BRT: Just a technology? Reflections from a global flaneuse at Thredbo 12

Lake SagarisMSc. and (c) PhD Urban Planning & Community Development,

Ciudad Viva, Santiago, Chilelake@sagaris.cl

BRT Centre for Excellence, Durban, 16 September 2011

BRT: Just a technology? Reflections from a global flaneuse at Thredbo 12

Lake SagarisMSc. and (c) PhD Urban Planning & Community Development,

Ciudad Viva, Santiago, Chilelake@sagaris.cl

BRT Centre for Excellence, Durban, 17 September 2011

Flaneur/Flaneuse...

• French for "(gentleman) stroller", "saunterer", "loafer"... For Charles Baudelaire a person who walks the city in order to experience it ...someone at once a part of and apart from, the city. For Walter Benjamin an analytical tool and a lifestyle...

• Combines sociological, anthropological, literary and historical notions of the relationship between the individual and the greater populace.

• “Gentleman” subverted here, of course, by the feminist and the creative, working, class...

Definition based on Wikipedia

So this flaneuse has been noting...

Gaps between cycling, ecocity, health and sustainable transport spaces for change (based on the following meetings):

• VeloCity, Belgium 2009, Copenhagen 2010, Seville 2011, Vancouver 2012

• Panamerican Health Organization/WHO, August 2011• Synergos Senior Civil Society Fellowship network, New

York (2011, 2009), Windhoek (2010), Brazil (2008)• EcoCities Summit, Montreal 2011• Thredbo 12

This stroll began as a march…

Ciudad Viva (Living City) was born in the fight of 25 community organizations against a major urban highway concession, Chile’s first, the Costanera Norte (1996-2000). We saved our neighbourhoods from destruction and voted to continue with new proposals.

And became citizen-led planning...

Citizens and government celebrating pro-cycling roundtable, Santiago 2007-2010.

A hundred years ago, urban transport was based on walking, cycling, the horse and buggy, some trams and trains. Do we really think that a hundred years from now our cities and transport will look the same as they do today?

• Global change: climate change, loss of biodiversity, the end of growth...

• The inactivity/obesity epidemic

• Inequality

• Peak oil

• A democratizing world

Exponential change is upon us...

Beyond transport...

Let’s take a closer look at the questions that

BRT can answer.

What do we do about... Who’s asking?

Congestion City and regional governments, citizens

Air pollution Governments at all levels, especially regional (metropolitan), CSOs, health actors

Obesity/sedentarism Governments, WHO

Non-communicable diseases Governments, WHO

Social determinants of health

Governments, WHO (urban, transport and education systems highly relevant)

Convenient access to the city’s benefits (jobs, culture, education, etc.)

Users

Improvement to public spaces

Cities, neighbourhoods, people, especially children (nowhere to play), public health especially US)

Social justice -- human, social, economic, environmental rights

Women, disabled, elderly, children, full inclusion -- international agencies, policymakers, citizens.

Global warming/climate change

International agencies, lead cities, environmental and other citizens’ groups

Peak oil Public policy makers, leading edge academics and thinkers (business, media)

Loss of biodiversity International agencies, environmental groups, biologists and other related researchers

Water quality International agencies, policy makers, lead cities, environmental and other citizens’ groups

Inclusion/exclusion, particularly work

International agencies, policy makers, individuals, families and neighbourhoods

Quality of life: new ways (systems) of living for the 21st century.Quality of life: new ways (systems) of living for the 21st century.

Going from this...

to some version of this...

Why not HEALTHY transport?• Bans on all pro-car advertising

• Health warnings on cars: “Driving causes cancer, obesity, heart attacks, diabetes 2 and other disabling and fatal conditions.”

• Ban on cars in “sensitive” areas:

–congested, polluted–vulnerable population (residential, commercial)

–needy population, especially children, desperate for places to play and move,

– low-income and high-density living spaces...

• Healthy transport-only roads and districts: Imagine the savings in infrastructure if BRT has its own roads!

Not as crazy as you might think

• After all, as Peñalosa reminds us, we’re building our cities for a hundred years

• And by the way, some major cities have already started, and

• they are succeeding with cigarettes...

EcoCities Montreal 2011• Brought together Jan Gehl (Denmark, public spaces) and

Janice Perlman (Rio de Janeiro, Megacities project, putting the developing countries on top of the world)...

• From Paris and New York, Changwon and Munster, Montreal and Malmo, Berlin, Shanghai and points east, citywide plans for community gardens, for more energy efficient, greener public and private spaces, including Kenworthy on rail-based public transit. But no awareness of BRT and little concern for bus-based public transport.

WHO - Public health:

new priorities everywhere

• Social determinants of health• Obesity epidemic, under- and over-nutrition• Mainstreaming health into every policy area

World Health Organization, health NGOs and health authorities, eg. Kenya, Chile, India, US, Canada.

Social determinants of health

• Michael Sutton, Fair Society: Healthy Lives, PAHO meeting, Costa Rica, August 2011. Background studies and documents backing major policy shift in the WHO, for approval October 2011.

Obesity epidemic, under- and over-nutrition

• The main challenge in public health for the 21st century, in both developed and developing countries

• Associated with high-calorie, low-nutrient foods

• And car-based urban (not only transport) systems.

eg. The Active Living Center, US, financing civil society and research, publishing urban design and other manuals to fight the obesity epidemic.

Active LivingResource Center

Overweight & obese adults

Healthy adults 62 %

38%

Active LivingResource Center

Obesity rates in the United States in 1989Less than 10% Obese

10-14% Obese

15-20% Obese

More than 20% Obese

No data

Active LivingResource Center

Obesity rates in the United States in 1993Less than 10% Obese

10-14% Obese

15-20% Obese

More than 20% Obese

No data

Active LivingResource Center

Obesity rates in the United States in 1997Less than 10% Obese

10-14% Obese

15-20% Obese

More than 20% Obese

Active LivingResource Center

Obesity rates in the United States in 2000Less than 10% Obese

10-14% Obese

15-20% Obese

More than 20% Obese

Active LivingResource Center

Obesity rates in the United States in 2001Less than 10% Obese

10-14% Obese

15-20% Obese

More than 20% Obese

More than 25% Obese

Incide en la salud

Sedentarismo

0

12.5

25.0

37.5

50.0

Porcentaje

43

3338

1925

22

0.2 2.3 1.3

HOMBRES MUJERES TOTAL

Sobrepeso Obesidad Ob. MórbidaOb. Mórbida

Sobrepeso, Obesidad y Obesidad Mórbida

Sobrepeso 43% > en Hombres

Obesidad 25% > en Mujeres

Ob.Mórbida 2.3% > en Mujeres Fuente : Encuesta Nacional de Salud 2003

Nacional: 89.4%

Hombres: 87.9%

Mujeres: 90.8%

New systems for living require:

• A new equation:

Citizens x (widespread understanding + articulate demand) = political will to change.

Academic knowledge: bridging

across silos

Experiential knowledge: Recognition of the value

added

Participatory institutions for bridging cooperation: transport equivalent of

Chambers of Commerce.

Innovation comes from outside

existing systemsCitizens’ role crucial because:- Innovation, far from high-risk, is essential to survival, especially in developing countries.-Outsiders, with lived knowledge of the issues, -“the excluded”, bring new energy, new approaches (“necessity is the mother of invention”)-Uniquely detailed contextual knowledge of the urban spaces being designed or intervened.-In our rapidly democraticizing societies, high impact on politicians and policies.

Citizens and civil society:Individuals ok but organizations better

Organizations accumulate: • Supporters - quality, quantity, networks • Relationships • Knowledge • Resources • Credibility and representativity • Capacity.And they last longer (relay race vs. 100-m dash)

Convinced citizens and their

organizations also provide• Continuity beyond one government or another• Independent monitoring and evaluation that other people value, credibility• Instant data, which can replace, supplement or complement expensive studies• Optimal conditions for successful pilot projects• Horizontal relations rather than authoritarian spaces, more conducive to deliberation and above all individual and social transformation.

Implications for transport planning teams: think beyond...

• One-way communications, campaigns or information, “training” users,

• social or other kinds of marketing• specific tools.

This is about a profound change, whether you call it a paradigm shift (Kuhn), or Pachakuti (original peoples of the Andes).

Keep in mind

• Traditional planning tends to be more social than urban. It doesn’t perform well in cities.

• Cities embody: spatial-social-ecological dimensions. We think nationally or globally, we live in a neighbourhood.

• Human settlements have their own set of issues, dynamics, histories, experiments, lessons and methods... ie knowledge discipline and professional practice.

Why call a veterinarian when you need a doctor?

• The knowledge essential to urban planning is not covered by architecture, engineering, economics, sociology, psychology, geography, anthropology, although each holds fragments.

• We need experts in cities, land use and not just density, different kinds and constructs of space and scale, communities, democratic governance and people.

• This requires better graduate and post-graduate education and knowledge-creation specific to the urban, community, and neighbourhood skills required. Participation, BRT and cycling-inclusive planning are seldom taught!

So, from a citizens’ space how we

see this coming together...

Pro-Walking & Pro-Cycling Events increasingly common

Cycling even has its own increasingly global conference (VeloGlobal, Copenhagen June 2010). Originally held in Europe

once every two years, it is now annual with cities in Spain, Canada and elsewhere vying to host the next event.

Missing to date:Citizens’ movements and advocacy in favour of all sustainable transport, including public transport and BRT.We won’t get more sustainable cities

without them...

The (fatal) attractions of automobility...

100 years, billions of dollars in advertising…Main product (after mortgages) in the

financial industry.For users, cars (like cigarettes) promise

“freedom”: door-to-door service, user-defined timing, ability to carry cargo (especially

children and groceries)

How can we curb the car?

How about happy transit systems?• Take short trips OFF buses and metros and improve

comfort and everyone’s perceptions

• Limit space on roads, discourage car use for short journeys, give whole roads to buses and active transport

• Improve the quality and expand the catchment area: walking access trip covers 1 km in 15 minutes, whereas a cycling or cycling-rickshaw-taxi can increase that to 5 km

with the added comfort of carrying a load. This can improve service and reduce costs (stations more spaced out)

• Make quality of walking and cycling infrastructure around transit nodes an integral part of projects

• Add green: to corridors, bus-ways, access ways, roofs of stops and service buildings.

• Think about water -- capturing it, using it better, keeping it clean

Happy Transport Systems: Fitting together the pieces

Walking and cycling: short distances from 0-7 km,

including transport ingress and egress trips

Public transport: good for medium to long distances

particularly in densely populated areas or

concentrated destinations

Car: Long distances, low density

Based on a concept by Tom Godefrooij, I-CE.

Modal share local trips in Selected Cities (%)Modal share local trips in Selected Cities (%)Modal share local trips in Selected Cities (%)Modal share local trips in Selected Cities (%)Modal share local trips in Selected Cities (%)

CitySustainable Transport

(PT + W + C)Pub. Tr.

(PT)Walking

(W)Cycling

(C)Car/ mot,

cycle

Hong Kong 84 46 38 0 16Santiago 73 33 37 3 27Amsterdam 67 15 26 26 34Sao Paulo 66 29 37 0 34New York 62 54 8 0.4 32Berlin 61 25 26 10 39Delhi 57 42 n.d. 15 29Copenhagen 51 12 19 20 49London 50 19 30 1 50Toronto 44 35 99 55Stuttgart 40 15 21 4 59Chicago 12 6 5 1 88

A Powerful Alliance is possible

…and necessary

For cities, “growing” bicycles is becoming as important as growing trees…

http://www.thepolisblog.org/2010/03/bicycle-stations-new-architectural.html

Cycle Parking Stations: Toronto, Tokyo, Muenster, Santiago, (find out more at http://www.thepolisblog.org/2010/03/bicycle-stations-new-architectural.html)

Examples of Integration

Bikes on Buses: In US and Canada rose from 27% (2000) to 71% (2008, APTA)

Examples of Integration

Bikes on Trains: Most common in European cities, becoming more typical on systems in off-peak hours in North America and elsewhere.

Metro-North (New York), streetsblog.org

Amsterdam

Houten (NL)

Germany

Examples of

Rickshaws and Cycle Taxis: But usually not integrated and respected part of urban transport!!!

From Delhi, Copenhagen, Germany, and Houten (The Netherlands)

Examples of Integration

Related issues: •Shared bike/bus lanes, •Packages of measures complement and enhance impact significantly•Education and promotion always necessary, usually through civil society organization partnerships

Examples of Integration

Public Bicycles: They existed for 30 years, but they took off with Paris Velib (2007) when they were integrated into bus and subway stations.

Examples of Integration

Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Score card: Cycle-Public Transport Integration, developed by Living City (Santiago, Chile)Stgo Toronto Portland San Fran. Vanc. Chicago Amsterdam

1. Cycle parking at rail stations and bus stops, with different degrees of shelter and security.

1 3 3 4 4 4 5

2. Multi-functional bike stations providing not only parking but also a range of services such as bike rentals, repairs, parts and accessories, bike washing, showers and lockers, and touring advice.

0 1 1 4 3 5

3. Bike racks on buses, usually exterior, but occasionally interior storage.

0 4 5 5 5 5 0

4. Bikes on board vehicles, usually rail, sometimes with special racks, hooks or bike cars.

0 3 5 3 3 4 5

5. Bike paths, lanes and on-street routes connecting to public transport stations and stops.

2 2 5 3 4 3 5

6. Cycle taxis offering access and egress facilities. 1 0 2 0 0 0 0

7. Cycle facilities in stations/stops, especially elevators, stair easement ramps, etc.

2 0 n.d. 2 4 3 4

8. Educational or other facilities encouraging cycle use. 2 3 2 4 4 4 3

9. Other policies that encourage a cycle-friendly culture (e.g. A single agency coordinating public transport and cycling)

2 3 4 4 5 3 5

10. GENERAL QUALITY 10 19 27 29 29 29 32

Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.Scoring: 0: no provisions; 1-2: minimum facilities; 3: facilities of a reasonable level of quality in about half the public transport system; 4: reasonable quality facilities in most of the system; 5: a broad range of high quality, well-integrated facilities throughout the system.

Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.Source: own elaboration, with inputs from Pucher and Buehler (2009), Integrating Bicycling and Public Transport in North America, Journal of Public Transportation, Vol. 12, No. 3; Pardo et al. (2009), Handbook for Cycling-Inclusive Policies.

Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).Figure 3: Living City, a multi-modal citizens’ organization in Santiago Chile, developed this score group to facilitate citizens’ and other interested groups evaluating the level of integration of cycling facilities with public transport. The score card is currently being tested on other cities in Latin America, through the Red Activa of Sustranlac (www.sustranlac.org).

Arguments for reduced car use•Increasingly cars are used for short trips

(under 5 km) – from 41% (Santiago) to as much as 75% (New York-Manhattan).

•Drivers at high risk for heart attacks, road rage and other physical and mental health problems

•Children spend long hours being shunted from one place to another by car, limiting their physical, mental and social development

Foto José Ignacio Molina

Social Justice and Inclusion

Arguments for “road diets¨

Arguments to foster cycle use

•Public transit as “back-up” for bad weather, ill health, cycle breakdown, getting over physical barriers (hills, highways).

•Saves money – makes car ownership unnecessary and can save on feeder services and station costs

•Multiple health benefits from both cycling and public transit use.

Arguments for Women

•Trip-chaining makes public transit expensive•Multiple roles, particularly shopping and

children, make public transit very uncomfortable for tasks involving cargo

•Double duties leave little time for health-related activities.

Arguments to “save”or build Sustainable Transport Modal Share

•Need to think about what happens as more and more users have a choice – and quickly abandon public transport.

•Unattractive conditions for cyclists and walkers also impact on transit use.

•The more pedestrians and cyclists, the safer the roads are for everyone.

Barriers to working together•Fragmented governance: often each transport

mode planned and developed in isolation from others.

•Some hostility between existing movements and public transit – cycling versus buses.

•Lack of vision, lack of integrated teams capable of bringing in more actors, especially community and other civil society groups.

It can be done! Montreal…

Solid, low-cost, easy-to-find/use network

• Bixi everywhere, especially subway stations and key bus nodes. montreal.bixi.com. Cdn$12/3 días.

Vías segregadas en puentes

Arborización y sombraGran variedad de vehículos

para adultos y niños

Seamless systems need both buses and bikes…

When will we see these kinds of movements

advocating for public transport too?

When we work together!

http://www.ridetarc.org/rider-information/bikes-on-board.asp

•Walking, cycling, public transit are complementary modes.

•Better conditions for all three offer potential for strong, complementary effects – and better reviews from the public.

•Campaigning and design information from walking- and cycling-inclusive planners can significantly improve public transit’s image and facilities.

• BRT could be the star and leader of these efforts.

We live the city of our dreams, from the first moment we dare to dream and build it, together.

After all these global strolls, home...Barrio Bellavista, La Chimba, Santiago, Chile.