Connecting the city by Neal Hemingway

CONNECTING THE CITY BOLIVIA SANTA CRUZ DE LA SIERRA

“A Developed Country is not a place where poor have cars. It’s where the rich use Public Transportation” Enrique Peñalosa, Mayor of Bagota, Colombia

Santa Cruz de La Sierra is experiencing a period of economic and financial boom. The city’s thriving industries has made Santa Cruz the economic hub of the country, however wealth disparity & poverty amongst the city’s population is still rife. As Santa Cruz grows, the divide between the rich and poor also widens, creating wealth & racial divisions across the Cruceno population. To achieve economic and social sustainability, Santa Cruz’s infrastructure must serve all corners of the city & all members of it’s population.

Our mission statement is to provide the adequate infrastructure & services for Santa Cruz to continue growing in a sustainable manner. A plan for new city transport infrastructure will not only serve Santa Cruz’s population as a whole, regardless of wealth but provide the necessary services for the city to grow with stability. Our aim is to provide a system which benefits & engages in all levels of society, closing the gap between the rich and poor, bringing balance & equality to the Cruceno population.

VINNY

NEAL

SANTA CRUZ DE LA SIERRA & BOLIVIA A BREIF INTRODUCTION

Santa Cruz de La Sierra is the capital of the Santa Cruz department & the economic capital of Bolivia. Situated on the Pirai River in Eastern Bolivia, Santa Cruz is the most populous city of it’s nation, home to over 2 million people. The city’s main industry include agriculture, oil and construction and it’s rapidly growing economy has developed Santa Cruz to become one of the fastest growing cities in not just South America, but the world.

Bolivia is located in the central-west belt of South America & is home to over 10 million people. Prior to the Spanish colonization in 1524, Bolivia was ruled by the Inca empire and independent tribes. The nation gained independence from the Spanish Empire in 1825 however the nation has endured chapters of political and economic instability since and it is currently the poorest country in South America.

MILLION POPULATION - BOLIVIA

TH LARGEST ECONOMY

2 30

MILLION POPULATION - SANTA CRUZ

SANTA CRUZ CONTRIBUTION TO NATIONAL GDP

BOLIVIA GROWTH A BREIF INTRODUCTION

INTERNATIONAL RESERVES:

HYDROCARBON REVENUE

PERCENTAGE OF NATIONAL GDP

2003

35%

2013

1 14 %

INCREASE IN PUBLIC SPENDING ON TRANSPORTATION PERCENTAGE OF NATIONAL GDP

48.4% 12.1%

9.8%

48.4%

2005

2013

PUBLIC INVESTMENT SPENDING

MINIMUM MONTHLY WAGE

PERCENT OF GDP

IN BOLIVANOS

1440

DROP IN PEOPLE LIVING IN POVERTY BETWEEN 2005 AND 2011

320 36

MINIMUM WAGE INCREASE BETWEEN 2005 - 2011

440

2005 INFRASTRUCTURE

SOCIAL

MULTISECTOR

2013

PRODUCTIVE

The Americas Blog. www.cepr.net. [Online] Oct 2014. [Cited: Nov 2, 2014.] http://www.cepr.net/index.php/blogs/the-americas-blog/bolivias-economy-under-evo-in-10-graphs.

INCREASE OF INTERNATIONAL RESERVES: AS PERCENTAGE OF NATIONAL GDP

BOLIVIA GROWTH INVESTMENT AND EXPORT

PUBLIC SPENDING ON TRANSPORTATION

INVESTMENT AND EXPORTS

PERCENTAGE OF NATIONAL GDP

PERCENTAGE OF TOTAL GDP

FOREIGN DIRECT PERCENTAGE OF COUNTRIES NATIONAL GDP

PETROLEUM GASES

ZINC

POVERTY PERCENTAGE LIVING IN POVERTY AND EXTREME POVERTY

59.6%

2005 2011 POVERTY 2005 2011

35.7% 30.9%

ORES AND PRECIOUS METALS

BOLIVIA - 5.9% PARAGUAY - 5.0% PERU - 4.9% CHILE - 3.4% BRAZIL - 3.0% COLOMBIA - 2.4% ARGENTINA - 1.6% VENEZUELA - 0.8% ECYADOR - 0.5%

EXTREME POVERTY

11 6

45%

The Americas Blog. www.cepr.net. [Online] Oct 2014. [Cited: Nov 2, 2014.] http://www.cepr.net/index.php/blogs/the-americas-blog/bolivias-economy-under-evo-in-10-graphs.

LEAD ORE, GOLD, PRECIOUS JEWELLERY

CONTENTS CHAPTER SUMMARIES

#1 GROWTH

#3 CONSEQUENCE

INTRODUCTION - HISTORY OF CITY // PAGE 9 - 25

REPERCUSSIONS AND RISING PROBLEMS // PAGE 46 - 111

• • • • • • • • • • •

• • •

THE FOUNDING OF THE CITY MARCH TO THE EAST RED ORIENTAL INTERNATIONAL CONNECTIVITY PLANS OF THE CITY PLAN TECHINT THE CITY STRUCTURE THE CITY CENTRE PLAN INFRASTRUCTURE GROWTH BY DECADE PLAN 3000

#2 PRESENT DAY

SANTA CRUZ TODAY // PAGE 26 - 45 • • • • •

MOVEMENT POPULATION MOVEMENT SATELLITE TOWNS URBAN SPRAWL POPULATION DENSITY

2.1 STREET DESIGN • • • • • •

STREET QUALITY ROAD INFRASTRUCTURE DRAINAGE NETWORK ANALYSIS OF THE AVENUES ANALYSIS OF THE RINGS PLAN 3000

POVERTY SELF EMPLOYMENT PLAN 3000

3.1 THE INFORMAL SECTOR • • • • •

COOPERATIVES SCALE OF INFORMALITY NODAL INFORMALITY MARKET LOCATION ANDEAN MIGRATION

3.2 TRANSPORT • • • • • • •

SYNDICATE HIERARCHY LINEAS HIERARCHY THE DRIVERS THE VEHICLES ROAD SAFETY THE MIND-SET THE CULTURE

3.3 NODES • • •

PROMINENT NODES NODES OF THE CITY NODE CASE STUDIES

3.4 CITY MOVEMENT •

MICRO LINES CASE STUDIES

3.5 BOLIVIA MOVEMENT •

REGIONAL MOVEMENT CASE STUDIES - BOLIVIA

#4 CASE STUDIES

TRANSPORT SYSTEMS IN SOUTH AMERICA // PAGE 112 - 125 • • • • • •

BOGOTA // COLOMBIA LIMA // PERU QUITO // ECUADOR LA PAZ // BOLIVIA CURITIBA // BRAZIL SANTIAGO // CHILE

#5 THE SOLUTION THE MANIFESTO FOR CHANGE // PAGE 126 - 137 • • • • • • •

THE MANIFESTO UNTANGLE DIVERSIFY IMPROVE DENSIFY CONNECT CULTURE

#6 DESIGN STUDIES PRELIMINARY RESEARCH FORMED DESIGN // PAGE 138 - 147 •

STATION DESIGN STUDY

GROWTH INFRASTRUCTURE INSPIRED GROWTH - SANTA CRUZ DE LA SIERRA - 1938-1970

THE FOUNDING OF THE CITY COLONIAL SANTA CRUZ DE LA SIERRA Santa Cruz de La Sierra was founded in 1561 by Spanish conquistador Ñuflo de Chaves however the city was relocated twice from the Chiquitania region and was finally consolidated where it is today in 1622 by the Pirai River. The city was named after the hometown of Chaves in Spain & means “The Holy Cross of the Hills”. The majority of the Spaniards who came during the colonial period were looking for precious metals such as silver and gold, however the ambition of the Spanish Crown was to convert the indigenous population to Christianity. The Spanish used assimilation to convert the indigenous population during their colonization period. Santa Cruz and the Crucenos population is the result of this assimilation. By mixing with the naive population, many Cruceno families today are mixed race. In 1825, Bolivia became independent from the Spanish Empire. Santa Cruz’s hero for independence was Manuel Ignacio Warnes, an Argentinian soldier who freed the city from Spanish rule and took control of the city. During the nation’s independence, Santa Cruz’s isolated location and lack of roads and infrastructure meant none of the Eastern part of Bolivia was involved during the political process or future plans for development. It was not until the Bolivian National Revolution in 1952 when Santa Cruz began to rise into the economic hub it is today.

#12

Left - Manuel Ignacio Warnes Below - Nuflo de Chaves

#13

MARCH TO THE EAST THE EARLY CONNECTIVITY OF SANTA CRUZ In 1954 the opening of the paved Santa Cruz-Cochabamba highway began the program known as the â&#x20AC;&#x2DC;March to the Eastâ&#x20AC;&#x2122; which aimed to generate public investment and foreign aid to the eastern lowlands, particularly in Santa Cruz. Subsequent infrastructure followed, connecting the city not only to the East but to other nations in the continent. Before the 1950s Santa Cruz De La Sierra was predominately an isolated frontier town. During that decade two vital connections brought new trade routes and proved as the stimulus for unprecedented growth in the city. Cochabamba, in the South West was connected by paved roads and subsequently a railway connected not only Santa Cruz to Brazil but the nation as a whole. These connections stimulated economic and demographic growth within the city. Over time these routes improved and new modes of transport, such as Viru Viru International Airport as well as a continuous influx of immigrants, turned the city into one of the most industrialized and important trading centres of the country during the second half of the 20th century.

FINAL DESTINATION OF WORKS STARTING POINT OF WORKS TOWNS ON THE WAY OTHER TOWNS PAVED MOTORWAY PRINCIPLE RAILWAY (1957) PARTIALLY COMPLETED RAILWAY

#14

Kirshner, J. D. (2011). City profile: Santa Cruz de la Sierra. Grahamstown: Elsevier.

RED ORIENTAL

TERCERA FASE (THIRD PHASE) 1930 - 1963 CONSTRUCTION OF THE EASTERN NETWORK WAS UNDERTAKEN TO DEVELOP THE REGION OF SANTA CRUZ AND LINK THE ATLANTIC. RAILWAYS WERE BUILT CONNECTING SANTA CRUZ TO YACUIBA (517 KM TO THE ARGENTINA BORDER) AND CORUMBÁ (600 KM TO THE BRAZILIAN BORDER)

PRIMERA FASE (1870-1899) ANTOFAGASTA-UYUNI

#15

SEGUNDA FASE (1900-1929) LA PAZ, UYUNI, SUCRE,

TERCERA FASE (1930-1963) SANTA W SANTA CRUZ-YACUIBA

INTERNATIONAL CONNECTIVITY THE ROAD TO ECONOMIC GROWTH During the mid 1950’s, the city of Santa Cruz entered a period of rapid economic growth when the state sponsored the paving of the roads from Santa Cruz to the highland cities of Cochabamba and La Paz, linking the city to the rest of the country. The city contained 43,000 inhabitants in the 1950 however by the 1970’s, the city grew to a population of 70,000 spread across 5,700 hectares. From the 1970’s, the state continued to strengthen links to Santa Cruz through various forms of infrastructure including transport and communications. Railroads leading to the border settlements of Puerto Suarez and Yacuiba were built, connecting the city to Brazil and Argentina, then the continents more powerful economies. The construction of these infrastructures occurred during the national policies of import substitution in the lowland commodities of rice, sugar, timber as well as during the expansion of the agricultural industry. However, Santa Cruz diversified its industries by introducing agribusiness and petroleum extraction. In addition the industries of commerce and services grew. The increase of industries and economies during this time resulted in an influx of migrants from all rural parts of Bolivia and in particular from the poorer Andean regions, contributing to its rapid population growth. TRAIN BETWEEN SUCRE AND POTOSÍ, 1931.

#16

Kirshner, J. D. (2011). City profile: Santa Cruz de la Sierra. Grahamstown: Elsevier.

PRE 1950 INFRASTRUCTURAL TRADE LINKS

POST 1950 INFRASTRUCTURAL TRADE LINKS

BRAZIL

1958 Connecting the West

LA PAZ

PARAGUAY CHILE ARGENTINA Santa Cruz

1957 Connecting the east

PUERTO SUÁREZ, YACUIBA, BRAZIL AND ARGENTINA,

#17

ARGENTINA

PLAN TECHINT

ORIGINAL PLAN OF THE CITY AND THE UV New infrastructure brought rapid growth within the city and consequently, Santa Cruz developed into a major hub of commerce. However this rapid expansion required control therefore a new masterplan was needed to be created to help regulate the growth. During the 1950s Santa Cruz created an international competition inviting several global engineering/ architectural firms to provide a solution to the city’s development. After several consultations, an Italian-Brazilian firm won, presenting the first comprehensive plan in 1957. The winning team was an urban planning company called Techint. To develop the plan the company worked with Phillip Lohbauer, a German architect living in Sao Pablo. Consequently using a 1930s plan of São Paulo, the company formed the basis of the masterplan. In addition , the Plan Techint took precedence from early 20th century European modernist design principles striving to achieve the ‘Garden City’ ideals. It can be questioned if these ideals were realised. Towards the end of the 1950s the plan started to be applied to the city and a large amount of building work begun changing the city landscape. Similar to that of many Spanish colonised cities Santa Cruz has grown outward from the colonial centre, which is typically based on an orthogonal plan. Techint created a series of rings called “anillos” and avenues “avendinas” that were planned concentrically from the centre. These centric rings created self-enclosed neighbourhoods called “UVs”.

#18

1958

1969

1973

1985

2000

Lohbauer, Phillip. Santa Cruz de la Sierra, Bolivia. https://martinfdc.wordpress.com/tag/phillip-lohbauer/. [Online] Sep 29, 2012. [Cited: Nov 25, 2014.] https://martinfdc.wordpress.com/tag/phillip-lohbauer/.

PLANS OF THE CITY ORIGINAL PLAN OF THE CITY AND THE UV The Techint Plan also proposed the neighbourhood unit called the UV. These self-contained neighbourhoods aimed to control the traffic flow away from residential areas and provide services related to each area strategically. Planners tried to provide human scale to the city. Allowing residents to access services within walking distances. Typically a neighbourhood unit is surrounded by avenues however inside, the UV has narrow streets with minimal traffic because they are intended for use by residents and not as thoroughfares. Each Neighbourhood Unit has designated areas for services called â&#x20AC;&#x2DC;primary equipmentâ&#x20AC;&#x2122;. These service spaces often included; health centres, schools, squares and several parks. Providing the neighbourhood with their own unique service area. The logic behind this design was to encourage walking within the city. Children can go to school or walk to the park, without crossing any streets.

#19

THE COLONIAL PLAN

1947 // IVANISSEVICH PLAN

1958 // PLAN TECHNIT

1970 // PLAN MANAGER

1978 // PLAN MANAGER

2005 // PLOT DIRECTOR

DE-COMPARTMENTALISING THE CITY HIERARCHY OF THE UV

#20

THE HOUSE // CASA

THE BLOCK // MANZANA

THE BARRIO

THE UV

THE DISTRICT

THE CITY

THE CITY CENTRE PLAN

PLAN OF COMPLETE RECONSTRUCTION OF THE HISTORIC CITY CENTRE

#21

Photos taken from powerpoint presented by Victor Hugo at upsa, bolivia

INFRASTRUCTURE THE PAVING BOOM

PRE 2005 THERE WAS ONLY 50KM OF PAVED ROAD WITHIN THE CITY. DURING THE RAINY SEASON MANY OF THESE ROADS BECAME IN-PASSABLE AND TRAFFIC CAME TO A STANDSTILL.

#22

Photos taken from powerpoint presented by Victor Hugo at UPSA - Bolivia

SANTA CRUZ HAS A LONGER CANAL NETWORK THAN AMSTERDAM. THE CANALS OR STORM DRAINS ACT AS A VITAL FLOOD DEFENCE SYSTEM FOR THE CITY.

#23

Photos taken from powerpoint presented by Victor Hugo at UPSA - Bolivia

GROWTH BY DECADE GROWTH POST 1960

1960s 1970s 1980s 1990s 2000s

#24

PLAN 3000 THE FLOOD OF 1983

In 1983 an unfortunate flooding caused by the current Pirai River, overflowed and resulted in the flooding of 45% of the city of Santa Cruz de la Sierra and great human and material losses occurred. Subsequently additional defences around the Pirai River were built and the 3000 families effected by the flood were relocated to the South East of the city, creating the Plan 3000.

3000

FAMILIES RE-HOMED

19 83

RIO PIRAI 1983

A BY REA FL EF O FE O C DI T NG ED

PLAN 3000

CREATED

Plan 3000 was built to re house residents effected

PL RE AN 3 -H OM 000 ED SE T

T Services were forgotten and subsequently (Plan 300) district 8 has the highest poverty rate in the whole city

#25

PAP Santa Cruz - La pobreza en Cifras en Santa Cruz de la Sierra 2002, Alfonso Van Oosterhout, 2002

#26

PRESENT DAY SANTA CRUZ TODAY // MOVEMENT // INFRASTRUCTURE // POPULATION // STREETS

#27

MOVEMENT ANILLOS AND AVENIDAS

The main movement routes are known as the Anillos (rings) and Avenidas (Avenues) The establishment of the train lines connecting Santa Cruz to the Brazilian & Argentine border as well as the introduction of the Highway in the 1960’s induced an economic reaction in Santa Cruz. Since then the city has risen up to become the financial hub of Bolivia and one of the fastest growing cities in the world. The 1957 Plan Techint envisioned a series of four radio-centric rings or “anillos” which would enclose self-sufficient neighbourhoods, however, due to Santa Cruz’s rapid economic rise and subsequent population influx from the predominantly Andean population, by 1978 the city’s population surpassed Techint’s prediction for the year 2000 and neighbourhood sectors, designed to be enclosed by the Anillos became overflowing, growing sporadically and exceeding the fourth ring boundary, forming “informal” settlements. Since then, present day Santa Cruz has continued to sprawl and is now made up of 12 districts but still retains the concentric ring structure. The anillos are connected by main avenues which cut across the city, providing Santa Cruz its arteries. These arteries also connect the peripheral towns and neighbourhoods surrounding the original city plan to the centre of Santa Cruz.

#28

#29

POPULATON MOVEMENT MOVEMENT OF POPULATION BETWEEN DISTRICTS

Population percentage increase/decrease in each barrios between 1992 and 2001. The population of the city centre has fallen by 20% in1992. Instead many Crucenos are now choosing to live on the peripheries or the city. The Increased wealth of Crucenos has caused many families to move to more prosperous areas towards the outskirts of the city. In addition during 1983, the North East section of the inner city was heavily effected by floods, causing a large part of the population to move to district 8 where Plano 3000 was created. The flood of 1983 explains the great 113% increase in population during this time. The combining factors above and population change diagram (right) show further evidence and reason for the city expanding outwards rather than inwards, creating urban sprawl.

+57%

AREA OF RESIDENCY 1992

-5%

+118%

-20% +17% +71%

-4% +17%

AREA OF RESIDENCY 2001 +71%

POPULATION LIVING INSIDE THE SECOND RING. POPULATION LIVING BETWEEN SECOND AND FOURTH RING. POPULATION LIVING OUTSIDE THE FOURTH RING

#30

INDUSTRIAL ZONE

PAP Santa Cruz - La pobreza en Cifras en Santa Cruz de la Sierra 2002, Alfonso Van Oosterhout, 2002

+113% +50% BARRIO EXISTENCE POST 1992

POPULATON SWELL

SATELLITE TOWNS RAPID URBANISATION AROUND SANTA CRUZ

Warnes

Urubo

Cotoca

COTOCA

3198937

3541253

2010

2852457

2171744

1843584 2005

URUBO

2507836

2000

#32

SZC

EXPECTED POPULATION GROWTH IN SANTA CRUZ - 2000-2030

1522722

The consistent growth of Santa Cruz’s economy has caused a continual influx of predominantly Andean migrants. The bulk of these migrants are attracted by the prospects of a growing city and come in hope of gaining work and educational opportunities, escaping the poverty faced in their communities of origin. The continual influx of population has created feeder towns or “satellite” cities on the edges of the city, establishing settlements progressively further from Santa Cruz’s centre. During the past 15 years the Andean migration has increased the city’s overall population by 1 million, and it is predicted in the next 15 years, the city’s population will increase by 1 million again by 2030.

SANTA CRUZ - FEEDER TOWNS

La Guardia

The prodominent Andean migration into Santa Cruz has induced rapid urbanisation, propelling the city into an economic powerhouse in Bolivia but the rapid urbanisation and migration has also caused the creation of feeder towns.

2015

2020

2025

2030

ANEXOS – CAPITULO 2 - Plan Maestro De Agua Potable Y Saneamiento Santa Cruz Crecimiento Demografico, 2012

WARNES

URBAN SPRAWL SUBURBAN PLOT EXPANSION

#33

POPULATON DENSITY POPULATION DENSITY BY BARRIO

Analysis of Santa Cruz’s density shows the areas of sprawl. The significant sprawl and city size of Santa Cruz is realised when put into context with the remaining significant cities and settlements in Bolivia. Although Santa Cruz has half the population compared to Bolivia’s combined remaining cities, Santa Cruz occupies almost the same amount of land. The abnormally large area of Santa Cruz is predominantly due to the unregulated expansion during the 1970’s.

POPULATION DENSITY HABITANTS PER HECTARE 10 - 50 55 - 75 80 - 100 110 - 150 190 - 200

Areas within the 4th ring and the inner city centre show the most dense area in Santa Cruz as expected with many containing a 110-150 habitants per hectare figure however the figures are reduced significantly outside the 4th anillo. The dramatic change in density is abnormal and highlights the significant effect the unregulated expansion had on the city.

#34

ANEXOS – CAPITULO 2 - Plan Maestro De Agua Potable Y Saneamiento Santa Cruz Crecimiento Demografico, 2012

#35

STREET DESIGN 2.1 THE QUALITY OF THE STREET // TRAFFIC // PEDESTRIAN MOBILITY

#36

#37

ROAD INFRASTRUCTURE RAPID URBANISATION AROUND SANTA CRUZ

[Pre 2005]only 50km of paved roads [2014] 1000km of paved roads Due to the consistent growth of Santa Cruz’s the city has struggled to keep up with infrastructure. Before 2005 there was less than 50km of paved roads. This led to chaos during the rainy season. The dirt roads often were washed out and left unusable. Between 2005-2014 there was a government funded boom in road infrastructure. 220million US Dollars was used on improving the city road network. This led to improved access to neighbourhoods, not only boosting the local economies of certain barrios within the city but also increased the value of land and housing close to paved road networks. In addition to the paving of roads several viaducts and tunnels have been introduced to the city over capacity ring roads. Increasing traffic efficiency.

#38

Photos taken from powerpoint presented by Victor Hugo at upsa, bolivia

“EL TROMPILLO” TUNNEL CARRIES ON AVERAGE 75,000 VEHICLES EACH DAY. IT CONNECTS DISTRICTS 4,9 & 12 WITH 3,7,8 & 11. VIADUCT AVENIDA CRISTO REDENTOR AND FOURTH RING. HAS A CAPACITY OF 90,000 VEHICLES. THERE ARE CURRENTLY 3 VIADUCTS BEING CONSTRUCTED. THEY WILL ALLOW THE 5TH, 6TH AND 7TH RINGS TO CROSS THE RESPECTIVE AVENUES WITHOUT LEADING TO CONGESTION

DRAINAGE NETWORK HARNESSING THE FLOOD DEFENCES

There are 280km of lined drainage canals and 200km of earth canals. Due to the cities flat topography it is prone to flooding and over the course of the last few century has experienced disastrous floods. In order to prevent flooding appropriate infrastructure was planned in parallel with the plan Techint. The construction of drainage canals in all of the cities districts as they grow rapidly is one of the governments main priorities. Due to the rapid urbanisation, infrastructure has often had to play a game of â&#x20AC;&#x2DC;catchupâ&#x20AC;&#x2122;. Particularly prevalent in drainage. Many new neighbourhood are often not planned and do not have the appropriate drainage and road infrastructure to deal with flooding. Throughout the city there is over 480km of drainage canals constructed by either concrete or earth. These canals are often found in the centre of the ring roads of main avenues. They reduce flooding considerably on the main road network.

#39

ANALYSIS OF THE AVENIDAS AVENIDA ROCA Y CORONADO

Avenida Roca Y Coronado

Two lanes of traffic

Storm drain

Two lanes of traffic

(Between 2nd & 3rd ring)

Two lanes of traffic

#40

Two lanes of traffic

Storm drain

Two lanes of traffic

#41

ANALYSIS OF THE ANILLOS FIRST AND SECOND ANILLO

#42

#43

PLAN 3000

THE LACK OF PAVED ROADS AND APPROPRIATE INFRASTRUCTURE

The flooding of the Pirai River in 1983 destroyed the homes of thousands of people, forcing 3,000 families to relocate to the South East of the city. It is at this point, the most populated and extensive district of Santa Cruz today was born. This district was named after the 3000 families - EL Plan 3000. At the time of the flood, the area itself was used for mainly agricultural uses such as sugar cane, crops and ranching meaning the urban fabric was underdeveloped, lacking in basic city services and infrastructure. As the initial 10,000 people moved into the Plan 3000, residents had to make their own arrangements for water and services, mainly organised by the district’s unions. In 1985 however Bolivia’s main industry, mineral mining began to fail as the international tin market crashed causing the government to take drastic economic measures including massive layoffs of miners. The industry crash of 1985 resulted in migrants from all over the country to move to Santa Cruz and in particular Plan 3000 in search of job opportunities, taking the district’s population to 400,000.

#44

#45

#46

CONSEQUENCE REPERCUSSIONS AND RISING PROBLEMS

#47

POVERTY

POVERTY RATE FOR EACH BARRIO

1 - 223 230 - 601 619 - 1288

45%

LIVE IN POVERTY

1327 - 2616 3089 - 4456

21%

LIVE IN EXTREME

POVERTY

78%

HAVE ELECTRICITY

66%

HAVE RUNNING WATER

#48

Above: The above diagram shows the highest density of self employed workers within Santa Cruz. Information was obtained from the latest census results 2001. Reference images access at: http://sczurbana.blogspot.

SELF EMPLOYED

SELF EMPLOYMENT RATE WITHIN EACH BARRIO

2/3

ARE SELF EMPLOYED

OF TAX IS REQUIRED

The majority of self-employed workers are found within the districts of the periphery - (districts 8, 10 and 12). These districts are formed as the areas where people who commonly generate autonomous sources of income and have greater instability in relation to safe working practices. Number of self employed workers within each barrioâ&#x20AC;&#x2122;s local population:

#49

PLAN 3000

REJECTION FROM THE CITY

There is a certain feeling of rejection from the city and many Cruceños fail to recognise Plan 3000 as part of their city. This resentment has left the district disconnected, and without the adequate services to care for its inhabitants. The lack of proper infrastructure has had a direct effect on the life quality in plan 3000. The streets are not paved and subject to numerous floods. When this occurs it effectively cuts off plan 3000 to the city. Insufficient services such as sanitation, running water and electricity have meant that this district has the highest poverty rate within the city. The movement of workers from all corners of Bolivia into not just Santa Cruz but specifically the Plan 3000’s caused the district’s population to drastically increase, resulting in a sporadic urban fabric made up of informal settlements. With no public services, drainage and paved roads, the district grew from the initial 10,000 people to the 400,000 it is today leaving a heavily unsupported district and the neighbourhoods within isolated and absent of the U.V equipment ideology.

#50

#52

#53

3.1

#54

THE INFORMAL SECTOR INFORMAL COMMERCE // COOPERATIVES

COOPERATIVES

POWER OF THE INFORMAL SECTOR & THE OPPOSE TO CHANGE The informal sector is growing rapidly and employs more than half of Santa Cruz’s inhabitants. Cooperatives, unionists and self-employed migrant wokers make up the majority of this sector - almost monopolising public transport and markets throughout the city. This ‘representation’ through cooperatives allows the individual street vendors, taxi and bus drivers opinions to be heard through cooperatives and unions. The downside to this informality is that vast amounts of money is handled but a large proportion of this sector does not require to pay taxes. An acquaintance explained the legality of these small vendors and the ability to avoid tax - Each vendor does not need to require to pay taxes if their shop holdings does not exceed 25,000 Bs. Where the problem arises is when a large number of these vendors pay a cut to the union that represents them, and vast amounts of money is gathered yet no tax is paid. The second issue brought on from the informality of these markets is their ability to take over public space and interrupt circulation. Naturally informal markets are a response to high circulation as they are formed around areas of movement and interconnectivity. Although many view the market as a problem their success and requirement within some neighbourhoods should not be underestimated. Plan 3000 is one of Santa Cruz’s largest and most congested markets.

#55

Congestion is a theme that runs throughout the city. The streets are a chaotic and animated place. Traffic is one of the city’s biggest issues to tackle and it is near impossible not to contribute to the problem. Taking a taxi journey from one side of the city to the other feels like you are dicing with death. The sound of horns and general manic driving tends to create an interesting travelling experience. Thousands of micros and taxis compete alongside cars for space on the roads. Each taxi and micro driver is represented by a union. They require to make a certain number of journeys each day in order to pay their share to the cooperative. This demand fuels the manic and chaotic driving that ensues and many drivers work in excess of 12 hours a day in order to achieve their quota. Similarly to the markets the public transport belongs to cooperative and unions not the government. This has meant is it near impossible to create any sustainable transportation infrastructure without received huge opposition from these cooperatives. The informal sector’s lack of identity means that the power that it possess often goes unnoticed however its ability to control public transport and market trade in the city means that it poses a huge amount of control within the running of the city.

Kirshner, J. (2010). Migration, Informalization and Public Space in Santa Cruz, Bolivia. Cornell University. Córdova, M. F. (2013). Polyarchy in Santa Cruz.

“The informal sector, informal economy, or grey economy is that part of an economy that is not taxed, monitored by any form of government or included in any gross national product (GNP), unlike the formal economy.”

SPECTRUM OF INFORMALITY

THE DIFFERENT TYPE OF COMMERCE APPARENT IN THE CITY MOBILE

#56

SEMI - MOBILE

Idea taken from diagram accessed at: http://cargocollective.com/kellyleviker/Addis-Abyssinia-Thesis

SEMI - PERMANENT

NODAL INFORMALITY

THE DIFFERENT TYPE OF COMMERCE APARENT IN THE CITY

#57

Informal Architecture - a re-interpretation of the informal market in Santa Cruz, Bolivia, Alvaro Gutierrez, 2014

MARKET LOCATION AREAS OF INFORMAL COMMERCE SANTA CRUZ

#58

Informal Architecture - a re-interpretation of the informal market in Santa Cruz, Bolivia, Alvaro Gutierrez, 2014

#59

ANDEAN MIGRATION RACISM WITHIN SANTA CRUZ

The sporadic growth of the neighbourhoods are mostly inhabited by Andean Bolivians. It became evident that a great majority of low income neighbourhoods are inhabited by Andean people searching for a better life, one predominant example is the Plan 3000 neighbourhood located at the southern end of the city. With the years many informal businesses in the city were managed by their ethnic group. Currently, this significant portion of the population provides a large part of the economy. Although many traditional people from Santa Cruz have developed resentment against this large migration from the Andes, it has become very important for the municipality to invest within these neighbourhoods and create a unification of the population through large infrastructure and urban projects. Connecting neighbourhoods and providing a betterment through public infrastructure, will help unify the rapid.

#60

NARRATIVE OF A FEMALE VENDOR “I wake up by the sound of my youngest son crying for milk. My head is pounding, I barely got any sleep last night. I stayed up until 4 in the morning, receiving all the new merchandise coming to the market from the countryside. My hands are soar from carrying the wheelbarrow from the truck to my storage. I hope I am able to sell everything tomorrow, before it gets ruined. The sounds of the early morning vehicles going by me house reminds me that I have a long day ahead of me, I just have to keep on going. I pick up my youngest child and head out to work. The older one, Pedro, Is four, he walks beside me. My husband has been away for almost 2 weeks working in the fields, I’ve had to take care of the children while he is away. I call my brother to help me arrange my stall. I truly don’t know what I would do without him. Walking through the dark hallway of the market, I step on mud, drenching my foot. I can’t explain how much I hate this sunless space. I can only hope one day there will be something better for me, for now I have to feed my family and accept this reality.”

EXTRACT TAKEN FROM - ALVARO GUTIERREZ // RE-INTERPRETING THE INFORMAL MARKET

#61

Informal Architecture - a re-interpretation of the informal market in Santa Cruz, Bolivia, Alvaro Gutierrez, 2014

3.2

#62

TRANSPORT SYNDICATES // MICROS // DRIVERS

SYNDICATE HIERARCHY POWER STRUCTURE OF PRIVATISED TRANSPORT

CONFEDERATION OF UNION DRIVERS OF

SINDICATO DE MOTOS

SINDICATO DE TAXIS

CONFEDERATION OF MICROS 16 DE NOVIEMBRE

SINDICATO 21 DE MAYO NUMBER LINES AFFILIATED (10)

#63

SINDICATO 24 DE SEP NUMBER LINES AFFILIATED (24)

SINDICATO SANTA CRUZ NUMBER LINES AFFILIATED (65)

SINDICATO ANDRES IBA NUMBER LINES AFFILIATED (5)

LINEAS HIERARCHY POWER STRUCTURE OF THE INDIVIDUAL LINE The issue of transportation dates back to 50 years ago. During this time the central Government had blatant disregard for the control of privatised transportation unions. This lack of control and regulation allowed many private unions to gain certain territory within the city. Unionised microbus owners appropriated public spaces by claiming certain routes as they’re on specific line. These routes did not take into account the other lines forming within the city and therefore a lack of connectivity arouse between radial and ring networks. Unions were allowed to consolidate territory and gain immense power in the political and economic scene of Santa Cruz. This power structure today, has immense presence within the city. The unions have representatives in both the local and civic council and during the last national election a national deputy was elected, bringing the unions power to a national level. This conflict of interest between government and private union has created huge difficulties when trying to establish a modern interconnected transportation system. The existing transport lines are generally unplanned and arbitrary. Many routes focus around places of high footfall, for example; universities and informal markets. Whilst planning around footfall naturally makes sense this has led to many lines over lapping, creating long journey times and affects the efficiency of the service.

#64

SYNDICATES AND COOPERATIVES REPRESENT ALL OF THE LINES IN SANTA CRUZ. THE MAIN COOPERATIVES ARE CALLED: SANTA CRUZ (65 LINES), 21 DE MAYO (10 LINES), ANDRÉS IBÁÑEZ 5 LINES),Y 24 DE SEPTIEMBRE 24 LINES).

NORMALLY EACH LINE WILL HAVE A UNION HEAD OR OWNER. EACH LINE CAN HAVE NUMEROUS MICROS THAT OFTEN COMPETE FOR BUSINESS AGAINST EACH OTHER.

THE INDIVIDUAL MICRO CAN BE OWNED BY AN INDIVIDUAL AS LONG AS A CUT OF EARNINGS IS PAID TO THE COOPERATIVES AND LINE OWNERS.

MICROS DRIVERS OFTEN HAVE TO WORK LONG HOURS TO ACHIEVE ENOUGH FARES TO PAY A CUT TO THE UNIONS WHILST RETAINING A SALARY.

#65

THE DRIVERS ROLES AND RESPONSIBILITY

Drivers endure very long working hours and on average the micro drivers work between 12-15 hours daily. The syndicates control the drivers through a card system. Drivers are required to get a mark on a job card and the start and end of each day and route. If drivers fail to complete certain routes in the allocated time they are subject to fines and possible suspension of work. For the long hours and nature of the job drivers receive very little in means of payment it is common practice that they receive 12% of the total profits achieved on their bus. Considering that each fare varies between 1Bs - 2Bs this does not amount to a large total.

12-15 hours a day

Constant transaction of money

There are currently more than 7000 drivers in the city.

On average one line from start to finish is between 30 and 35 km. The driver can complete this route multiple times during the day. Drivers receive orders of the syndicate Prosecutor. The relationship between driver and line owner with is limited to the delivery, rental and maintenance of the vehicle.

There are 125 different lines(routes) throughout the city.

#66

12% of e a c h fare

#67

THE VEHICLES OUTDATED TRANSPORT SYSTEM

There are no bus stops, allowing passengers to get on and off as they please. This leads to an very inefficient journey.

High temperatures and poor ventilation make travelling conditions unpleasant. Micros often overheat.

Outdated payment methods reduce the efficiency of the system. For each passenger entering the driver must collect 2.bs him/herself.

Due to the age of machines and time hours micros have a tendency to break down a lot. This not only disrupts commuting traffic but road users as well

#68

#69

ROAD SAFETY SAVING LIVES ONE STRIP AT A TIME Due to the increasing problem of road accidents and general lack of road safety not just within Santa Cruz, but Bolivia as a whole, the government has set up several road safety awareness projects to promote caution within its population. Although they have had a positive impact on the awareness of road safety in Bolivia, Santa Cruz is still a hub of manic, un-walkable and sometimes dangerous streets. The priority of Santa Cruzâ&#x20AC;&#x2122;s roads is clearly given to the private vehicle and not the pedestrian, creating a near impossible environment for non-car owners and users to live in.

#70

#71

MIND-SET

EXISTING ATTITUDES TOWARDS PUBLIC TRANSPORTATION Santa Cruzâ&#x20AC;&#x2122;s current attitudes towards public transportation is generally very poor. Public transportation currently holds a negative stigma, resulting in the accumulation of several problems within the Cruceno population, including increased division of income / class groups. The existing Micro network is used by the lower income population and rarely by the middle / upper class groups. Public transportation is viewed as poor and below standard meaning anyone who can afford their own private vehicle, uses one. This significant percentage of the population has caused not only congestion problems throughout the city, but the underdevelopment of the existing public transportation network. The excess in private vehicles on the Santa Cruz roads has created a crippling network of congested roads during peak times.

EXISTING MIND-SET

PROPOSED ATTITUDES

#72

CULTURE

MOVEMENT DURING PEAK TIMES The culture of the Bolivian population has also affected Santa Cruz’s network. Santa Cruz’s roads are subjected to a constant flow of traffic and vehicles due to its abnormally high hours of peak times during the day. The Cruceno culture is generally to go home for lunch and dinner. This because lunch is the “big” family meal in Bolivia, resulting in a constant movement of people throughout the day. The mass population movements across the city, going to work in the morning, going back home during lunch, then back to work in the afternoon and finally back home for dinner after the work day causes a constant stress and congestion on the roads as well as massive pollution problems.

6 AM Peak Times PM Peak Times

#73

3.3

#74

NODES MICRO CONGESTION // NODES ORIENTATED AROUND INFORMAL COMMERCE

THE NODE

POSSIBLE POINTS OF COMMERCE Analysing the city wide nodes show the possible sites for the implementation of a new transport network. The point of intersection between an Avenida and Anillo could become the place where people and different forms of transport come together. Points of commerce and heightened activity. Marking these intersections between avenidas and anillos show the possible sites to where a new transportation system could be implemented, in terms of stations and hubs. Consideration of what nodes should be hubs and what should stations can be solved by taking into consideration each intersections specific context, such as if there is heightened activity of micro lines passing through at present. An area with a particularly high transport activity suggests the surrounding context is already an area of particular interest and active human activity.

- NODE INTERSECTION

Under 20 existing micro lines passing

- NODE INTERSECTION

Over 20 existing micro lines passing

#75

NODES

NODES HAVE < 20 MICROS ROUTES

MAIN NODES INSIDE 4TH RING

139

MAIN NODES

NODES OUTSIDE 4TH RING

#76

NODES

#77

NODES

PRIMER ANILLO AND AVENIDA MELCHOR PINTO Located at the intersection between the first anillo and Avenida Melchor Pinto. This node encounters particularly high traffic due to its proximity to the main cemetery of Santa Cruz

NUMBER OF MICROS PASSING NODE

AMENITIES CLOSE TO NODE:

#78

#79

NODES

THIRD INTERNAL ANILLO AND AVENIDA PASOS AL FRENTE Located at the intersection between the third internal anillo and Avenida Pasos Al Frente. This node encounters particularly high traffic due to its proximity to the main bus train station, and the university Alegria

NUMBER OF MICROS PASSING NODE

AMENITIES CLOSE TO NODE:

#80

#81

NODES

FIRST ANILLO AND AVENIDA GRIGOTA Located at the intersection between the first anillo and Avenida Grigota. This node encounters particularly high traffic due to its proximity to one of the main markets in Santa Cruz, La Ramada.

NUMBER OF MICROS PASSING NODE

AMENITIES CLOSE TO NODE:

#82

#83

NODES

FIRST ANILLO AND AVENDIA MARIANO SAUCEDO Located at the intersection between the first anillo and Avenida Mariano Saucedo Sevilla. This node encounters particularly high traffic due to its proximity to the high commerce street of Mercado.

NUMBER OF MICROS PASSING NODE

AMENITIES CLOSE TO NODE:

#84

#85

NODES

SECOND ANILLO AND AVENIDA MONSENOR RIVERO Located at the intersection between the second anillo and Avenida Monsenor Rivero. This node encounters particularly high traffic due to its proximity to the University Nur and the main boulevard of Santa Cruz.

NUMBER OF MICROS PASSING NODE

AMENITIES CLOSE TO NODE:

#86

#87

3.4

#88

MOVEMENT WITHIN THE CITY MAIN MICRO LINES OF SANTA CRUZ

MICRO CASE STUDY

4 MAIN MICROS ROUTES IN SANTA CRUZ DE LA SIERRA This study looks at four of the most popular and used Micro routes within the city. The study aims to establish the reason behind why each route has been planned. A common theme runs between all of them as the routes are planned around predominately: markets, nodes and university. The current transport system in Santa Cruz is chaotic and lacks order. This case study looks to understand the reason behind this irrational planning and establish whether in-fact there is a degree of order to the chaos.

STATIONS, INSTEAD

ROUTES PLANNED AROUND EXISTING SERVICES: PREDOMINATELY UNIVERSITY, MARKETS AND NODAL COMMERCE.

MAIN MICRO LINES

THE FOUR LINES CHOSEN FOR THIS STUDY ARE SOME OF THE MOST USED ROUTES WITHIN THE CITY

NODAL INTERSECTIONS THE FOUR LINES SERVE DIFFERENT AREAS OF THE CITY. HOWEVER ALL COME INTO THE CONGESTED CENTRE.

#89

#90

The population explosion and rapid urban growth of specific districts of Santa Cruz has created an uneven development throughout the cityâ&#x20AC;&#x2122;s urban fabric. The individual public transport routes also grew at the same rates as itâ&#x20AC;&#x2122;s specific district creating excessive concentrations of Micro-lines in areas of high development and an insufficiency in districts of low development. In addition to the excessive concentrations of lines, sufficient supporting road quality have not been provided in rapidly growing districts, creating gaps in road infrastructure throughout the city. The road disorders are heightened and vehicular congestion consolidated as urban districts and population density continue to grow. The selection of 4 main micro-routes are taken and analysed to study the quality of the road infrastructure, services and urban fabric in relation to public transport. The selection is based on a geographical perspective, covering the overall territorial spectrum from North-South and East-West based on the concentric structure of the city but also based on the popularity of the micro-lines, selecting the most frequently used. LINEA 74 LINEA 27 LINEA 119 LINEA 86-54

#91

#86 LINEA 86 - 54 MICRO ROUTE CASE STUDY 1

#92

UNIVERSITIES

NODES

MARKETS

Route line 86-54 has a peripheral passage, moving from East to South. Starting in the Juancho-Paurito community, adjacent to the Plan 3000, the route ends at La Guardia, covering a distance of 32km with a travelling time of 1 hour 30 minuets. The journey has an meandering itinerary, crossing the Rotunda Markets in Plan 3000, as well as markets in Abasto, La Ramada, Los Pocitos, Pantanal and 16 de Julio. The spatial quality in which the route passes is characterised by large concentrations of pedestrians and vehicles due to the commercial activity nodes it takes. Congestion becomes an increasing problem along route 86-54 In market areas and points of intersections on the concentric rings. The final leg of the course begins on the second ring, taking Grigotรก Avenue towards the Colonia Pirai. This area is absent of paving and consists #93 of dirt roads. entirely

#27 LINEA 27 MICRO ROUTE CASE STUDY 2

#94

Route line 27 has a peripheral character similar to Route 86-54 and runs East to West. Starting in Centennial Avenue, the route ends in the populous area of Vigen de Lujan, behind the Industrial Park. At a distance of 20km the travel time is 1hour 10 minutes. During the route, the micros pass the Los Pozos markets and ultimately the market on 4 de Noviembre. The roads on Line 27 are paved however as the route ends at the height of the 10th ring, dirt roads are present. UNIVERSITIES

NODES

MARKETS

#95

#119 LINEA 119 MICRO ROUTE CASE STUDY 3

#96

Route line 119 begins at the Northern satellite town of Warnes and ends in the Abasto market town of Santa Cruz. The route covers a distance of 36km and takes 1 hour 15 minutes to complete. The line Runs primarily in North along Cristo Redentor Avenue and onto Grigotá Avenue from the first ring to reach Abasto. During the route, micros pass the markets “La ramada” and “El Abasto” as well as universities UCEBOL and UAGRM. This route has significant importance as it crosses crucial nodes at major intersections from the first to fifth ring. Due to the significance the route takes, it is one of the most saturated in vehicular traffic and micro-routes in the city of Santa Cruz. UNIVERSITIES

NODES

MARKETS

#97

#74 LINEA 74 MICRO ROUTE CASE STUDY 4

#98

Route line 74 takes a circular orbit around the third ring road of santa Cruz. The route starts at the National Transit Service and ends at the same point, after detouring to the firth ring along Viru Viru International Airport. The course covers only 26km and takes 1 hour 10 minutes. This line is one of the most used as it covers the third ring where the universities UDABOL, UAGRM and UTEPSA are located. The route also covers several markets on 4 de Noviembre, Spring and Abasto as well as hospitals. Throughout this route there are several nodes of concentrated vehicular and pedestrian traffic, particular where the main avenues intersect the third ring. Route line 74 is one of the highest valued micro lines to own, as it has the best transport infrastructure at the micro lineâ&#x20AC;&#x2122;s terminus, containing the micro union supplier, social and administrative headquarters. UNIVERSITIES

NODES

MARKETS

BUS/TRAIN STATION

#99

3.5 #100

MOVEMENT WITHIN BOLIVIA MODERN DAY MOVEMENT THROUGH BOLIVIA

SANTA CRUZ DE LA SIERRA SAMAIPATA LA GUARDIA SAN JAVIER CONCEPCION SAN IGNACIO DE VALASCO SAN MIGUEL SAN JOSE DE CHIQUITOS ROBORE

LA PAZ THE YUNGAS COPACABANA EL ALTO

COCHABAMBA POTOSI UYUNI

SUCRE #101

MODES OF TRANSPORT

THE CHIQUITOS THE ROUTE

MODE OF TRANSPORT

SANTA CRUZ DE LA SIERRA

SAN JAVIER CONCEPCION SAN IGNACIO DE VALASCO SAN MIGUEL SAN JOSE DE CHIQUITOS ROBORE SANTA ANA DE CHIQUITOS

SANTA CRUZ DE LA SIERRA

1120KM

#102

Number of break downs

#103

SAMAIPATA THE ROUTE

MODE OF TRANSPORT

SANTA CRUZ DE LA SIERRA

LA GUARDIA EL TORNO JOROCHITO SAMAIPATA LA GUARDIA

SANTA CRUZ DE LA SIERRA

220KM

#104

Number of break downs

DIRT ROADS MAKE LIFE HARD

#105

THE SOUTH SCURE//POTOSI // UYUANI

THE ROUTE

MODE OF TRANSPORT

SANTA CRUZ DE LA SIERRA

SUCRE POTOSI UYUANI SALAR DE UYUNI POTOSI SUCRE

SANTA CRUZ DE LA SIERRA

1120KM

#106

Number of break downs

#107

LAGO TITICACA LAGO TITICACA AND THE YUNGAS

THE ROUTE

LA PAZ

EL ALTO COCOCABANA ISLA DEL SOL COCOCABANA EL ALTO

LA PAZ

210KM

#108

MODE OF TRANSPORT

#109

THE YUNGAS THE ROUTE

LA PAZ

CHACALTAYA (4800M) COROICO CHACALTAYA (4800M)

LA PAZ

120KM

#110

MODE OF TRANSPORT

DIRT ROADS MAKE LIFE HARD

#111

#112

CASE STUDIES TRANSPORT SYSTEMS IN SOUTH AMERICA

#113

BOGOTA // COLOMBIA TRANSMILENIO

TransMilenio is the name of the BRT network in Bogota Columbia. Public transportation prior to the TransMilenio was made up many of independently operated and uncoordinated mini busses. Similar to the current situation in Santa Cruz. The system has 9 trunk lines and runs throughout the city. It opened to the public in December 2000 along Av. Caracas and Calle 80. The government created a company that was responsible for building and running the system. TransMilenio has gradually expanded over the years today the total length is 84km. The stations are elevated in the centre of the trunk lines, the bus and station doors open simultaneously as well, the elevated station platform and the bus floor are at the same height allowing for efficient access for the passengers. The passengers reach these station via pedestrian bridges The system also uses a pay at station system which allows users to collect tickets prior entering the bus. They can also use a smart card by passing through a turnstile. There are two types of buses that operate on the TransMilenio. The smaller bus has a capacity of 160 passengers whilst the larger bus can carry up to 270 passengers.

#114

http://www.transmilenio.gov.co/

139

STATIONS

TRUNK LINES

1.6m DAILY PASSENGERS

#115

LIMA // PERU THE METROPOLITANO

The Metropolitano de Lima is the name of the BRT network in Lima, PerĂş. Construction began in 2006 and started operations in May 2010. Overall, the system is divided into two corridors; The South Corridor - from Central Station to Matellini Station and The Northern Corridor - from Central Station to Naranjal Station. The Metropolitano BRT line is the first network of its kind implemented in Peru. The route services the city from the South and North and runs along a 30km highway that connects the north and south metropolitan areas to the city center. The network has 39 stations and 308buses, forming an infrastructural backbone to the city. A second network of smaller buses is linked to this main thoroughfare through a series of intersecting bus lines. In total there is a fleet of over 500 buses, all run on compressed natural gas and make over 700,000 journeys per day.

STATIONS

TRUNK LINES

200k DAILY PASSENGERS

#116

http://www.metropolitano.com.pe/ http://www.acs-inc.com/transportation/transportation/cs-lima-peru.aspx

#117

QUITO // ECUADOR THE TROLE

The TrolĂŠ is the name of the BRT network situated in Quito, Ecuador. The first phase of operation started in 1995 and by 2002 daily ridership was more than 220,000 passengers per day. The BRT network operates 24 hours a day and running 18.7km in length. The route follows the Ecuador highway 35 which runs through the centre of Quito. The system has 5 major trunk roads each with different stops and stations along each route, totalling to 50 stations. In 2014 there was a total of 113 articulated trolleybuses (hence the name Trole). These buses are electrically powered and serve the subsequent 5 main trunk routes and 95 feeder routes. In total the system has 55 station 5 of which are transfer stations. FARE COLLECTION: The system uses off bus fare collection, this allows passengers to buy tickets prior to boarding at the enclosed station. Access to the bus is via turnstiles after validating their ticket or monthly pass, or buying the ticket from a kiosk. This helps to minimise boarding and alighting times decreasing the time the bus stops at each station and reducing travel times for users.

#118

http://www.trolebus.gob.ec/

STATIONS

TRUNK LINES

246k DAILY PASSENGERS

#119

LA PAZ // BOLIVIA MI TELEFĂ&#x2030;RICO

Mi Teleferico opened in 2014, establishing itself as the worlds urban highest cable car. The cable car network was built for $234m and financed by the president Evo Morales. The system is currently made up of 3 lines, connecting the city of La Paz to El Alto. Each line contains cable cars with the capacity to carry 10 passengers at a time, across the city in only 10 minutes. The cable car system was built to reduce the increasing congestion problem in La Paz and also connect the lower-income population to the city centre. The cable car network is run purely on electricity, reducing car pollution on the city streets and improving La Pazâ&#x20AC;&#x2122;s air quality. The efficient and cost effective system is predicted to pay itself off in 25 years, as opposed to the previously predicted 40.

STATIONS

TRUNK LINES

18k

PASSENGERS/Hr CAPACITY

#120

www.miteleferico.bo/

#121

CURITIBA // BRAZIL REDE INTEGRADA DE TRANSPORTES The Rede Integrada de Transportes is a BRT system implemented in Curitiba, Brazil. The system began operation in 1974 and since then the system has become the city’s main form of public transport and is used by 85% of Curitiba’s population. In 1964, Architect Jaime Lerner proposed an affordable public transit system to reduce vehicular traffic in the downtown area, caused by the city’s growing population. The master plan consisted of pedestrianising main areas of the downtown area and implementing a Trinary Road System. The system consists of two one-way streets moving in opposite directions surrounding a smaller, two-lane street where express buses have their exclusive lane. There are five Trinary Road Systems that operate within the city, each acting as an “avenida” converging towards the city centrer. Land use policies were also implemented, zoning low density development away from the avendias. This zoning is designed to reduce traffic away from the trunk corridors. Today, the effective system allows transit between any point in the city by paying just one fare and the buses are run on alternative fuels, reducing the systems environmental impact and improving the city’s air quality.

#122

http://www.urbs.curitiba.pr.gov.br/transporte/rede-integrada-de-transporte

351

STATIONS

TRUNK LINES

2.4m DAILY PASSENGERS

#123

SANTIAGO // CHILE TRANSANTIAGO

The Transantiago is a BRT system which began its operation in Santiago, Chile in 2007. The system has over 300km of bus lines and was implemented to complement its existing metro network. Similar to Santa Cruz today, Santiagoâ&#x20AC;&#x2122;s public transport system was run by private cooperatives. In 2007, the Transantiago system implemented several trunk corridors whilst simultaneously removing the superimposed lines which was run by thousands of independent bus operators. The system is divided into Trunk Lines and Feeder Lines. Trunk lines complement the existing Metro System, designed to provide long trips between different zones of the city where as Feeder lines provide shorter journeys around the city and feed the metro. Although the system is similar to those implemented in Curitiba and BogotĂĄ, the Transantiago system developed problems due to the lack of phasing. The problems include poorly defined routes that do not represent local travel behaviours as well as inconsistent frequency of bus services. This has resulted in an increase in usage of the existing Metro System as the general public now prefer it to the new BRT System. Involvement from all stakeholders and personnel is imperative to achieve a smooth transition from one system to another.

#124

http://www.transantiago.cl/es/inicio.html

STATION TYPES

TRUNK LINES

1.6m DAILY PASSENGERS

#125

THE SOLUTION MANIFESTO FOR CHANGE

CULTURE

T UN

A N

IN G

CHANGE TO REDUCE THE NUMBER OF PRIVATE VEHICLES OFF THE ROAD BY CREATING A RADICALLY DIFFERENT TRANSPORTATION SYSTEM THROUGH AESTHETICALLY PLEASING ARCHITECTURE. BRANDING WILL EXERT A CHANGE IN MINDSET TOWARDS PUBLIC TRANSPORT. AT PRESENT, SANTA CRUZ’S PUBLIC TRANSPORT HAS BEEN HELD BACK THROUGH STIGMATISATION. FOR ALL LEVELS OF SOCIETY AND ALL MEMBERS OF THE POPULATION, REGARDLESS OF INCOME TO USE PUBLIC TRANSPORT, STIGMATISATION MUST BE ERADICATED.

CH OA S

THE

N I H T I

IMPROVE

THE URBAN DESIGN OF STREETS BY PROVIDING MORE DIVERSE AND ENGAGING STREETS FOR THE CRUCENO POPULATION. THE STREETS AT PRESENT ARE VEHICULAR DOMINATED, MAKING PUBLIC STREETS UNWALKABLE IN THE MAJORITY OF SANTA CRUZ’S DISTRICTS. BY IMPROVING THE STREETS WITHIN THE PROPOSED TRANSPORTATION NETWORK, THE QUALITY OF THE URBAN FABRIC WILL IMPROVE, CREATING A MORE WALK-ABLE CITY, REDUCING VEHICLES OFF THE ROAD AND GIVING PRIORITY BACK TO THE PEDESTRIAN

DENSIFY

CONNECT

UNTANGLE

AND SIMPLIFY THE EXISTING CHAOTIC TRANSPORTATION SYSTEM. EXCESS TRANSPORT ROUTES AND OVERSUPPLY OF MICRO NETWORKS IN ONLY CERTAIN AREAS OF THE CITY HAS CREATED AN UNBALANCED NETWORK. BY SPREADING THE NETWORK EVENLY ACROSS THE CITY WILL ENSURE A MORE COMPLETE, EFFICIENT AND INCLUSIVE TRANSPORTATION SYSTEM ITS PEOPLE FOR A SUSTAINABLE FUTURE.

DIVERSIFY

THE USE OF THE TRANSPORTATION NETWORK. STATIONS WHICH PROVIDE MIXED USE ACCOMMODATION REDUCES THE NEED TO TRAVEL FAR, FURTHER REDUCING THE NUMBERS OF VEHICLES ON THE ROAD. CLOSE REGULARITY OF MIXED USE ACCOMMODATION WILL ENSURE CONSTANT DIVERSITY ON THE STREET AT ALL TIMES, CREATING A STIMULATING URBAN FABRIC

VIA CAMBA

SANTA CRUZ DE LA SIERRA

CONNECTING THE CITY

ALL OF SANTA CRUZ’S BARRIOS INTO AN ALL ENCOMPASSING TRANSPORTATION SYSTEM. BY IMPLEMENTING AN EFFICIENT & ALL INCLUSIVE NETWORK WILL REDUCE THE NUMBER OF ISOLATED NEIGHBOURHOODS, ALLOWING ALL MEMBERS OF THE CRUCENO POPULATION TO BENEFIT FROM THE SERVICES OF THE CITY, CLOSING THE GAP BETWEEN THE RICH AND POOR.

TRANSPORT ORIENTATED DENSIFICATION

SANTA CRUZ’S BARRIOS THROUGH THE PROPOSED TRANSPORTATION NETWORK. IMPLEMENTING DENSIFICATION WITHIN EXISTING BARRIOS ENCOURAGES THE CITY TO GROW INWARDS AS OPPOSED TO OUT, REDUCING URBAN SPRAWL

UNTANGLE

STREAMLINING THE NETWORK

The objective is to simplify the existing chaotic transportation system. Excess transport routes and oversupply of micro networks in only certain areas of the city has created an unbalanced network. By spreading the network evenly across the city will ensure a more complete, efficient and inclusive transportation system. Currently there is no road hierarchy: taxis, micros and private cars complete for road space. The problem is exacerbated by the micros inefficient passenger collection method. The whole road network is effected by the constant - stop/start. Streamlining the road network and introducing specific micro lanes and stops could reduce the traffic entanglement. Not only will it free ups the road network but it will make roads safer for the pedestrian too.

#130

DIVERSIFY

THE REINTRODUCTION OF THE U.V IDEOLOGY

The new transportation network will reintroduce the ideology of the self sufficient U.V. The reintroduction of mixed use hubs across the city will provide local services and amenities, further reducing the need to travel far. These hubs which will contain commerce, social and economic services will create self sufficient neighbourhoods. The presence of hubs within every U.V will not only reduce the number of vehicles on the road, but also create diverse and active streets. Mixed use architecture will give people reason to use the streets at all times of the day, making the city more occupied, safer and walkable. This will be imperative if the pedestrian is to reclaim the streets of Santa Cruz.

#131

IMPROVE

PROVIDE DIVERSE AND ENGAGING STREETS.

The present state of streets in Santa Cruz is dehumanising and lacks in quality. This is because the streets of Santa Cruz has been designed around the private vehicle. The aim of a new transportation network is to not only connect the people to the city, but also improve the urban fabric of the city. The urban design of streets, introduction of pavements across the city and consideration of public space will give the streets back to the pedestrian and take priority away from the vehicle. Consideration and design of urban quality will encourage people to walk, reducing number of vehicles on the road and create active and lively streets.

#132

DENSIFY

DENSIFICATION WITHIN EXISTING BARRIOS

To reduce the increasing problem of urban sprawl in Santa Cruz, the city’s urban growth must be encouraged to grow inward as opposed to continually out. A new transportation network made up of central “hubs” in each barrio will encourage densification inwards and reduce the rate of urban sprawl. Hubs will include the basic but necessary infrastructure and services required for the creation of centres and communities within individual barrios. Slowing urban sprawl will reduce the increasing number of isolated neighbourhoods. The transport and infrastructure hubs will encourage the future growth of the urban fabric to be denser, higher and more city like, filling in the existing sparse urban landscape.

EXISTING

PROPOSED

#133

CONNECT

AN ALL INCLUSIVE TRANSPORTATION NETWORK To reduce wealth disparity, isolated neighbourhoods and population groups must be connected to all the “perks” and services a city provides. To achieve this, a new all inclusive transportation system will be implemented, bridging the gap between not only isolated neighbourhoods such as Plan 3000 and the city but the gap between the rich and poor. A well connected city does not discriminate between someone’s class, gender, income or race and allows the population as a whole access to the complete range of services the city has thus benefiting everyone.

#134

CULTURE

CHANGING THE MINDSET The stigmas and views which are in the mindset of the Cruceneo population must be addressed and changed if the city is to improve its urban fabric through transportation. Implementing architecture which is aesthetically pleasing, iconic and memorable but most importantly radically different from the existing system, will begin to change the mindset of the people.

ENRIQUE PENALOSA MAYOR OF BATOGA COLUMBIA

EXISTING

“A DEVELOPED COUNTRY IS NOT A PLACE WHERE THE POOR HAVE CARS. IT’S WHERE THE RICH USE PUBLIC TRANSPORTATION”

Solutions such as strong branding and architectural language will encourage all members of the population to use public transport therefore reducing the number of private vehicles on the road. The mixed use densification of the transportation hubs will also encourage people to eat close to their place of workw, as opposed to going home, reducing peak time hours and congestion.

PROPOSED

#135

THE PROBLEM IN THE MINDSET OF THE PEOPLE

ARCHITECTURAL IDENTITY ESTABLISHING IDENTITY WITHIN THE CITY To achieve architectural cohesion throughout the transportation network, hubs, stations the public space of the network must adhere to the same architectural language. Implementing a coherent architectural language of the stations will give the network identity and gives the population a new recognisable building type. Stations will draw on the existing brick architecture which is implemented throughout Santa Cruzâ&#x20AC;&#x2122;s public buildings.

#136

#138

DESIGN STUDIES PRELIMINARY RESEARCH FORMED DESIGN

#139

TYPE 1A - STATION

#140

Two lanes of traffic

Tram line resting above storm drain

Micro Bus Lane Priority traffic lane

Two lanes of traffic

#141

TYPE 1B - STATION

#142

Two lanes of traffic

Tram line resting above storm drain

Micro Bus Lane Priority traffic lane

Two lanes of traffic

#143

TYPE 1C - STATION

#144

Two lanes of traffic

Tram line resting above storm drain

Micro Bus Lane Priority traffic lane

Two lanes of traffic

#145

TYPE 1A - STATION Two lanes of traffic

#146

Micro Bus Lane

Tram line resting above storm drain

Two lanes of traffic

TYPE 1C - STATION Two lanes of traffic

Micro Bus Lane

Brick brought down onto road surface creating a safe pedestrian crossing and gives road users clear view of slow zone.

#147

Tram line resting above storm drain

Two lanes of traffic