2016 - 4th WPSC "Global crisis, planning & challenges to spatial justice in the North and in the South", Rio de Janeiro, Brazil, Јuly 3-8th
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Item Open Access Proceedings of the IV World Planning Schools Congress, July 3-8th, 2016 : Global crisis, planning and challenges to spatial justice in the north and in the south(AESOP, 2016) Randolph, RainerWe are publishing here the extended abstracts presented at the IV WPSC. Those which were discussed in the Track Sessions, as well as a considerable number of contributions in Plenary and Special Sessions and Roundtables. Farnak Miraftab´s Opening Keynote “Insurgency, planning and the prospect of a humane urbanism” was published (in portuguese) in ANPUR´s journal Revista Brasileira de Estudos Urbanos e Regionais (Brazilian Journal of Urban and Regional Studies), v.18, n. 3 (2016), p. 363-377 (http://rbeur.anpur.org.br/rbeur/article/view/5499). It is our conviction that these texts reflect an important panorama of ideas, thoughts, experiences and practices of the nearly 600 researchers, scientists, students and practioneers who attended the congress in Rio de Janeiro with the aim to have an unique opportunity to discuss the matter of planning with colleagues from all over the world. As it puts our colleague Carlos Balsas in the conclusions he wrote about his experiences by participating the discussions at the congress: “Attention was directed at the need to look forward to more planning not less, more planning research not less, and more educational opportunities to strengthen urban and regional planning. … Alternative paradigms based on the radical deconstruction of prevailing knowledge sets and philosophies by some of those living in southern and northern hemispheres are making positive strides and can be confidently further developed”Item Open Access Participation between consensus and contestation governmentalized practices of planning in Global South and Global North(AESOP, 2016) Torres, Nilton RicoyThis paper argues that planning is a technology of power aimed at 'governing' urban populations. To discuss this statement the study takes as a reference point the post-structuralist discussion on power, the state and government in contemporary societies. According to Post-structuralists, power is not something concrete or objectified from which one can take possession or keep ownership. Instead, it is a social relation between individuals that spreads over the social environment in the form of webs or networks (Foucault, 2008, Laclau and Mouffe 1985, Lemke 2007, Veiga-Neto 2005, Rose 1992). These networks of relationships involve multiple connections between the agents targeting the governance of people’s consciousness and conduct. Within the network, the individual is both the target and the source of power relations. In democratic settings, individual autonomy is not opposed to political power, but rather, the foundation for its exercise, to the extent that individuals are not only objects of power, but they also constitute themselves as subjects of power relations. This paper directs attention to political power, that kind of power that Foucault defines as a system of forces which is concentrated and monopolized by the state and whose function is to exercise power and influence on other spheres of society. The paper explores the concept of power by focusing on both, the micro and macro relations of power in society, and seeks to explain how they are condensed on the State in the form of government.Item Open Access Collaboration between scientist citizens and citizen scientist - bridging the gap(AESOP, 2016) Vasconcelos, Lia; Ferro, Filipa M.; Silva, Flávia; Ferreira, José C.; Caser, Úrsula; Raposeiro, Paulo D.; Silva, Susana F.; Marteleira, RitaComplex contexts of great uncertainity, as it is common in environmental management and species conservation, require more and more a effective dialogue among the different expertises and among these and the citizen, in the construction of collaborative joint solutions. A diversity of formats shaping these processes have been experiment more recently, however a lot is still to explore. In Portugal what is called passive participation, with a more informative or consulting features (e.g., consultation or public auditions) is considerably consolidate. The same cannot be stated for what is called active participation with the effective involvement of the parts contributing and intervening directly in the decision making process. The effective involvement and the active public participation of the citizens has become a growing requirement, namely in environmental management, having already conquered a substantial number of experts. Simultaneously, the literature shows that the value of the social relations brings to the environmental management, growing and interesting contributions, suggesting the need to articulate these elements with the biological and social elements of conservation (Pretty et al., 2004). The more traditional participatory formats supported in the “one way” communication has been giving place to “a methodological as well as a conceptual shift, with more traditional forms of one-way communication making way for dialogic or discursive fora that aim to empower people regarding the issues which might affect them or their communities” (Pidgeon et al., 2014).Item Open Access Cyberenvironments in Planning: open data and civic technology community of Chicago(AESOP, 2016) Vicentelo, ClaudiaTechnologies and the Internet have greatly enhanced the production and communication of information, increasingly impacting on our lives and cities. They have also fostered open access to information and the sharing of it via open data platforms. As a result, many cities are now embracing new modes of open data management. However, the impacts of open data extend beyond data management, transparency, and accountability to influencing governance and community participation. This research examines the open data in Chicago as a case study. This includes analyzing, through a theoretical approach the efficient governance, community participation and potentialities of open data in planning practices. This research seeks to further assess open data by considering the new civic technology and changes introduced by e-governance. This represents an evolution in terms of the level of community participation based on a collaborative and purposeful participation, highly interested in seeking solutions to urban concerns. This work provides a characterization—including the strengths and weaknesses—of this type of knowledge-based community. The research seeks linkages with community participation in planning practices and the role of planners in this new Cyberenvironment based on a collaborative, knowledge-based, and open approach.Item Open Access Urban planning process and discourses in Sydney: positioning social media use within a community group’s campaign(AESOP, 2016) Williamson, WayneSince the 1950s the dominant paradigm for planning in Sydney has been urban consolidation in the form of medium density housing (Searle and Filion 2002). Successive government arguments for urban consolidation have varied from decade to decade. The main discourse of the 1950s to 1970s centred on the efficient use of existing infrastructure services such as water, sewerage, electricity and roads. Since the 1990s, urban consolidation discourse has shifted to a solution for housing affordability, housing an aging population and efficient use of public transport. Environmental arguments have also emerged and further changes to household demographics such as delaying marriage and children have created a higher demand for higher density housing (Searle and Filion 2002). Throughout this time, urban consolidation has experienced considerable opposition from community’s who mobilise various arguments of resistance, including increased traffic, loss of privacy, loss of streetscape and an influx of lower socioeconomic households (Searle 2007; Searle and Filion 2011). This case study is consistent with the urban consolidation paradigm that has been pursued in Sydney for the past 30 years (Ruming et al., 2012), with a strong emphasis over the past decade through planning system reforms that proposed the introduction of up-front strategic planning informed by community consultation (Ruming and Davies 2014; MacDonald 2015). This is a single example of the processes and debates occurring across Sydney.Item Open Access The application of the Internet+ and networking management in renewal of the old city urban planning(AESOP, 2016) Xia, Huiyi; Ren, ChenchenUnder the condition of market economy development, the trend of the residents' demand is becoming more and more obvious；at same time，The new normal under the background of the stock of built-up area planning requirements of quality and efficiency，But the existing configuration standards are difficult to adapt to the needs of these aspects. And in the traditional community management system and mechanism, the integration of community resources is poor, and it is easy to cause the uneven distribution of resources and waste. Based on the transformation of the old city cost is larger, the implementation difficulties and other factors, in the planning and design should minimize the rebuilding and change, mainly should rely on adjust. So the application of the Internet+ and Networking management in Renewal of the old city Urban Planning can be a good solution and offer a multi dimensional thinking and design method which can minimize changes, to maximize the resource utilization for Renewal urban plan of the old city. This study is based on the old city reconstruction plan through the construction of the three party website data platform: Government management platform (mainly focused on the community stability and the residents and the user's comprehensive information management).Item Open Access Smart technologies and smart cities - opportunities and constraints(AESOP, 2016) Yeh, Anthony G.O.In recent, with the advancement of internet to smart phone technologies, many cities are implementing smart cities as one of the focusses of their development. They are making use of the new sensors and smart phones social media to collect, analyze, and disseminate information. This paper will discuss the available smart technologies, both hardware and software and how they can contribute to the development of smart economy, mobility, environment, people, living, and governance. It will further discuss the opportunities of integrating these technologies for achieving the long established sustainable development objectives in urban planning and development. It will also discuss the constraints in using these smart technologies in urban planning and development.Item Open Access The applicability of mobile positioning data in urban planning survey(AESOP, 2016) Yu, Chen; Yanping, ChenUrban planning survey is a comprehensive and complicated procedure. The traditional means of urban planning survey, such as questionnaire, interview and travel log, etc., are facing the limitation of high cost, small sample size and objective bias. However, as the rapid development of ICT (information and communication technology), the application of big data on the study of urban planning become more and more popular. The common data sets used in urban planning include mobile positioning data, float car positioning data and mobile check-in data, etc. The application of big data in urban planning survey complements the shortage of traditional means in reducing survey cost, increasing sample size and providing a more objective perspective. Mobile positioning data is one of the most common data sets applied in urban planning survey. The literature review shows that mobile positioning data are usually used in studying urban planning from a macro-scale perspective, such as the spatial structure of a city or even the spatial relationship among cities in a region, while there is few applications from meso-scale and micro-scale perspectives. However, the application of mobile positioning data in a meso level or micro level is equally important as in a macro level. For example, the data could be used to study the problem of residential-working spatial relations, commuting, urban land use, etc.Item Open Access The use of geovisualization as a tool for citizen participation in urban planning development(AESOP, 2016) Zyngier, Camila Marques; Moura, Ana Clara MourãoThe Brazilian City Statute (Law 10.257) establishes the protection of citizen participation in urban planning. In practice, however, the methodological processes to effect this participation do not materialize. As an example of this statement, this study presents analysis of the second phase of meetings held for the citizen participation in Urban Consortium Operation Antonio Carlos East-West (“Operação Urbana Consorciada Antônio Carlos Leste-Oeste”). These meetings occurred in the first semester of 2015 in Belo Horizonte, Brazil. The theme of these meetings was the participation of an experts group for studying urban parameters to be adopted in the above mentioned Urban Operation, which among other relevant areas of the city includes the region of Pampulha. The process of assembling this Urban Operation has gone through several levels of planning and citizen participation. In previous version it suffered serious criticism from popular movements and since 2014 the City Hall started to discuss it in public conferences as a way to legitimize this urban instrument. In early 2015, the City Hall has promoted specific meetings to deal with urban parameters to be adopted by the Urban Operation.Item Open Access Bicycle transportation in Brazilian cities: motivations and challenges(AESOP, 2016) Andrade, Victor; Marino, Filipe; Britto, Ana LuciaThe current scenario of urban mobility in Brazilian metropolitan areas is critical. Urban mobility has a direct impact on social and environmental dimensions. The environmental and life quality provided in a city are inherent to the mobility infrastructure. In this context, the active transport - defined here as cycling and walking - plays a key role in building a more sustainable city. Despite the central importance of active transport, the knowledge about the motivations and difficulties related to walking and cycling in Brazilian cities is still scarce. This background brings a major challenge for policy makers, Non-Government Organizations and other actors involved in project development and implementation of public policies aimed at active transport. Focusing on the bicycles transport, this article aims to present the results of the first Brazilian national survey about the motivations and challenges for the use of the bicycle as a urban transportation, as well as the profile of users of this means of transport. This study was conducted through a partnership between the Sustainable Mobility Lab of the Post Graduate Program in Urbanism from the Federal University of Rio de Janeiro – PROURB/UFRJ, the Non-Government Organization Transporte Ativo and the Research Center Observatório das Metrópoles. The questionnaires were applied by a network of researchers related to the subject between June and August 2015 and were tabulated in September 2015 for further analysis.Item Open Access A spatial pattern of housing and transport costs in Bordeaux Metropolitan Area(AESOP, 2016) Deymier, Ghislaine; Gaschet, Frederic; Pouyanne, Guillaume; Premaillon, RobinThis research focus on sustainable city by developing a methodology of housing and transport costs assessment in order to understand the vulnerability level of households and land in Bordeaux Metropolitan area. It appears necessary to articulate better, in the analysis of urban durability, environmental dimension and socioeconomic dimension. Too often focalized on the only environmental footprint of urban growth, approaches in terms of urban durability neglect most often stakes of social sustainability of housing and transport linked to urban forms. However, the housing issue is essential for understand space inequality. The low-income families is broadly led to move away from urban centers to find a place to live and particularly to achieve ownership. This urban phenomenon of relegation leads to negative effects on mobility of these households: lengthening of travel time and distance and consequently travel costs owing to automobile dependency. In this way, households are confronted with a vulnerability defines itself with regard to the risk of social isolation and on the other hand to the risk of poverty directly linked to housing and transport costs. Exploiting data of notarial real estate transactions and tax level, supplemented by inquiries will allow to assess the vulnerability level and residential mobility of housings. The sustainable mobility of persons concerns notably the outlying suburbs because it raises a certain number of stakes both on environmental, economic and social plan and on space organization of these areas.Item Open Access Extension of urban rail transit network and residential property values: a difference-in-differences approach(AESOP, 2016) Diao, Mi; Leonard, Delon; Foo Sing, TienUrban rail transit has been widely considered an efficient and environmentally friendly mode of transport to address urban transport challenges. In the past decades, there is growing investment in urban rail transit systems in cities worldwide to meet the increasing demand for travel. According to urban economics theory, households make trade-offs between commuting cost and housing consumptions in selecting their residential locations, hence the accessibility benefit brought by urban rail transit could be capitalized into residential property values. On the empirical side, although a large body of studies have investigated the impact of transit station proximity on residential property values, most research rely on classical hedonic price analysis with cross-sectional data, thus unable to discern the causal effect of urban rail transit investment on residential property values. In this study, we revisit the relationship between urban rail transit and residential property values using the extension of Mass Rapid Transit (MRT) network in Singapore as an empirical setting. MRT is a heavy rail transit system, which forms the backbone of the public transport system in Singapore. To meet the increasing travel demand resulting from the steady economic growth and population growth, the Singapore Government has been continuously extending its MRT network in the past decades. Most notably, the Northeast Line (NEL) and the first two phases of the Circle Line (CCL) were opened in June 2003 and April 2010, respectively.Item Open Access “Phantom” infrastructures and metropolitan development: a reflexion from Lisbon Metropolitan Area(AESOP, 2016) Gonçalves, Jorge; Carvalho, Luís; Saraiva, AndréSome infrastructures, such as seaports, airports or high-speed railway, among others, for its relevance, can generate significant, territorial and others, effects at differentiated scales. These effects begin to be felt even much before their physical implementation. Its simple announcement is enough to shake sectors such as real estate, specialized consulting or the municipal and/or regional policies. These investments, which structure the territory and even some specific sectors, are in large examples proposed in absentia of existing planning instruments or in preparation. Its public presentation represents something new, activating a set of dynamics in the private and public domains, which ultimately carry the simple announcement of a decision to the plan of concrete reality. Beyond this automatic effects, is also important to consider the difficulty to politically decide their effective implementation by either the complexity or uncertainty but also for the associated costs. The indecision, delay and, often, the retreat in the decision carries heavy costs, sometimes unrecoverable to people, activities and territories, even if dealing with an infrastructure that never had a real existence.Item Open Access Planning for sustainable development around people’s needs(AESOP, 2016) Greed, ClaraSustainability is a key driving force in planning policy. But, many citizens, especially women, have found so-called sustainable policies have made their daily lives more difficult, whilst not necessarily enabling them to adopt a greener lifestyle. The potential conflict between promoting environmental sustainability and creating accessible, equitable and inclusive cities is highlighted. The problem is discussed first with reference to the old 'pre-sustainability' British city, with its emphasis upon decentralisation and the promotion of the motor car; and second, in relation to the challenges of the new 'sustainable city' which is more compact and based on public transport, walking and cycling. An emphasis upon restricting the use of the motorcar in order to reduce carbon emissions and protect the environment has arguably caused many social problems for ordinary living in towns and cities that lack an adequate public transport system or other alternatives to motorcar use. This particularly affects women, because the difference in their journey patterns from men is not necessarily acknowledged or accommodated in the new sustainable city. Also the original definition of sustainability comprised social, economic and environmental factors but arguably there has been too much emphasis on the environmental policies at the expense of social considerations.Item Open Access Weaving the Built Environment. Social infrastructure networks enhancing socio-spatial inclusion, urban equity and community resilience in Bogota and Medellin(AESOP, 2016) Sanchez Guzman, SantiagoAlthough Bogota’s development process between 1998 and 2007 has been documented, awarded and internationally discussed mainly due to the introduction of the BRT Transmilenio system, less has been said, researched and measured about it more or less 500 Million USD primary and secondary public Schools and Libraries Infrastructure investments (mostly twice the cost of the Guggenheim Bilbao museum) carried out during this 10 years period. Thrived in a decentralized and distributive spatial pattern, the School and Libraries facilities development program is a unique example of a long run and land policy based Social Infrastructure System strategy implemented in the most vulnerable districts and intended for the poorest children of the city out of any cost for them and aimed to equilibrate social and spatial urban benefits in a traditionally highly unequal urban context. However, the success of this initiative and it urban scale positive impacts rely not only upon the quality of the facilities itself but on the articulation capacity of the projects to the existing urban fabric and the public space in the surroundings as well as to the public transportation networks. Probably the golden Lion award1 for cities won by Bogota during the 10th Biennale di Venezia in 2006 in Italy has been the most remarkable and worldwide relevant recognition for this planned and implemented urban development vision that through articulating mega projects contributed in weaving a highly fragmented urban environment, enhancing citizens accessibility to human and social resources and capitals as well as stimulating urban hope.Item Open Access Mobility and access: the importance of an integrated transportation network for economic sustainability and quality of life(AESOP, 2016) Ilcheva, Maria; Murray, NedPopulation mobility and transportation access have become the main topic of public discussion in South Florida in recent years. As of 2014, the Miami Metropolitan Statistical Area (MSA) which comprises the Miami-Dade, Broward and Palm Beach counties, is the eighth most populous area in the United States, as well as the eighth most densely populated area. The significant population increase over the past two decades, combined with the geographic characteristics of the area which borders the Atlantic on the east the protected Everglades National Park on the west, have created significant transportation challenges. The urbanized area is as little as five miles wide (east to west), and reaches 20 miles at its widest, but stretches approximately 110 miles (180 km) from south to north. Among the world’s urbanized areas, only one – New York - equals the length of the Miami MSA. The adverse effects of increasing traffic volumes and gridlock observed on most major roads in the area has produced an increased interest by the community on the relevance of transportation to quality of life and sustainable development. In the context of transportation, sustainability is “a way to make our communities more livable by integrating and balancing economic, social and environmental needs.” (American Public Transportation Association).Item Open Access Transcarioca BRT line in Rio de Janeiro - achievements and challenges for a sustainable city(AESOP, 2016) Izaga, FabianaOn the pathway of urban transformations that are preparing the city to host the 2016 Olympic Games, Rio de Janeiro has been implementing a broad range of new transportation infrastructures. The four Bus Rapid Transit (BRT) lines named Transoeste, Transcarioca, Transolímpica and Transbrasil are the main investments in public transportation made by the City of Rio de Janeiro (Prefeitura), added by the demolition of the elevated viaduct of Perimetral, in the Port Area. Combined to the subway extension from Ipanema to Barra da Tijuca, and to the new expressway which rips through the metropolitan area in the north, entitled Arco Rodoviário (Highway Arch), in charge by the State Government of Rio de Janeiro. These transportation infrastructure works, carried out in the last 5 years, have been the result of erratic planning inspired, most of times, in ideas formulated - and unrealized - in the 1960’s, which were removed from technocratic trays in the rush for preparing the city for big events. Nevertheless, this set of works will interfere in the development of the metropolitan city in the years to come.Item Open Access A spatial and longitudinal analysis of unmet transportation needs during hurricanes Katrina and Rita(AESOP, 2016) Joh, Kenneth; Norman, Alexandria; Bame, Sherry I.Hurricanes Katrina and Rita had a tremendous impact on transportation infrastructure and services in the United States. While other parts of the world have suffered greater losses from natural disasters, Katrina and Rita rank among the deadliest and costliest natural disasters in U.S. history (NOAA, 2014). They ravaged the Gulf Coast of the United States within a three-week period, with landfall first on August 29 then September 24, 2005. These disasters led to the largest mass evacuation in U.S. history, strained the region’s transportation infrastructure and services, and tested the effectiveness of state emergency management offices to respond to calls for transportation needs. Although there is a growing literature on the impacts of natural disasters on transportation infrastructure (Freckleton et al., 2012; Szyliowicz, 2013; TRB, 2008; Wolshon et al., 2005), there is scant research on emergency response to transportation needs, particularly unmet needs of disaster victims who face barriers to affordable transportation and services. Objectives This study fills this important gap through an unprecedented analysis of transportation-related 2-1-1 (non-emergency) disaster call data collected in real-time during the period of the hurricanes, allowing for the investigation of unmet transportation needs by location and disaster phases. We conducted a spatial and longitudinal analysis of 2-1-1 transportation-related calls in the US state of Texas to identify “hot spots” of unmet transportation needs.Item Open Access The potential transportation effects of transformation of traditional markets into modern malls: a case study of Mall Dinoyo City in Indonesia(AESOP, 2016) Khan, Asif; Putro, OtafiantoThe relationship between land use and transportation is well established. Commercial land uses can generate variable amount of traffic depending on its type and scale. For the past few decades it has been a trend in the western world to gradually upgrade the traditional markets to modern malls. Indonesia and some other Asian countries are following this trend and have recently taken steps for transformation of the shopping centres in the major cities. While the transformation is useful in lifting the image of the city and making it comparable with other major cities of the world, overlooking of local contexts and impacts of the development may lead to transportation issues. In some cities, such as Malang in Indonesia, it seems the transformation is taking place at a rapid pace without consideration for the consequences on the traffic and parking on the surrounding road network. More than 27 shopping centres in Malang have been identified for upgradation in the next few years. Out of which, two are complete, including the Dinoyo traditional market. In this paper we will study the development of this market and identify the transportation and associated issues. The main objectives of this paper are to investigate whether there were any limitations in the planning and development of the Mall Dinoyo City through the upgradation of Dinoyo traditional market, and identify the potential transportation effects of the transformation.Item Open Access Top-down and bottom-up transit information? Evolutions of transit real-time information policies in two urban contexts through travelers’ experience(AESOP, 2016) Khedira, HindNo urban transit system is perfect: buses may be late or deleted; one has to get a precise idea of transit schedule to travel early in the morning or late in the evening; if it works well for one mode, it may not for another. However, integrated transit systems turn out to have significant comparative advantages in terms of social demand, environmental costs and sustainable planning. In a context of global crisis, transit investment and operation costs turn out to be challenging for governments and local authorities experiencing credit restrictions and cuts in budgets. In various cities, recent developments of real-time information systems aim to reduce passengers’ uncertainty and provide more reliability to the existing transit systems (Watkins et al. 2011; Dell’olio et al. 2011; Rizos 2010). Hence, real-time information systems are generally considered as a service provided by public authorities to promote multimodality and modal shift. Real-time information can be conveyed through a number of different tools, including multimodal panels or kiosks located in transit stations, websites and mobile applications. We also consider the case of cities where poor and segmented information about the transit service is provided by operators to travelers. In these cities, information often reflects the quality of service, which suffers major organizational, technical and financial setbacks and shortages. The majority of transit travelers can be considered as captive of the transit system because they cannot afford to commute by car.