Resilience Through Urban Planning & Governance- Prof. Julio Davila

MSc Integrated Urbanism & Sustainable Design (IUSD)

Session #3

Resilience Through Urban Planning & Governance • Chair: Muhammad Kadhim • Speakers: Julio D Dávila, Andreas Quednau, Rudolf Schäfer How can urban planners and designers respond to challenges of urban degradation? What is the relationship between planners and decision makers in approaches to increase urban resilience?

What role could new governance arrangements play in attempts to improve urban resilience in the context of poverty and widespread urban environmental degradation?

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#4 Resilience Through Architecture & Building Technologies

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Lecture #1

Medellin’s Social Urbanism: Governance, mobility and poverty Speaker: Julio D Dåvila Development Planning Unit The Bartlett UCL

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#3-1 Medellin’s Social Urbanism: Governance, mobility and poverty

Medellin‟s Social Urbanism Governance, mobility and poverty 1.

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Background and relevance to MENA Mobility and social exclusion Medellín: Social crisis, economic boom Local government and „social urbanism‟ Metrocables: Quick-fix toys?

The search for „normality‟ Symbolism or transformation?

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Medellinâ€&#x;s aerial cable-cars (Metrocables)

Line J (2008)

Line K (2004) Federal Ministry of Education

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#3-1 Medellin’s Social Urbanism: Governance, mobility and poverty

Aerial cars: a new urban fad?

Constantine, Algeria: Télécabine (2008) Source: Darine (Wikipedia)

London: Emirates Air Line (2012)

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#3-1 Medellin’s Social Urbanism: Governance, mobility and poverty

2. Mobility and social exclusion • • • •

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Mobility as a necessary condition of contemporary urban life Increasingly flexible forms of work and production, and growing individuality of daily routines and social relations (Im)mobility and class - the wealthy can enjoy the luxury of immobility; the very poor are anchored to one place Limited mobility: Constrains participation in urban life Turns geographical marginalisation into deeper social exclusion

Bauman, 2000; Ohnmacht et al., 2009; Ureta, 2008; Zibechi, 2008; Kaufmann et al. 2004

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#3-1 Medellin’s Social Urbanism: Governance, mobility and poverty

3. Medellín: Social crisis, economic boom

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City economy grew rapidly in 1950s-1970s on the basis of manufacturing (textiles, garments), property speculation and financial services; high labour informality (55% in 2005) Society marked by rapid in-migration & forced displacement, poverty, and deep socio-economic inequality (Gini=0.52) 1980s: appearance of drug cartels – highest murder rate in the world Rise in local gang culture (linked to drug business, urban guerrillas, paramilitary groups) 1990s: Poorest districts no-go areas for Police Informal settlements in unstable locations: up to mid-2000s official discourse aimed at discouraging consolidation

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• • • •

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4. The local government in Medellín Long history of local corruption & clientelism Medellin municipality: largest and richest of nine municipalities in metropolitan area Municipal mayors elected by popular vote since 1988 Powerful publicly-owned institutions, not privatised, highly appreciated by citizens:

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#3-1 Medellin’s Social Urbanism: Governance, mobility and poverty

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Empresas Públicas de Medellín (utility company with assets worth US$10 billion): surplus of US$877 million transferred to municipality in 2010-11 Metro Company

Medellín municipality: progressive or „new corporatism‟ serving local interests?

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Medellin‟s „social urbanism‟

• •

„Social urbanism‟: Term used by Karl Brunner (1887-1960) to signal a rejection of utopian planning and call for a practice that recognises what is already there.* As used in Medellin since 2004:

 No clear definition  Used as a „catch-all‟ expression to

cover public investments mainly in lowincome areas by Medellin municipality

 A marketing exercise?

*Brunner (Chief planner of Santiago de Chile, Bogotá and Vienna) : “Der Soziale Städtbau und seine Finanzierung” (Der Aufbau, No. 3), 1949.

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Social urbanism „in action‟: park-libraries Source: Medellín Municipality

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MedellĂ­n as corporate-friendly city

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Formal and informal land 1948-2005

Source: Davila et al. (2006)

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Metrocable comunas (districts) Among the cityâ€&#x;s poorest and most conflictual in the city Between 44 & 62% of comuna residents are tenants

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5. Metrocables: „Quick-fix toys‟?

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Two Metrocable lines linked to the (surface) metro system: Linea K (Santo Domingo Savio): opened 2004

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Comunas 1 & 2 (230,000 inh.)

Length: 2 km (rises 400 m from valley); 3 stations 3,000 passengers/hour Funding: Medellin municipality 55% + Metro 45%

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Comunas 7 & 13 (295,000 inh.)

Length: 2.3 km; 3 stations 3,000 passengers/hour Funding: Medellin municipality 73% + Metro 27%

 Linea J (San Javier): opened 2008

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35,000 25,000 tCO2

As a relatively cheap, clean and highly visible response to urban transport problems, aerial cable-cars have attracted widespread attention from city authorities throughout Latin America, Europe and Asia.

30,000 20,000 15,000 10,000 5,000 2009

2010

Baseline emissions in tCO2eq

2011

2012

2013

Project emissions in tCO2eq

2014

2015

2016

Leakage emissions in tCO2eq

Medellin Line K: Baseline vs reduced emissions (Grütter, 2009)

Teleferico Complexo Alemao – Rio de Janeiro Source: Valdizar Lima

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Mio- Cable – Cali, Colombia

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Medellin Metro system

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Metro: State commercial enterprise: •50% municipality + •50% province

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“Repaying the city‟s historical debt towards the poor”

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Political and institutional response to a socially and political unstable situation Metrocable both a technical and a political initiative:

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“Increase passenger numbers into the system”: Metro “Increase visibility of areas in poverty”: Mayor Perez

Participatory budgeting (US$100 million in 2004-2011) and search for a new political culture

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The Metrocables: One element in a larger set of interventions

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Urban upgrading (Proyectos Urbanos Integrales – PUI) in Comunas 1 & 2 (Line K):

 Upgrading of public spaces & new parks, employing local workers  Large new public library and schools designed by top  

• Federal Ministry of Education

architects (international competitions): “beauty for the poor” New housing projects (with little relocation of households to other neighbourhoods) Separate cable car line to Parque Arví – cloud forest park (at 2,600 m.a.s.l.): growing tourist attraction

Physical intervention: U-turn in official discourse on settlement consolidation in unstable locations

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Proyectos Urbanos Integrales (PUI) Source: MedellĂ­n Municipality 2009

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Upgrading along the Juan Bobo stream

Before upgrading

After upgrading

Source: MedellĂ­n Municipality

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Upgrading of public spaces

Calle 107 before and after upgrading

Source: M. Echeverri

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Upgrading of public spaces

Parque del Ajedrez Popular before and after upgrading Source: M. Echeverri

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Economic activity and public investment (PUI) in and around Línea K, 2002-2010: Capital investment in Metrocable: ca. US$24 million Investment in public space and other public facilities: ca.

US$225 million Increased open space: from 0.65 to 1.48 m²/inhabitant Increase in number of local businesses: from 700 to 1,000 92% of jobs in public works generated locally 18 new parks, 4 new pedestrian bridges Tourism as a new source of income

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Have Metrocables improved mobility?

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Convenience, safety and comfort Transport savings (combined fares) BUT seen as expensive Time to reach main metro line for residents in highest areas reduced from 1½ hours to 15 minutes (plus distance to station and long queues at peak times)

Main cable-car users: formal sector workers Less advantageous for:

 Multiple transport modes  Multi-purpose trips (e.g. women)  Workers with bulky parcels  The young (mobile phones rated more highly)

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5. The search for „normality‟

Linea K and Parque España Library

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Parque Arvi tourist Line L

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Increased economic formalisation

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‘Cultura Metro’: “More a lifestyle than a mode of transport”*

* Metro Company annual report 2009 Federal Ministry of Education

León de Greiff: A poet from Medellin

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6. Symbolism or transformation?

Cable-car line:

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Increased community self- esteem and reduced social stigmatisation Physical and symbolic integration to previously no go areas – National and international tourism (Parque Arvi aerial cable-car) Evidence of increased land values and rents around stations (who captures the surplus?)

Infrastructure as Trojan Horse

Urban upgrading:

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• • • Federal Ministry of Education

More awareness of spaces for political participation (e.g. local plans and participatory budgeting) Reduced clientelist practices, rise of local women leaders City-wide, early projects were highly participatory, recent ones less so

Attempts to „normalise‟ and build an image through an „urbanism of the spectacle‟

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San Javier video 1 & video 2

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Case study 2: Soacha

www.ucl.ac.uk/dpu/metrocables DĂĄvila, J.D., (editor), Urban mobility and poverty: Lessons from Medellin & Soacha (forthcoming 2012).

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