By: Etienne von Bertrab
Introduction
The transition to urban development sust engage-from its current unsustainable patterns and shapes, requires not only changes in urban form, in transportation systems and water, on technologies for the generation and use of energy and waste management. It also implies a reform of the value systems and the underlying processes of planning and urban governance to reflect an age nda sustainability. [1]
While urban development should go for a compact city that efficiently use space and natural resources, for mixed uses to generate a vibrant and competitive economy and public spaces ca ity, in terms of urban mobility [2] the main challenge in the world's cities is to reduce the dep rends in the private car (or the restoration of lost balance with respect to other forms of mobility). The model based on the American Dream - Which gave a central place in the car, is shown as an obsolete model even in American cities that drove it. However, in our cities' economic interests at stake, cultural issues and, above all, our limited democracy, present significant barriers required for transition to a more sustainable city.
Within this broad framework will consider the case of urban freeways that intends to carry out the Ministry of Roads and Transportation of the State of Jalisco (SVT
Urban Mobility - What's at stake?
world's population is increasingly urban and the cities of developing countries which are experiencing rapid urbanization. Meet the mobility needs of this growing number of urban citizens is not a minor issue. However, not reverse the unsustainable patterns followed in most of these cities have all sorts of implications for both locally and regionally and globally.
The broad picture
Worldwide, the transportation sector is one of the p rincipal sources of emissions of greenhouse gases (GHG) emissions that cause climate change cam. The sector is also booming (emissions increased 36% between 1990 and 2000). Only land-transport is highly dependent on fossil-fuel combustion generates 9.9% of total GHG emissions. [3] The 'contribution' in Mexico is significant, contributing to 3% of global GHG emissions, becoming the ninth country in more emissions.
On the other hand more and more specialists and international organizations indicate that oil production is declining or about to begin its descent (the question is not going to happen but when and how we are going to face). But it seems we prefer to ignore the problem while global demand continues to grow. The truth is that we based our model of development in a non-renewable resource, it is finished, and this creates uncertainty is understandably overwhelming. As George Monbiot says, we are a civilization in denial. "... No no s like talking about it because we can imagine it." [4] This denial seems acute in companies from countries with significant oil production [5] , in contrast with reality: taking our country as an example, be more than half a century a major exporter of oil in just one decade we can become a net importer of the resource.
Furthermore seems to exist in the collective psyche too much reliance on technology: the gains made in the efficiency of internal combustion engines have been virtually lost with the growing trend of vehicles t period -field. On the other hand there is the hope that some represent biocombustiles. In the international sphere, however, its widespread deployment is increasingly questioned. This negative impact on their production can have on the production food, for the expected increase in deforestation and exert pressure on scarce resources like water and soil. Other scenarios that provide a complete technological substitution also have serious implications. What will it mean to have replace-and-about 850 million cars? (And the number is expected to double by the year 2030). [6] Specialists around the world increasingly agree that irrespective of the fuel-used-too many cars in a city will remain a problem. [7]
Thus, both the inevitable end of the Er Oil to the threat of global warming indicate that the only rational response 'is on the other side' and involves an immense task : redesigning our cities and the way we produce and consume [8] (something like transform the way we live).
Our urban environment
"Increasingly, cities, and especially southern cities, where people is prohibited "" with impunity, cars usurp human space, poisoning the air and often kill the intruders who invade their territory conquered. What distinguishes the violence that kills the engine, the killing by knife or bullet? " [9]
As Galeano complaint are serious implications of the engine in our cities. Starting life itself, the Nations Organization (UN) warning that the average traffic accidents worldwide kill about 1.2 million people each year and injure millions more. The leading cause of death for girls between 10 and 24 years with a devastating impact on their families and communities. In addition mean a huge burden on health systems and economies themselves (costing on average more than 1% of GDP in middle income countries and low). [10] In the state of Jalisco, according to the State Council for the Prevention of Accidents, road accidents are one of the five leading causes of mortality. As we could imagine, given the lack of infrastructure and respect "are the pedestrians who suffer the greatest burden: two thirds of the anointing def caused by motor vehicle due to atropellamien cough. [11] Among other factors, vehicular acceleration in urban areas plays an important role.
Photo: Giorgio Viera
are also implications for our environment. The air quality suffers a continuous deterioration in the ZMG. In the past five years the average level of air pollution has remained above 100 points IMECA (Metropolitan Index of Air Quality)-level considered unsatisfactory, and mobile sources (vehicles with internal combustion engine) are the main threat: it is estimated that an inhabitant of the SMG breathes approximately a daily ration of 327 grams of toxic gases caused by the vehicular fleet of the GMA. [12] (This has grown in recent years die z twice the rate of population growth. Now stands at one and half million cars by producing more and more congestion, which limit the movement of public transport, cyclists and pedestrians. In contrast, 5,000 units of public transport to move even the majority of the population.) [13] The various affectations caused by air pollution (to the respiratory and cardiovascular, and even cancer) represent major health problems published in the GMA. It also adds noise caused by the massive engine: in the city reduced levels of noise pollution over what is considered permissible (60 decibels) and detected points average levels above 90 decibels, a level considered a threat to health. [14]
In sum, the current urban mobility in the GMA, with poor public transport system, highly dependent on private cars and roads for pedestrians and aggressive cyclists not only deteriorates productivity but the quality of life of citizens living there.
The 'project' of viaduct López Mateos
Showing an inability to understand the cause-effect relationships in the imbalance of urban mobility in the GMA, the state authorities decided to implement (in full Day Auto World No in September 2007), a makeshift to urban motorway along Avenida Lopez Mateos, an important road that crosses much important in the city from northeast to southwest, which in turn further expansion occurs urban.
Photo: Giorgio Viera
Emphasizing that this was a strategy to address the problems of congestion during the weekend (later shown that the objective was a permanent transformation ), the SVT
Photo: Giorgio Viera
While the Jalisco state government moved the machinery of government to sell the benefits of the project, omitting or concealing any impact roughly negative- organizations worked with civil society specialists and showed that the project lacked social support and technical basis, and also did not viability in the long term: the international experience notes that urban expressways are 'attractors' of cars and encourage further use of private vehicles.
"Trying to fix the problem of congestion with more road infrastructure is like trying to fix the problem of obesity by loosening the belt"
Foundation for the Country We Want, Colombia
The following table provides a synthesis of review and discussion promoted by civil society: [15 ]
conclusions Forum Streamlining Analysis Exercise Vehicle on Avenida Lopez Mateos (December 2007):
- no action serious technical studies and citizenship imposed without proper consultation with affected citizens;
- there is no transparency of information about the operation and implementation process;
- the operation violates fundamental human rights of free transit and discriminates against vulnerable people
- the 'speeding vehicle' comes at the expense of the deterioration in productivity and quality of life of people in dozens of colonies, as well as public transport users, pedestrians and cyclists;
- Amendment Avenue fragmented urban social fabric over a wide area residential and commercial
Despite the competence shown by civil society, the State Government dismissed the importance of having an open dialogue with citizens and experts. The organizations used all the tools available to the public without receiving a revision of the initiative and joint evaluation of alternatives. [16] The Secretary of Transportation, José Manuel Verdin Diaz, announced in recent months the implementation of 'viaduct' like to address traffic congestion in other areas of the city. In contrast, what we did it is the activation of a part of citizenship in a fundamental question: the right of everyone to the city and the need for a comprehensive planning in urban mobility. This is possibly part of a city vision that articulates the issue of mobility in urban development and the wishes and aspirations of inhabitants of the city. A vision that civil society organizations seeking to build-even bows almost impossible considering the dismissive attitude that shows the current state administration to citizenship. [17]
Best Practices. What can we learn?
Encouraged by different objectives, improve air quality, increase productivity of society, promote social cohesion, attract tourism, more efficient energy use or contribute to climate-change mitigation societies around the world have transformed their urban environments. While there are numerous cases in European cities, a growing number of success stories emerging in North America, Australia, and in some countries of South America and Asia. Each case is different but there is at least one common denominator: they have sought ways to restore the city to its inhabitants, to dignify human life and encourage social cohesion, giving priority to the most vulnerable in public (pedestrians and cyclists), reversing efficient systems of mass transit and giving it priority in public, over the private car. The congestion charge in London whereby motorists pay about 8 pounds (equivalent to more than $ 160 pesos) per day that come with their cars to the central area, aims to explain the problem: the individual decision to use the car for transport has negative impacts on the environment and affect other citizens. The central idea of \u200b\u200bthe mechanism is to discourage private car use and the generation of resources for investment in public transport and infrastructure programs and non-motorized mobility. In this sense, a growing number of cities are developing programs of integrated public cycling networks of cycle routes, with a very favorable (In Barcelona Bicing program has achieved a 36% increase in annual use of the bicycle). There are multiple ways to achieve change, but as noted by the former mayor of Bogotá Enrique Peñalosa, the key is making a decision policy: favor the interest thereon. [18]
The need to build a broader public agenda: the advance of democracy
Organizations that promote sustainable mobility in the city continue articulating developing ideas and proposals. But faced with the same barriers they encounter with other organizations and movements in our state: an institutional arrangement that is against the city and for the authority and interest that politicians and officials want to recognize and incorporate into their action government. We live, therefore, a simulation of democracy.
organizations and movements with particular agendas and struggles (such as urban mobility, the right to a healthy environment, defense of a secular state, the rule of law, among others) must recognize the virtue of work on a common agenda: leveling the playing field [19] of citizen participation in public life . only through democratic advances can make significant strides in addressing urban and regional problems, and to that extent also contrubuir global challenges.
Final thoughts
regard to urban mobility in the GMA have to stop making contributions to worst practices and incorporate the main lessons learned around the world. The lack of a comprehensive mobility plan generates isolated action and in some cases contradictory. Thus, while the implementation of Macrobus -Bus Rapid Transit system [20] (
Top scenarios for the city of Guadalajara, Jalisco and yet they are seen as far as to advance our democracy. That is why citizens and civil society organizations have the dual task of working on their own agendas while contributing to the transformation of public life.
[1] Kenworthy, Jeffrey R (2006), "The Eco-City: ten key transport and planning dimensions for Sustainable city development ", Environment and Urbanization Vol. 18, No. 1, pages 67-85.
[2] urban mobility concept is relatively new. Beyond the issues of transport and roads, is conceived as a system that must reconcile two subsystems: the motorized and nonmotorized, and should be aimed at improving the quality of life of urban citizens.
[3] World Resources Institute, Dow, Kirstin and Thomas E Downing (2006), The Atlas of Climate Change, Earthscan, London.
[4] The Bottom of the Barrel in www.monbiot.com
[5] Interestingly, the Organization of Petroleum Exporting Countries (OPEC) are excluded from the vocabulary the increasingly accepted concept of peak oil , respect to peak achievable oil production worldwide, from which the decline begins.
[6] Newman, Peter and Jeff Kenworthy (2007), "Greening Urban Transportation" in State of the World 2007, Worldwatch Institute,
[7] Newman, op cit.
[8] Monbiot, op cit.
[9] Galeano, Eduardo (1998), Patas Arriba. School world upside down, Siglo XXI Editores, Mexico City.
[10] A Road Safety Collaboration, available at www.who.int / roadsafety / en / index.html
[11] CEIT / ITESO (2002), Mobility. A strategic vision for the Metropolitan Zone of Guadalajara , CEIT / ITESO, Zapopan / Tlaquepaque.
[12] Jalisco Ecological Collective (CEJ) (2007), Actions to Promote Sustainable Mobility in the Metropolitan Zone of Guadalajara available in www.cej.org.mx
[13] was believed that public transport in the GMA moves to 70% population. But the latest study origin-destination (the results are still forthcoming), suggests that its contribution is declining, which in turn explains the growth in the vehicle fleet (in the absence of an efficient public transport system, safe and accessible, the private automobile is presented as' the only alternative "to the citizens it can afford, and an aspiration for the vast majority of the population).
[14] CEJ, Op.
[15] Organized by the Ecologist Collective Jalisco, City for All and Get through your city, with the participation of recognized experts in various areas, and authorities.
[16] citizen work included efforts in the State Human Rights Commission, the Office of Urban Development and with legislators in the State Parliament. Other institutions such as the Economic and Social Council for Competitiveness and Development of the State of Jalisco (CESJAL) also expressed concern about the initiative, and were also ignored.
[17] With public intervention in the April 22 state governor Emilio Gonzalez Marquez rose to fame by insulting his critics and openly stating his government's authoritarian trait. Given the lack of coordination between local state government plays a major role on what happens in the GMA.
[18] Lecture by Enrique Penalosa in the I Colloquium University "Mobile City and Quality of Life", April 22, 2008 in Guadalajara.
[19] concept borrowed from the city Carlos Paez Agraz.
[20] is a system based on high-capacity buses that circulate through lanes and modern systems and security prepaid . The BRT
0 comments:
Post a Comment