network within a metropolitan open space network.

Challenges Urban growth pressure over limited green spaces and water recharge areas Limited multimodality and growing car based mobility Set the conditions for highly accessible and diverse commercial and leisure activities Decentralization of leisure activities Generalized demand for public space Multiple urban discontinuities and multiple urban voids Opportunities Protection and creation of public spaces and protected green areas Consolidation and specialization of the leisure nodes into a network Use the high quality of public space in the central core Generate a more inclusive public space network Potential role of public space in the sustainable mobility system Planning strategies to guide the urban expansion into a sustainable city and region Related Trends General Trends Equitable services to less populated areas Increasing challenge to help the communities to balance environmental, economic and quality of life agendas Pressure to reduce emissions from traffic congestion Environmental focus when planning infrastructure Support for environmentally sustainable transport solutions Increased mobility for leisure activities Trends in Non-OECD Countries Increasing levels of car ownership Travel is based on public transport

Objectives Explore the potentialities of Queretaro as a Future Leisure City Recover the land area used for vehicular streets from fracture to an integration lines, from a polluted space to a high quality space, from a not pedestrian accessible to a pedestrian friendly space, from a limited leisure offer to diverse and flexible leisure offer Increase the land stock Diversification of leisure nodes [New leisure network highly accessible (multimodal) and flexible to new programs Components New nodes for the construction of a leisure network New flows and frequency (Focus on the intensification and concentration of leisure activities) Mobility network (multimodal, BTR, local buses, bike and pedestrian flows

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Scenario Visioning Ring scenario

Explains the main urgencies that the scenario deals. The urban growth pressure over the natural areas (green and water recharge), the main flooding risk areas (dotted lines) as well as the source of the main water supply (Amazcala Valley).

The current Leisure structure from which the metropolitan open space network will be constructed.

Due the concentration of leisure activities as shopping, cultural, touristic services, historic monuments and traditions the main leisure attractor is the Historic center. Consequently this condition produces traffic congestion, demand for parking space, and concentration of public transport lines. Furthermore, the leisure offer is limited and homogeneous so its diversification represents an important challenge for the future.

The secondary attractors are diverse city parks and shopping malls. The successful shopping nodes are strategically located on highly accessible locations and the green nodes, in the opposite, on marginal sites within the urban tissue.

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Scenario Visioning Ring scenario

From the current offer of green public spaces (urban parks), according to IMPLAN, the most visited nodes are the Alameda Hidalgo, Queretaro 2000 park, Cerro de las Campanas park and Alcanfores park due the scale and the recreational activities offered. Although the scale and the available activities that the parks offers to the user is important the condition that defines the success of this spaces in terms of numbers of users and the time-frequency (week days/users) is the condition of highly accessibility and its relation with other leisure and production activities, as happens with the Alameda Central.

2005

2030

? 2.81 m2 per inhab

10-13 m2 per inhab

To have 5 m2 green space per inhab [2010]

.. we need 15 alamedas As a result of the analysis of the city dynamics, it was denoted the need of public spaces in the metropolitan area. Currently, there are 2.81 m2 of green area per inhabitant considerably low in contrast with the 10-12 m2 of green area per inhabitant that the WHO (World Health Organization) recommendation. Based on this parameter and in order to be closer to this consideration, (5 m2 per inhabitant) for 2010 Queretaro will be need around 131,25 ha (15 Alamedas) which means that for 2030 the demand will be 262.5 ha m2 per inhabitant (the equivalent of 30 Alamedas).

There are three opportunities relatable to the scenario construction; (1) the existing train line and voids that could function as a spine for new leisure spaces, (2) the tendency to relocate the existing industrial areas to industrial parks outside the urban area and (3) the area occupied for the city rings that currently supports regional, metropolitan and local traffic flows.

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Scenario Visioning Ring scenario

The scenario for a metropolitan open structure could be organized as a ring, radial axis or as a spine.

The scenario is build up on a ring made of three bands, (1) the mobility corridor, (2) intensification of leisure program and (3) a transition band made of a mix use program including hybridization of housing typologies.

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Scenario Visioning Ring scenario

Current view of 5 de Feb (City ring)

Scenario visualization of the transformation of the city ring into a Green ring.

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Scenario Visioning Ring scenario

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Scenario Visioning Ring scenario

Sketch of the transformation of the city ring into a Green ring.

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Scenario Visioning Islands scenario

Islands Scenario

Urgencies Effective land use management Metropolitan governance (vertical and horizontal integration of spatial strategies Mobility (cohesive public transport and alternative car mobility) Improve the quality of living (inclusion of segregated areas, flexible and diversity housing typologies, accessibility to facilities) Challenges Complex governance and decision making (four municipalities and seven boroughs) Non shared or coordinated metropolitan vision Portrait the city economic position into a more cohesive & equal development Expensive, inefficient and not integrated public transport system Limited multimodality and growing car based mobility Urban and social fragmentation based on socioeconomic disparities Low intensive use of available urban land Multiple urban discontinuities and multiple urban voids

Location of services, diverse employment and facilities close to where people live Integrating land use and transport in growth corridors and provision of orbital routes Trends in Non-OECD Countries Labor markets expanding Increasing levels of car ownership Travel is based on public transport Real growth in traffic and transport related pollution High levels of congestion Few possibilities to major investments Concept Islands with individual freedom that reinforces coherence of whole An urban development formed by individual clusters (polycentric development) that works independently but coherent through a metropolitan mobility network. Graduated mobility and the construction of balanced communities (islands) are key elements for the construction of this future scenario. Objectives

Opportunities Generate a metropolitan governance structure (coordination and holistic approach) Improve the transport system (integration and decentralization of routes) through multimodality New typologies, flexible and inclusive new developments Intensification of the urban land by hybridation of uses Planning strategies to guide the urban expansion into a sustainable city and region. Related Trends General Trends Demographic spread , determined by income, will change the transport task Equitable services to less populated areas Lifestyle preferences will drive transport demand an choice of mode Increasing challenge to help the communities to balance environmental, economic and quality of life agendas Emergence for a greater emphasis on community capacity building

Cause proximity that generates efficiency, interaction and exchange, through strategies of insertion and integration Generates a polycentric Queretaro that concentrates growth on existing and new centers within the second ring road Build balanced communities; reduce the social disparities, reinforce the multi-centrality, integrated to the metropolitan economic and social dynamics Transform the physical barriers into bands that amalgamate the whole (metropolitan area) Components Graduated mobility: individual mobility and the possibility of easy accessibility (innovate systems of macro-and micro mobility) Construction of balanced communities

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Scenario Visioning Islands scenario

The spatial fragmentation creates a formulation of different clusters that in this scenario we identify them as islands.

The clusters are separated because of the existing infrastructure and the Queretaro river.. The basis of the scenario is to embrace the division as a positive condition for the development of the future city.

Figure 6.28. Only limited number of islands are linked with the green and natural areas that translates into a limited offer of green open program in the rest of the islands.

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Scenario Visioning Islands scenario

The scenario proposes a network configured by centers supported by a metropolitan mobility network connected with a local system.

The inslands are configurated by a mix pattern in which each island is particular by its structure but works with the others as a balanced system.

The mix pattern as new development form is one of the key elements for the islands scenario.

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Scenario Visioning Islands scenario

Current view of 5 de Feb (City ring)

Scenario visualization

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Scenario Visioning Islands scenario

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Scenario Visioning Islands scenario

The fractures caused by the car infrastructure (city ring) are connected by green bridges that allows pedestrian and bike flows.

The local scale where the pedestrian and the bike flows are promoted

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Scenario Visioning Evaluation: Methodology / SWOT Tool

Evaluation

Methodology Setting up and implementing a scientifically-based strategy requires a clear process of evaluation. The methodology in which the scenarios are evaluated is basically: (1) identify the strengths, weakness, opportunities and threats (SWOT) in order to underline the key spatial issues; (2) identify how the three scenarios responds to the seven main urgencies of the city (defined in the previous chapter), (3) highlight the mobility implications of each scenario in relation with the transformation of activities (land use) and the changes produced on the mobility network. As we stated before, the key objective of the scenarios is to challenge the conventional thinking and encourages the debate not only by the spatial visualization of the future but also by the identification of the key components that might build the desirable future. In other words the evaluation will help us to identify a list of key spatial issues critical to build the Queretaro desirable future.

SWOT Tool The SWOT analysis (Strengths, Weaknesses, Opportunities and Threats) is one of the rational analytical approaches. This analysis implies that first list of the strong and weak points of the subject of the (internal) task has to be made, and also an inventory of the opportunities and threats presented by the external factors. With the application of the SWOT, the outcomes of the scenarios are entered into a relational framework which lays the basis for making a choice for different key spatial issues. Basically, this matrix brings the analytical units in correlation to one and other, thereby ensuring that the four elements of the SWOT analysis are not treated separately. After all, systematic and integrated consideration supports the arguments for a particular strategy. The next figure will show the SWOT analysis made with the inputs of three scenarios identifying with other color the key spatial issues to consider for the strategy.

Leisure

Multimodal mobility system (Regional scale) Diversify the regional mobility system (Regional Train) Underline regional position of Queretaro Polycentric region Potential nodes new developments Queretaro as pole of the region Definition of a regional vision, an attractive national/international image. Intesive use in corridors

Multimodal mobility system (Metropolitan scale ) Provide Alternative modes of transport (BTR, Bus, pedestrian and bike More green/ open space for a diversify leisure activities Accesible natural and open spaces Different types of specialization Leisure nodes focus on pedestrian, bike and public transport modes.

Corridor development that produces imablance due the concentration High investment with a complex context Imbalance of new urban form Complex governance (states and boroughts) Highly complex coordination

Concentration of leisure activities in the first ring No integration of international/ nal node / nor natural reserve areas Focus of monocentric city model Congestion Uneven development High price of living and working in the center Need for commuting Private transport modes (car)

Clusterization of the city Segregation / spatial fragmentation Policies to balance between rich areas and poor areas Difficulties to balance activities in areas with industrial uses Dependence on corridors to access other nodes/ centers

Promote regional commuting Strength the role of the city in the region (play a regional role) Integration of a regional network (economically, ans spatially in the region) Attract new international companies / stakeholders Promote new modes of transport (Train, BTR, Pedestrian and Bike) Network effect Platform for change in economic role (creative city)

To provide more open space to the inhabitants Combine open space + leisure + mobility Generate car-free areas or restricted local traffic Diversify the leisure activities and strenght the touristic activities Promote the bike/ pedestrian flows Underline the position of Queretaro as a touristic city with high quality of living. (Attractivness)

Improve areas with low quality of living To specialize or strenght nodes Create local micromobility /Improve pedestrian/ bike accessibility Intensify uses in defined areas (nodes Decentralized pattern of growth Dynamic mutual co-operation between nodes Buttom-up approach Diversify

No political will nor regional coordination Investment focus only on economic development Less flexibility for new role in the regional Diseconomies of scale Urban and social fragmentation

No relocation of industrial uses No land for new open space for leisure Investments focus only on economic development Resistance (stakeholders) to transform the ring road into a leisure corridor High cost of land and intervention The green ring without economic relation. Need for big projects

Segregation that produces more disadvantages Imbalanced development of certain areas Weakness in less specialized nodes High cost of land and intervention Unified image No big projects

Threat

Strenghs

Synergy

Weakness

Scenario Visioning Evaluation: SWOT Tool

Opportunities

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Islands Multimodal mobility system (Metropolitana and local scale) Reduce the commuting travel Develop a new polycentric city Balance the development / access to services and improve quality of life Create a strong community cooperation Integration of green nodes to the network

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Scenario Visioning Evaluation: Response to urgencies

Response to urgencies How the scenarios respond to the Urgencies of the City? In order to identify the relationships between choices and dynamics for the construction of the alterative future, we considered important to undeline how the three scenarios responds to the seven urgencies of the City. In the following figure its show the key elements of each scneario in relation with the specific urgency.

Urgency A

Urgency C

Effective land use management

Metropolitan governance (vertical and horizontal integration of spatial strategies)

Synergy

Water and protection of natural areas

Urgency B

Intense mix uses along the mobility network

Cooperation and coordination between provinces, municipalities and boroughs Just two municipalities are involved

Not directly related with the natural reserve areas but proposes a new green urban network and increases the water reserve area

Promotes the selection and introduction of new activities compatible with leisure

Dependece on Queretaro Municipality and the Historic Center Boroght for a Metropolitan solution

Establish a direct relation for the integration of natural reserve areas

New centers with complementary uses / smart growth instead of sprawl

Requires coordination between borough and all municipalities of the metropolitan area

Islands

Leisure

Protection by concentration of development (compact)

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Scenario Visioning Evaluation: Response to Urgencies

Urgency E

Urgency F

Leisure (new forms and space for leisure / conservation of traditional and cultural leisure)

Improve the quality of living (inclusion, flexibility and diversity, accessibility)

Synergy

Urgency D Positioning Queretaro in the global, national and regional context

Leisure is a component of the uses in the corridors/ is not the only objective

Integrates segregated areas by mobility network/ due the concentration of facilites in the corridor implies diversity of housing typologies.

Positioning Queretaro with a specialized role in the region as Touristic pole.

Diversify and structure a new leisure network

A new cohesion using the open space network and promotes the attraction for new housing typologies.

Ambition of a clear polycentric city.

Creation of new spaces of leisure for each center.

Use the fragmentation as a positive feature/ creation of strong communities and the integration of uses.

Islands

Leisure

Underlines economic role of Queretaro as new pole of the polycentric region.

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Synergy scenario

Scenario Visioning Conclusions

Leisure scenario

Islands scenario

Mobility Implications In relation with the mobility implications, the following figure resumes the main mobility implications for each scenario. In the Synergy scenario emphasize in the regional mobility with the train system as the main technology application. The Leisure scenario implies a metropolitan mobility system based on corridors (ring) with BTR system, linked with the bus system, bike paths and pedestrian flows. The islands scenario implies a metropolitan- local mobility, the development of a strong micro-mobility system integrated with the metropolitan mobility network.

Conclusions

As a conclusion of the scenario evaluation we will define the key spatial issues that can construct, acording to the scenario exploration, the desirable future of Queretaro. Ir oder to make clear the relation of each key spatial issues, will be enlisted acording to the urgencie that the key issue relates. In relation with the water and protection of natural areas: The need of land (reserve) for flooding prevention The integration of the green reserve areas Increase the green urban stock In relation with the effective land use managment: The importance of mix uses Intensification of activities (uses) along the mobility network A multiscalar corridor as a pattern of development. In relation with the metropolitan governance: Cooperation and coordination between provinces, municipalities and boroghts

In relation with the mobility network (cohesive public transport and alternative car mobility): Multimodal transport system (regional, metropolitan and local scale) Introduction of new technologies and modalities In relation with positioning Queretaro in the global, national and regional context (economically and quality of living): Underline economic role of Queretaro as new pole in thre polycentric region In relation with the Leisure network (new forms and space for leisure / conservation of traditional and cultural leisure): Diversify and structure a new leisure network Structure a new open space network In relation with the need to improve the quality of living (inclusion of segregated areas, flexible and diversity housing typologies, accessibility to facilities): Integration of segregated areas by mobility network Open space network as a spatial tool for cohesion

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References

Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis.

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Index

Principles for Queretaroâ&#x20AC;&#x2122;s Future 122

Introduction

122

Principle 1: Construction for the Future City

124

Principle 2: Reestructure Governance

126

Principle 3: Polycentric City

129

Principle 4: Synergy

131

Principle 5: Metropolitan Open Space Network

133

Principle 6: Metropolitan Mobility Network

138

Possible stratetegic projects

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Principles for Queretaro’s Future Introduction / Principle 1: Construction for the Future City

Principles for Queretaro’s Future Introduction

The principles for Queretaro’s future are an overall framework for action which indicates, in general terms, how our aims might be advanced. In order to deal with the complexity, we consider crucial to create a frame in which creative ideas (as a form of strategic projects) are allowed to develop within that framework on an understanding the current powers and processes.

the major, the medium and the smaller actions. The level of action will need to be in scale with the need and capacity of the territory.

The general spatial objectives are: Increase the land stock reserve instead of land development Restructure governance to develop metropolitan governance, coordinated and holistic. Consolidate Queretaro as a polycentric city Synergy regional integration Creation of a new metropolitan open space network Structure a metropolitan mobility network

Medium level of Action. The actual scale of development will depend on the metropolitan scale.

Major level of action. To take place in the region, it implies major complexity due the configuration of the governance and stakeholders. Mainly concerns the consolidation of Queretaro in the region.

Small level of action takes place in local to help sustain local qualities, to meet local needs. New small scale balanced development. In order to achieve the objectives and construct a desirable future for Queretaro, the principles consist on:

Based on the conclusions of the analysis, the exploration through scenarios and considering strength and potential dynamics already in the territory, the application of the principles are defined in three levels of action;

Principle 1: Construction for the Future City

Increase the land stock reserve instead of land development Land plays an important role in any urbanization development such as housing, industry, social service, communication, infrastructure facilities and so on. Because of the fact that land is a non transformable and non reproducible property, every part of land gives a special benefit to its owner, such that the free market mechanism cannot lend the society into the beneficial economy in every cases. The question is whether the decision making about the land-use planning system and its control should be taken by the government or by the private sector and how the government should take a more significant role. Rising demands in urban land reflects fast urban settlement and social economic changes, and on the other hand descending land supply for various social demands, will continuously increase land price in large cities. This causes that when raise the land price, decreases the availability of a large part of the society to the market, causes poverty, on the other hand, this will cause marginal living area of cities with

low quality facilities. Adding to the fact that the high price of the urban land decreases the availability a large part of the society, it also influences the location of new facilities (services, parks, schools, between others) due the high government investment in urban land. In other to deal with these challenges the first principle proposes to increase the land stock reserve for the future by (Fig. 7.1.) Locate and acquire the land that will be transformed due the relocation of activities Locate and acquire the land with risk of subsidence, flooding or fracture Locate part of the green reserve (a possibility to have a porose greenbelt) Explore and define the program as the possible uses based on its potentialities. In terms of mobility this principle promotes the generation of future proximity. The distance factors address the alternative modality to the car use, improve safety, reduce the need of travel by substitution and improve attractiveness.

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05 KM

Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 1: Construction for the Future City

Industrial use to be relocated Risk areas (flooding, subsidence and fracture)

Figure 7.1. To increase the land stock reserve the principle consider as potential the land the industrial areas that will be relocated, the risk areas and the natural protected areas that should be integrated.

Natural protected green area Map based on INEGI and SDUOP data sources.

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 2: Reestructure Governance

Principle 2: Reestructure Governance

Development of a Metropolitan Governance The OECD describes government as the organization and administration of regional authorities and institutions on different levels as well as processes of decisionmaking, cooperation, and exertion of influence (OECD, 2001). Governance aims at the horizontal self-organization among mutually interdependent actors. Therefore new spatial alliances and partnerships between the central government, territorial public authorities, the private sector and civil society are debated (Thierstein, Held and Gabi 2003) As was explained in the analysis, the process of governance is complex by its configuration and structure. It does not embrace a metropolitan level that causes a lack of coordinated goals and a design-vision for the future Queretaro. For the construction of the desirable future is essential to enhance metropolitan governance by (Fig. 7.2): Â&#x192; To rebalance structure of governance in order to facilitate and support the process of the spatial planning. Â&#x192; Identify the critical elements of the governance structure that can integrate a metropolitan governance body. In terms of mobility, a metropolitan governance body besides other issues, facilitates the implementation of metropolitan mobility strategies due the major role of government and supports the coordination of the stakeholders in order to make feasible the spatial transformation.

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Principles for Queretaro’s Future Principle 2: Reestructure Governance

Level

Department

Planning Aim

Planning Tools

Federal Government (National)

SEDESOL: Secretariat of Social Development / Urban Development and Regional Planning Department

Designs, promotes, regulates and coordinates urban development, regional planning and land use policies Implements the Habitat Programme

PNDUOT: National Urban development and Regional Planning Programme

SDUOP: Secretariat of Urban Development and Public Works

State Urban Development Plan

Metropolitan Agency

Vertical and horizontal integration to produce metropolitan spatial strategies

State Government (Region)

Metropolitan Government

Municipal Government (City)

Borough Government (Local)

Secretariat of Sustainable Development IMPLAN: Municipal Planning Institute

Department of Public Works and Urban Development

Formulates and executes municipal development plans Issues private construction licenses Intervenes in land regulation, supervises and control land use Plans and regulates the development for conurban localities Issues land use certificates and construction licenses Initiates urban regeneration programmes Aquires land for territorial reserves Modificates Local Urban Development Plans

Metropolitan plans Metropolitan vision City Brand (Marketing)

Municipal Development Plan Urban Observatory

Local Urban Development Plans Partial Urban Development Programmes

Vertical integration to produce metropolitan spatial strategies

Figure 7.2. The metropoiltan governance structure that integrates the metropolitan spatial strategies, plans, visions and projects.

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Principles for Queretaro’s Future Principle 3: Polycentric City

Principle 3: Polycentric City

Consolidate Queretaro as a polycentric city In an already sprawled urban area, the differentiation by intensive poles and mild poles will structure a more sustainable urban form through providing alternative forms of development by increasing concentration, proximity, integration of new typologies and green qualities. In the Figure 7.3 shows the current center and subcenters structure. The principle proposes to (Fig 7.4): Develop intensive poles. The intensive poles are areas with compact development highly accessible and directly related with the regional and metropolitan mobility network.

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Develop mild poles. The light poles emphasize suburban qualities, but supported by a metropolitan and local mobility network. The transition areas are the ones which support the complementary relationships between the two types of poles. (Fig. 7.5) In terms of mobility the development of intensive poles promotes intensification of uses, the integration of regional, metropolitan and local mobility as well as the mild poles the generation of a local mobility system.

Urban nodes (neighborhoods)

Main center node

Existing Links in the network Map by authors

Figure 7.3. Current structure of centers and subcenters. Links between nodes based on car mobility.

EMU / TU Delft / UPC Barcelona Final Thesis 127

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 3: Polycentric City

Existing Links in the network

Consolidated urban centers (neighborhoods) Map by authors

Figure 7.4. The principle aims to balance the centers and to structure the network by different mobility modalities.

EMU / TU Delft / UPC Barcelona Final Thesis 128

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 3: Polycentric City

Consolidation ligh urban nodes

Local mobility

urban nodes

Intensification (mixed pattern) urban nodes

Current natural green nodes

Consolidation of natural green nodes Map by authors

Figure 7.5. The consolidation of the subcenters, the intensificacion of the existing centers, the consolidation of the ligh urban nodes and the local mobility

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Principles for Queretaro’s Future Principle 4: Synergy

Principle 4: Synergy

Regional integration The integration of the region is a crucial point to strength the economical growth through the consolidation of the ICT and Aero-spatial clusters. (Fig 7.6) The principle aims to: Reinforce the regional mobility network Consolidation of the ICT and Aerospatial clusters Positioning Queretaro as a regional logistic platform In terms of mobility, basically supports the development of a multimodal regional system, reinforces the regional accessibility and reinforce the role of the metropolitan and local nodes.

Figure 7.6 The region between Mexico city and Guadalajara. The bajio region in a strategic position between the region corridor.

EMU / TU Delft / UPC Barcelona Final Thesis 130

Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 4: Synergy

SLP

Regional system of cities

AGS

regional train

SYNERGY REGIONAL INTEGRATION

LEO

IRA

SAL

CEL

QRO

Figure 7.7. The regional system of cities and the bajio region with potential to become a synergetic regional network.

SLP

GDL

Towards a synergic and accesible regional system of cities

From a not integrated region...

regional corridor LEO

IRA SAL

CEL

regional train mobility nodes

QRO anchors in corriidor QRO

LEO

medium scale cities IRA SAL

LEO

IRA SAL

CEL

car based QRO corridor

CEL new corridor configuration

car based corridor LEO

IRA SAL

CEL

QRO

LEO

IRA SAL

CEL

Figure 7.8. From a not integrated region to an accesible network of cities.

QRO

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Principles for Queretaro’s Future Principle 5: Metropolitan Open Space Network

Principle 5: Metropolitan Open Space Network

this offer is becoming limited to the new lifestyle preferences, socio-spatial disparities, increasing mobility for leisure, clustering activities as well as the interest in innovate and complex activities. Furthermore, the city deals with the lack of public spaces (leisure) network outside the historical center and the centralization of the leisure offer. (Fig. 7.9.).

Leisure is becoming more important in the dynamics of the city. In Queretaro the leisure activities, not only contribute to the economic wealth but also is related with the quality of living. As was explained in the previous chapter, Queretaro is nationally recognized by its cultural and historical heritage and has been positioned as an important place for tourism. This condition not only represents important flows but also relevant income for the city.

This principle considers (1) the existing train line and voids that could function as a spine for new leisure spaces, (2) the tendency to relocate the existing industrial areas to industrial parks outside the urban area and (3) the area occupied for the city rings that currently supports regional, metropolitan and local

Although is an important touristic city, as the population grows and diversify,

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traffic flows. (Fig. 7.10) In order to develop the metropolitan open space network, the principle proposes: To generate new nodes for the construction of a leisure network. Focus on the intensification and diversification of leisure activities The Integration of post-industrial areas (with highly accessibility qualities) into the leisure network In terms of mobility, this principle facilitates the integration of the open space to the mobility network. Use the potentiality of the open space as element for sustainable mobility and the generation of mobility environments.

Plazas & Gardens

Urban area

Monuments Shopping Cultural centers

Figure 7.9. The current leisure centralized network.

Map by authors based on INEGI, SDUOP data base.

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 5: Metropolitan Open Space Network

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Plazas & Gardens

Natural reserve areas

Monuments

Porouse green belt

Shopping

Consolidation urban centers Urban area

Cultural centers

Map by authors

Figure 7.10.The metropolitan open space network with new nodes of leisure and a green porouse belt.

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Principles for Queretaro’s Future Principle 6: Metropolitan Mobility Network

Principle 6: Metropolitan Mobility Network

network is a determinant agent to deal with the current and future challenges of the contemporary city not only in relation with the movement but also with its spatial and social dimension.

Basically for us, mobility not only refers to the condition to move from one point (space) to another (space) but also to the activity produced in the movement and its relation with the conditions of time and the space and its social dimension. Consequently, for the case of Queretaro we consider critical the development of a metropolitan mobility

In order to structure a mobility network (sustainable transport approach) the principle proposes (Fig. 7.11.): To structure the public transport network into a cohesive and sustainable mobility network. (Integrated system, multimodal and

multi-scalar) Increase accessibility by alternative means of transport besides the private transport. Implement innovative systems of metropolitan and local mobility (implementation of new technologies) To encourage individual mobility. Integrate the nodes poles to the mobility network In terms of mobility basically integrates a sustainable mobility system as the main platform for future development.

To SLP

~ To Celaya

| |

To Celaya

05 KM

To MXC

BRT corridor Train system Local corridor Regional flow

Figure 7.11.The metropolitan mobility network.

4 ~ |

Express lines Airport Main stations Metropolitan stations Map by authors

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 6: Metropolitan Mobility Network

Regional train system To SLP

~ To Claya

| |

To Celaya

05 KM

To MXC

Ring roads Secondary road network Regional train line

~ |

Airport Main stations Metropolitan stations Map by authors

Figure 7.12.The Regional Train that interconnects with the metropolitan transport system

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 6: Metropolitan Mobility Network

Hierarchy regional and metropolitan flows

To SLP

To Celaya

To Celaya To MXC

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Ring roads

Airport

Secondary road network Regional flow Map by authors

Figure 7.13.The regional flows are distributed by the outer city ring giving a new image the old entrance of the city (inner city ring)

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 6: Metropolitan Mobility Network

Express bus lines and local mobility lines To SLP

~ To Claya

| |

To Celaya

05 KM

To MXC

Ring roads Secondary road network Express bus line

~ |

Local mobility Lines

Airport Main stations Metropolitan stations Map by authors

Figure 7.14.The express bus and the local bus are the ones in charge of the local mobility.

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Principles for Queretaroâ&#x20AC;&#x2122;s Future Principle 6: Metropolitan Mobility Network

BTR Corridors and mobility nodes To SLP

~ To Claya

| |

To Celaya

05 KM

To MXC

Ring roads Secondary road network BRT corridor

~ |

Airport Main stations Metropolitan stations Map by authors

Figure 7.15.The BRT corridors and the mobiity node network.

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Principles for Queretaro’s Future Possible strategic projects

Possible strategic projects

In the following figure will be enlisted the strategic lines and the possible strategic projects as the strategy implementation.

Strategic line

CONSTRUCTION FOR THE FUTURE CITY (Increase the land stock reserve instead of land development)

REESTRUCTURE GOVERNANCE. To develop a metropolitan governance

CONSOLIDATE QUERETARO AS A POLYCENTRIC CITY

SYNERGY REGIONAL INTEGRATION

Possible strategic project

Locate and acquire the land that will be transformed due the relocation of activities Locate and acquire the land with risk of subsidence, flooding or fracture Locate part of the green reserve (a possibility to have a porose greenbelt) Explore and define the program as the possible uses based on its potentialities.

To rebalance structure of governance in order to facilitate and support the process of the spatial planning. Identify the critical elements of the governance structure that can integrate a metropolitan governance body.

Develop intensive poles. The intensive poles are areas with compact development highly accessible and directly related with the regional and metropolitan mobility network. Develop mild poles. The light poles emphasize suburban qualities, but supported by a metropolitan and local mobility network. The transition areas are the ones which support the complementary relationships between the two types of poles.

Reinforce the regional mobility network Consolidation of the ICT and Aerospatial clusters Positioning Queretaro as a regional logistic platform

Network of land stock reserve Metropolitan structure governance Regional Train corridor Multimodal Central Station (Regional train, BTR corridor, Bus) Centro Sur Station Integrated housing development East development Corridor Queretaro logistic plafform

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Principles for Queretaro’s Future Possible strategic projects

Strategic line

CREATION OF A NEW METROPOLITAN OPEN SPACE NETWORK

STRUCTURE A METROPOLITAN MOBILITY NETWORK

Possible strategic project

To generate new nodes for the construction of a leisure network. Focus on the intensification and diversification of leisure activities. The Integration of post-industrial areas (with highly accessibility qualities) into the leisure network.

To structure the public transport network into a cohesive and sustainable mobility network. (Integrated system, multimodal and multi-scalar) Increase accessibility by alternative means of transport besides the private transport. Implement innovative systems of metropolitan and local mobility (implementation of new technologies) To encourage individual mobility. Integrate the nodes poles to the mobility network

East central park Open space network Corridor North leisure green node Cimatario leisure green node

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References

Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Three project ideas. Strategic projects 142

Introduction

144

Project 01. Regional Train corridor

148

Project 02. Metropolitan park & Cental Station

158

Project 03 . Queretaro Logistic Platform

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Three project ideas for Queretaro’s Future Strategic Projects

Three project ideas for Queretaro’s Future.

The strategic projects are the implementation of the strategy’s principles; strategic planning and design are the main instruments for the materialization of the vision principles. The objectives that the strategy followed and that the projects will respond are; (1) Increase the land stock reserve instead of land development, (2) restructure governance to develop metropolitan governance, coordinated and holistic, (3) consolidate Queretaro as a polycentric city, (4) Synergy regional integration, (5) Creation of a new metropolitan open space network and (6) Structure a metropolitan mobility network. The aim of this chapter is to illustrate how the strategy principles can be delivered (Fig. 8.1). In order to achieve it, we develop five strategic projects crucial to generate the transformation towards the desirable future. It does not mean that these projects are the only ones necessary to generate the aimed transformation, although they’re the ones able to create a spin off process, the strategy principles looks for flexible and open implementation proposes an open list of projects that should be develop in the future. The projects are: 01. The Regional Train Corridor 02. The Central Station & Metropolitan Park 03. Queretaro Logistic platform The three developed projects are considered as strategic because of the potentialities to start the process aimed by the strategy. The spin off projects has the capacity to reshape the existing and new process that we need on our side to achieve the strategy goals. The design projects emphasize the importance of the multi-scalar approach, the need to intervene through different scales considering the effects that the transformation produced on different levels not only spatially but also in the economic, social and politically scale of the dynamics of the city.

Learning from the current construction of the city through isolated big urban projects, the interventions highlight the role of the project on the strategy, not only how is use the local potentialities but also how they drive the hole process of transformation. The projects will be explained lying on five points; (1) the location in the metropolitan area, (2) the role of the project in the desirable future, the aimed effect of this project, (3) the content of the project (functional components), (4) the actors involved and the possible phasing and (5) the project image. In a complex context as Queretaro, the process of assessment plays an important role in the construction of the city, through it, we have the opportunity to revaluate and reposition not only the design intervention but the strategy principles in order to adapt to new conditions, transformation processes and resources. Basically, the projects will be evaluated in the last chapter of assessment in order to corroborate if the aimed effect according to the strategy objectives and especially the feasibility of the project in terms of its economically, politically and socially process involved.

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Three project ideas for Queretaro’s Future Strategic Projects

Strategic projects for Queretaro

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East central park Multimodal central station Qro Logistic platform

Integrated housing development North leisure node

Regional train corridor

Cimatario leisure node

East develop corridor

Fig. 8.1 Location of Queretaro’s strategic projects for the future.

Centro sur Map by authors

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Three project ideas for Queretaro’s Future Strategic Projects

The Regional train corridor Location of the project The project focus on the regional scale, respond to the aim to create a Synergy regional integration The project reflects on two scales, the regional and the metropolitan scale (Fig. 8.2)

Figure 8.2. Location of Regional train corridor.

Aimed effect

SLP

Integrate the region; promote synergetic interrelation between Queretaro and the Region. Diversify mobility offer (with regional and metropolitan mobility systems) Promote new nodes and consolidation of development nodes The regional train as driver of regional integration. Reduction of regional car flows, reduce time travel.

Ags

LEO GDL

QRO

PAC

MXC

MOR TOL Mobility supported by highway corridor/ flows of goods and people.

CUE

PUE

Figure 8.3. Regional configuration of Mexican central west, where Mexico City and Guadalajara are the main generators-attractors. The Bajio Region is in the central part of this regional corridor and basically is supported by car based mobility.

EMU / TU Delft / UPC Barcelona Final Thesis 144

Funtional components Basically the project was developed based on two functional components; the programmatic bands and the mobility band.

Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Ă&#x201C;

LEO

The programmatic band (concept explored in the scenario visualization) is basically the combination of different uses and urban components as green areas, open space, productive, housing, commerce, services and leisure programs. A determined combination responds to the local conditions of the site aiming to transform towards an aimed scenario. The mobility band is formed by the mobility network, the nodes and the links (modes) and how they are related with the programmatic bands. In the regional system, two anchors cities are Leon at the west and Queretaro in the east part of the system. These two cities with a major productive role are the metropolitan offer of uses. (Fig. 6.5). Following the anchor cities, four medium scale cities are the ones that complement the system; Celaya, Salamanca, Irapuato and Guanajuato.

Ă&#x201C;

IRA SAL CEL

QRO

Figure 6.4. The Bajio system of cities. Queretaro and Leon as anchor cities.

LEO

IRA

SAL

CEL

QRO

Figure 6.5. The region is configurated with five cities, Queretaro and Leon are the anchor cities due the size of population, urban area, the infrastructure and services available.

The approach project does not focus on the definition of the cities region role, but it considers the importance of the complementary process that is necessary for the integration of the system. The project focuses on the effect of the implementation of a complementary regional mobility technology that will persuade other process of transformation. In the following figure (Fi. 8.6) is explained the configuration of the programmatic band of the region. Due the scale and potential role of each city a defined combination of components is explored. The combination per se is not sufficient to promote the regional integration so the process of intensification and the co-relation between the cities in the region becomes essential.

LEO

IRA

SAL

CEL

QRO

Figure 6.6. The region is configurated with five cities, Queretaro and Leon are the anchor cities due the size of population, urban area, the infrastructure and services available.

EMU / TU Delft / UPC Barcelona Final Thesis 145

A complementary band emerges of this configuration, the natural landscape. Due the fact that this region is highly agricultural productive and on the natural existing landscape, this elements are crucial in the system of the region. The development of the corridor without any regional strategy is a big risk for the conservation of the productive and natural landscape. The mobility band is formed by two main components, the nodes and the links (modalities) (Fig 8.8). In relation with the nodes of the system, each node is offer different modalities interrelated with the metropolitan and local mobility systems. In the case of Leon and Queretaro (the anchor cities), we consider at least two main nodes (Airport transport node and city metropolitan node). On each node is specified the mobility offer on which the regional train will be interconnected. In order to use the potential of the existing dynamics and infrastructure, the regional train will not generate another corridor but reinforce and structure the existing highway corridor. In the case of Queretaro, the regional train will provide accessibility to the Airport and the Central station (BTR bus system, metropolitan bus lines, Park and Ride facilities, bike routes). In the last ten years, was developed at least two attempts to create a regional train in the region. Even though a clear need of this intervention, the lack of adequate strategic planning, regional integration and block the development of the proposed projects. Based on this the project phasing is possibly the key to a feasible project. The project phasing is basically on two stages; (Fig 8.9) the first one that connect the anchor cities including the two regional airports (the Bajio Airport) close to Leon and the Queretaro’s Airport. The second phase is basically the metropolitan connection with Celaya, Irapuato, Salamanca and Guanajuato. In relation with the stakeholders, this project involves a highly complex process of governance. It involves the cooperation between two states, Queretaro and Guanajuato State along each cities municipality. Besides the municipalities, a extend number of actors need to be involved, from the national government to the local neighborhoods involved in the corridor.

Three project ideas for Queretaro’s Future Strategic Projects

IRA

LEO

SAL

CEL

QRO

Figure 8.7. The natural landscape is an important figure of the region configuration, the integration of the region should endorse the protection of the natural landscape and the reactivation of productive agricultural areas.

X Y Ê E

Ó Y Ê E

Y Ê E

XÓ ÊÊ YY E

Fig. 8.8. The mobility band that integrates a regional train system with the metropolitan-local transport modalities.

LEO

IRA

SAL

CEL

QRO

GTO State QRO State Anchor city State Limits

Phase 0A Phase 0B

Train Station Fig. 8.9. The governance configuration that involves two different states (Queretaro and Guanajuato State). The phasing of the project in two phases, the related with the anchor cities and the second phase, the medium scale cities.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Current view of the International Airport complex.

Airport Station that connects the International Airpor, the regional train system and the metropoolitan system. (BRT)

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Three project ideas for Queretaro’s Future Strategic Projects

Emerging new hub (central station + metropolitan park)

Location of the project The project is located in east central part of the metropolitan area along the first city ring. (Fig 8.10) Through this project the regional, the metropolitan and local scale converges. Aimed effects Generate a new intensive pole (hub) that concentrates a multimodal transport node, housing, leisure and services. The multimodal transport node as anchor for new programs and regeneration of the local dynamics. Construction of a open space with a highly green qualities, highly connected combined with new leisure office, housing typologies and services.

Figure 8.10. Location of Metropolitan park and central station.

Content (Functional Components) The site is mainly occupied by industrial areas close to housing areas mainly with popular housing and a limited offer of services and facilities. The figure 8.11 shows the existing uses and the industrial areas that in the short future will be relocated outside the urban area.

Figure 8.11. Current land use in the area of intervention. N

05 KM

Borought limit

Mixed use

Train line (existing)

Housing

River

Industrial area

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

The existing flows create a fracture between the east and west side of the ring that reduce accesibility and promote spatial and social fragmentation. The figure 8.12 shows the mail flows and the local flows that the project will transform by the integration of the metropolitan park and the central station creating a connection (spatial) and promoting the integration of the different housing areas. The existing train line and the land attached to the line as well as the industrial areas represents an opportunity to increase the land stock and to integrate interventions in a mayor scale than in other locations of the city. The project is constructed based on three elements, (1) the transport hub & the mobility band (BTR Corridor), (2) the leisure/services band and (3) the transition band that permeates the existing uses (mostly housing) with the new program, the hub and the metropolitan park. (Fig. 8.13) Figure 8.12. Current regional, metropolitan and local flows. N

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Regional goods flows

Train line

Main regional/ metropolitan flow Local flow Mobilty band

Transition band

Programmatic bands

Leisure mixed band N

05 KM

Central Station

Transition band

Mobility band

Train line

Leisure + serv

Figure 8.13. The programmatic bands, the mobility band, the leisure mixed and transition band.

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Transport hub and the mobility band. The hub connects the regional train system, with the BTR corridor, the local express and local bus along the first city ring. (Fig 8.14). The mobility band is basically the transformation from a congested city ring to a green public transport ring, combining a BRT system, bike paths, pedestrian flows highly regional connected through the transport hub. In order to generate a more livable mobility environment the mobility node is complemented with a mixed configuration of program. The second programmatic band is structured by a combination of leisure, services and commerce programs, (Fig. 8.15) in order to produce a livable (24-7 hr) space is important the combination of specific uses that includes programs during the night and holidays as leisure nodes. In this programmatic band starts to appear mixed uses including housing that will ensure constant activities flows and interaction. The leisure band that is formed by the metropolitan park with a new offer of leisure program, the metropolitan park will be an anchor of outdoors activities and regional flows due the fact that will be the entrance of the visitor that comes from the Region, from a Domestic or International air flight.

Figure 8.14. The mobility band, integrated by the central station, the train line and BTR system.

05 KM

Central Station

Transition band

Mobility +station

Train line

Leisure + serv

Transition band. The transition band is the interface between the existing programs (mostly housing) with the new program and intervention. With the configuration of this interface the urban renewal will permeate the existing tissue and urban dynamics, not only improving the spatial conditions but also integrating the existing areas with the new intervention. In relation with the phasing and the stakeholders involved in this project, the phasing will be in three stages. The first phase will be the construction of the mobility node, the second and third the leisure/services and transition band.

05 KM

Central Station

Transition band

Mobility +station

Train line

Leisure + serv

Figure 8.15. The leisure mix and transition band programs.

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The leisure mixed band with commercial activities and pedestrian flows.

The transition band where the programm integrates typologies of housing with public spaces, and local tranasport lines.

In the metropolitan park thereâ&#x20AC;&#x2122;s defined areas to water storage and landscape.

Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Current view of 5 de Febrero and Universidad (east part of the city ring)

Image of the Central Station located in the Metropolitan park that interconnects the region, the International Airpor, the metropoolitan system (BRT) and the local mobility.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

East view of current line train and the city ring (5 de Febrero)

The metropolitan park and the central station, leisure activities and important bike and pedestrian flows. (local mobility)

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Current hosing area with single use and reduced offer of leisure, facilities and productive activities.

Local facilities, leisure activities mixed with housing new typologies.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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Three project ideas for Queretaro’s Future Strategic Projects

Queretaro Logistic Platform Location of the project In the east part of the metropolitan area, the project is located in a strip at the south part of the Airport. (Fig 8.16) Aimed effects Consolidation of specialized clusters (Aero-spatial, airport and ICT cluster) Integration of logistic activities through a mobility network.

Figure 8.16. Location of Queretaro Logistic Platform

Content (Functional components) The logistic plays an important role in the new economy. The flows of goods and people linked with logistic nodes are becoming vital for the economical strength of a region (Fig 8.17) Potential of Queretaro for logistic platform The logistic platform is the opportunity to interrelate the existing industrial areas, the mobility infrastructure (Airport, train and highway) and the Aerospatial cluster that is already developing. The concept of this project is the integration of two nodes, the multimodal mobility node (airport, train, car, bus) and the highway connection node through a strip of program. The functional components are two nodes and two strips, the airport node, the highway node, the green strip, and the programmatic strip. (Fig. 8.18)

SLP Ags

Strategic position of Queretaro for logistics and ICT-Aerospatial cluster LEO GDL

QRO

PAC

MXC

MOR TOL

CUE

PUE

Figure 8.17.Potential of Queretaro for logistic platform due the strategic position in the region.

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3.5 KM

Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

07 KM

Figure 8.18.The Logistic plafform is composed by two nodes, the Airport and the highway node, the green strip and the program strip.

The program Basically the program is formed by ICT Industry, Commercial areas, Business and facilities. The north node is where the logistic and mobility facilities related are located, the multimodal transport node (Airport, train, bus) and commercial facilities. The south node directly linked with the national highway (Highway 45 Queretaro-Mexico City) includes facilities and commerce in order to strength the entrance of the city through this node. The green strip basically is an area where the natural context is protected; using the natural vegetation links the Airport node with the South (Highway node) giving structure to the logistic platform.

In relation with the phasing and the stakeholders involved in this project, the phasing should engage different stages due the major investment that is need for this development. The first stage that is currently developing includes the Aerospatial and the existing industrial parks. The second phase involves the north node and part of the strips. The joint-venture between national, regional and state government with the private sector is crucial for the success of this project due the amount of investment and the type of infrastructure that is needed.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Aereal view of the Logistic platform, the two intense nodes and the program strips.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

Current view of the entrance corridor through the Highway 45 (Mexico-Queretaro). This is the sencond intense node after the Logistic platform node.

Corridor development with new typologies and mix uses.

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Three project ideas for Queretaroâ&#x20AC;&#x2122;s Future Strategic Projects

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References

Image Credits The visual information presented in this document, has been collected from the sources listed below. When no source is indicated, the authorship belongs to the authors of this thesis.

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Evaluation and Recommendations Index

Evaluation and Recommendations 166

Introduction

166

Evaluation

167 Recomendation

EMU / TU Delft / UPC Barcelona Final Thesis 166

Evaluation and recommendations Evaluation

Evaluation and recommendations Introduction

In this chapter we will conclude this thesis with the evaluation and the recommendations. The assessment is developed in two levels, (1) the evaluation of the process of the thesis (research) and (2) the assessment of the result of the scenario/strategy. As we stated before, the main aim of the thesis was the formulation of an envisioning perspective and strategies for the city of Queretaro through the exploration of probable future spatial scenarios. Secondly to improve a design instrument for urbanists and decision makers able to translate scientific knowledge from engineering into an approach that urbanists (designers/ planners) can deal with when developing strategies for a sustainable future. But how the thesis responds to this aims? Did the thesis projects respond the research questions stated at the beginning of this process? Which are the recommendations that this conclusions suggest? These are the main answers that will be answer in the assessment.

Evaluation Thesis (research)

A crucial part of the process was the definition of the thesis plan, as was described in the thesis Queretaro deals with several urgencies in a changing and limited resources context so the definition of the approach and the methodology was decisive to the formulation of the thesis project. Another decisive element of the process was the data recompilation due the different information generated by different agencies or government offices. This issue makes more difficult and complex the recompilation and analysis of the information. The fact that the metropolitan governance is not generated, the lack of a generated vision does not promote the integration of information and makes more difficult the understanding of the current dynamics of the city. The reference framework allows us to clear concepts as mobility, the impact on the construction of a sustainable development and precisely the concept of sustainable mobility. The practice references not only were the opportunity to explore cases in different context but also to identify their weakness to learn from these experiences. The city profile explained the main elements in order to have a clear understanding of the context. But is until the comprehension of city dynamics where the metropolitan dynamics are explained and related with the local potentialities and opportunities. The methodology used allows us to explain each layer that structures the different networks in the territory. Basically the city profile and the comprehension of city dynamics chapter shows a city with a rapid process of metropolisation and the economic growth relied on the imbalance (use of human and natural resources) that produced important

differences in the structure and the quality of living. The scenario visioning was the most explorative as the exercise of visioning different concepts in order to construct the desirable future. Concepts as the transformation of a infrastructure (city ring) into a mobility (public transport as main leading modality) green axe of development, the formulation of a regional transport system alternative to the car, the construction of a polycentric city with a metropolitan character were key elements for the visualization of the future. The strategy states the five principles for the construction of the desirable future; it defines the key networks and structure that we consider vital to build on in the short, medium and long term. Without any doubt, the political will to construct a metropolitan agency able to coordinate the different government levels and stakeholders is perhaps a element that will define the success of the implementation of any strategy/ project in the metropolitan scale. The three project ideas are an example of the role of design in the construction of the future. Through the design is defined the concept of the project, the main components and a project image, the objective was not to define all the elements of the project but identify the main concepts/elements able to respond to the objective of project.

EMU / TU Delft / UPC Barcelona Final Thesis 167

Evaluation and Recommendations Evaluation

Recommendations

The evaluation of the results basically is traduced to a series of recommendations that we consider essential to traduce the strategy to a construction of the desirable future for Queretaro. In relation to the Land Management: Increase the land stock reserve for the future by a strategy of structure a land reserve network. In relation to the Governance: To rebalance structure of governance in order to facilitate and support the process of the spatial planning. In relation of the consolidation of Queretaro as polycentric city: The consolidation of sub centers is crucial to transform the dependence of certain areas into a complementary relation between centers. The reinforcement of the sub center will promote a neighborhood integration and identity. In relation with the synergy regional integration: Is crucial to strength the economical growth through the integration of the region. The regional train will transform the commuting between the region’s cities. The consolidation of a knowledge (ICT) industry will strength the national and international position of the city/region and will prolong the wealthiest produced in a highly competitive region In relation with the structure of a open space metropolitan network: If increase the quantity of m2 of open space per inhabitant because it will improve the quality of living and rebalance the disadvantage areas. The creation of a open space network will facilitates the integration of open space and activities with the mobility network. In relation with the metropolitan mobility network: The structure of a integrated mobility network will provide an alternative for the use of car, providing alternative modes of transport and as a consequence the reduction of traffic congestion. The investment made and

programmed for car infrastructure should be balance with the investment for public transport By increasing the accessibility by public transport, the extended and fragmented city will be more integrated. The creation of a sustainable mobility system will reduce the environmental impact. (Co2 emissions) The process of integration through a mobility system set the platform to shape or redefine some of the conditions on the spatial and social dimension as social-spatial fragmentation. Without any doubt any ideas, scenarios and strategies should be supported and involved the community as well as the political wing. The future of a city is constructed by its inhabitants so is urgent to explore and define which and how is going to be Queretaro in the future.