Metro CT Development

Chess on a Tripod toolkit

Pedro Ortiz

How to tame metropolitan explosion

How to respond to uncontrolled metropolitan growth

From Darts to Chess: How to create non-congestive, sustainable development by moving from a spatialorbital model to a reticular one On a Tripod: Attaining balance among the three instances of development (economic efficiency, social equity and spatial sustainability) through the institutional platform structure

Abstract As of June 2010, the world has reached the threshold of more than 50% of population living in cities. Growth in many metropolitan regions is reaching the 4% to 6% annual growth figure. This means a twofold growth every 15 years. It now takes only 15 years to grow as much as they did for the previous 400 years to reach their current size. The phenomenon is not natural growth or even rapid growth: it is explosive growth. This phenomenon has to be controlled to avoid the slum metastasis now in process. If this is not achieved, these metropolises are bound to an unsustainable and inequitable future away from the competitive global market. The World Bank is addressing this important issue through its Urban Unit of the Sustainable Development Network, backing the work done by the Region Units (LAC, MENA, SSA, ECA, SEA, and EAP) all over the world. This document will look at different aspects of a method to confront, tame and articulate this growth phenomenon into a potential socio-economic benefit, as opposed to the current disruption of the urban equilibrium into an unsustainable future both in social (inequity) and economic (inefficiency) terms. INDEX A) The Challenge Metropolitan explosion phenomenon confronting the 21st Century B) The Inheritance The method throughout history and the need for a different dimension of thinking C) The Urban Scale: The Balanced Urban Development (BUD) unit The good practice location of land-use functions at urban scale D) The Metropolitan Scale: Strategy and Tactics towards Form Framework to play the metropolitan scale E) The Archetype Model The chess relationship between the unit (urban) and the board (metropolitan) F) The Successful Praxis: Madrid, Bogota Adaptability of the model to changing circumstances G) The Propositive Analysis Metropolitan taming of El Cairo, Amman, Nairobi, Mombasa, Dar es Salaam, NDjamena, Colombo, Istanbul, Baku, Caribe H) Response to the phenomenon Appendix I: Appendix II: How to grow a BUD How to grow a Garden

A) The Challenge
Metropolitan explosion phenomenon confronting the 21st Century

I)

Urbanization Challenge

1) The world has reached and passed the threshold of 50% urbanization 2) The number of metropolises that have reached 1 million inhabitants is 600. 60 metropolises are beyond 7 million inhabitants. 3) The rate of growth of many of those metropolises is on the range of 5%. (5% annual growth means 100% in 14 years). Many will grow in 15 years as much as they have in the last 400 years.
Fastest growing cities and urban areas (1 to 100)
Rank 1 2 3 4 5 6 7 8 9 10 11 12 13 City/Urban area Beihai Ghaziabad Sana'a Surat Kabul Bamako Lagos Faridabad Dar es Salaam Chittagong Toluca Lubumbashi Kampala Country China India Yemen India Afghanistan Mali Nigeria India Tanzania Bangladesh Mexico Congo Uganda Average annual growth 2006 to 2020, in % 10.58 5.20 5.00 4.99 4.74 4.45 4.44 4.44 4.39 4.29 4.25 4.10 4.03

4) This cannot be accounted for as normal growth or even even rapid growth. Its a new dimension explosive growth and a new dimension of response is needed.

II)

Production and Wealth

1) The growth phenomenon is due to multiple causes: Improved quality of life, services, freedom, security... Among these factors, one of the most relevant is production and wealth. 2) Metropolises are the result of the concentration of productive capacity. London does that for the United Kingdom, Paris for France, Madrid for Spain, Bogota for Colombia, and so for the rest. 3) The concentration is due to increase of competiveness, concentration of capital (economies of scale effect) and know-how (expertise and division of labor). 4) Wealth and income reflects this productivity, even in a context of inequality and social injustice. Cause? Effect? Solutions? 5) Machines of concentration of production: Paris has about 3 times the GDP of Colombia, London is 2 times Chile, and Los Angeles is equivalent to Spain.

III)

Explosive Growth

1) Growth is taking place through three factors: birth, migration and economic growth. Of those, birth is the least impactful on the metropolitan phenomenon. Migration and economic growth are the main trends of metropolitan growth explosion. 2) In developing countries, the main factor is still migration. Population migration to cities like NDjamena (Chad), in the range of 6% per year in a millioninhabitant city, means that 60,000 new inhabitants are settling down every year. Thats roughly 20,000 families and 20,000 new dwellings, most of which are slum dwellings, as these families are often running away from misery and starvation. This equals about 100 new slum dwellings every day, or 5 every hour. And this is for a city of just a million inhabitants. What about metropolises of 5 (Nairobi), 11 (Manila) or 19 (Cairo) million inhabitants? 3) But the most important factor, for now and for the future, is wealth. In developed countries there are limited migration factors in this metropolitan explosion. And when they occur substantially they account more for social disruption than for land use expansion. But even without migration growth large figures can occur. Madrid (Spain), with no substantial population growth, has grown by 50% in 20 years.

IV)

Growth and Wealth

1) Consumption of built space is directly indexed to wealth. European residential ratios in 1995 are as follows: Spain: 20 sq meters per person. Italy: 30. Austria: 33. France: 34. (No UK figure available). Germany: 37. Denmark: 43. Sweden: 48. Norway: 49. This is to be compared with 8 for Romania and 5 for Russia . Other world figures were in the range of 50 for the USA, 51 for Canada, 6 for Japan and 6 for China. 2) With economic growth the explosion of the metropolis takes place. Madrids figure was 12 sq m in 1974, 20 in 1995 (by the time of the Regional Plan of 1996), 23 in 1999 and 28 in 2007. This is what accounts for the 50% growth of the city in 20 years. Durign the same period, the average family size shrank, from 5 to 3 to 2.4. This is more accountable for new dwellings need than any migration figure. 3) Leipzig (former East Germany) is a good example of this phenomenon. With no population growth (0.63% per year) but with a relevant GDP growth (1.73%), the built-up area has doubled (100%) in ten years at a rate of 7.85% per year.

V)

Population Growth and Economic Wealth Together

1) Developing countries metropolises combine both effects. But we know that, even in the event of migration control and stagnation, growth will continue as an unavoidable effect of desirable economic growth. 2) This is the phenomenon metropolises have to confront. This is the scale of the phenomenon. This generation of urban policy makers has to respond, and will be held accountable, in the future by incoming generations. Around the world, policy makers at the local, national and international levels will be responsible.

VI)

Developed and DevelopingThe Oil Stain

1) Growth is taking form in different ways. Aside from topography and culture, infrastructure provision and wealth account for most of the differences. 2) When car ownership has reached a threshold of about 0.3 cars per inhabitant, family mobility increases and the alternatives for location multiply. This produces different models of growth. 3) Oil Stain: Lack of infrastructure limits the accessibility of the territory. Growth has to take place adjacent to the last extension of basic infrastructure. The next settler builds his home close to the last one. He just extends the basic residential infrastructure (electricity and water) one dwelling-step further. 4) The Sprawl: The metastasis effect of African (see Accra) or Latin-American cities (see Bogota) takes place in this continuous growth of residential tissues without an urban structure nor differentiated functions (civic spaces, public transport intermodal accessibility, social facilities, productive areas, environmental quality).

VII)

Developed and DevelopingThe Oil Splash

1) In countries with a capacity to produce infrastructure investment and where private mobility (car ownership) has increased, the model is Moreno longer the Oil Stain. The freedom of location and the accessibility of the territory produce two other models: i. The Oil Splash, a multiplication of smaller oil Stains ii. The Diffuse City, a generalized invasion of the territory with very low, discontinuous density. 2) The Oil Splash: The existence of an infrastructure network allows for more freedom of location; immediate proximity is not a requirement. Settlements take place either where some kind of sub-centrality already exists as a preexisting village core with basic provision of services (see Madrid), or scattered in a territory and fully dependant on the private transport for accessibility (see Atlanta). 3) The Citta Diffusa: The mobility of the second half of the 20th Century in most developed societies has exploded into the countryside, producing a footprint effect of environmental invasion and disruption. Its the suburban city metastasis.

VIII) Quantify and Address Growth

1) Metropolitan growth must be quantified and addressed. It is not enough just to account for and blame the times for the lack of institutional response. i. Local Governments must do so because it is their direct responsibility, even though theyre often confronted with a phenomenon that they do not understand and have no capacity to provide answers for, as they lack the possibilities to make the comparative analysis necessary to produce solutions. ii. National Governments must because it is a national issue. If their metropolises do not work (and the main one serves as the Capital) where the major proportion of the national GDP is concentrated and generated, then the rest of the country will not work. iii. The Multilateral Institutions that have the large scope and vision to build up the capacity to provide solutions beyond the quantitative analysis the causes and consequences must lend their perspective. 2) That is the amount of land the local authority has to manage and provide, the national state to service and finance and the multilaterals to point out, support and sustain.

IX)

Quantify to Address

1) Quantify: This is a very basic and simple procedure. We are in planning, not programming. That means planning for the long term and responding to the explosive phenomenon. Errors of 20% are allowed, because those figures, if wrong for a specific year, will be correct for 5 years later... or 5 years earlier. Its the scale we have to confront scale of 100% and not scale of decimals. 2) The following analysis can be made for Ammans explosive phenomenon. i. If Amman expects a growth of 3-fold (300%) in 15 years, and ii. Requires a density of 15,000 inhabitants per square kilometer, iii. The total amount of urban land necessary to respond this necessity is of 300,000 new inhabitants every year: iv. That is a 20 square kilometer of serviced urban land every year. v. The size of a 4.5 by 4.5 km square. vi. 400 sq km in 20 years. vii. 20 km by 20 km sq. In 20 years. viii. This means to double the size (100% growth) of current Amman ix. A full new Amman has to be projected to double the existing Amman x. And managed! And built! 3) The previous analysis can be made for each metropolis under the explosive phenomenon. It will give us the size of the problem, and the size of the response, that the administration of each metropolis has the duty to address.

B) The Inheritance
The historical methods And the need for a different dimension of thinking

X)

The Circular Paradigm Limits: Architecture, Urban, Metropolitan

1) At smaller scales, the circular form is most effective. The most economically effective building system at smaller scale is the circular one. 2) The circular typology allows for maximum protected surface (service provided) with the minimum wall (investment required) length. i. Geometry: Maximum area to perimeter ratio (R) ii. Engineering: Minimum wall building effort for maximum space produced 3) This works as well for architecture (circular prehistoric conical huts) as for urban planning (circular perimeter walls). 4) For this principle to work the space outside the circle has to have little, or no, value. If the external space takes value (growth of fixed capital investment: walls) then the parameter of the residual use of this valuable space has to be introduced in the formula. In such a case, the principle does not work anymore. The system has to shift with growth. 5) This residual space parameter is the one that makes circular designs lose their efficiency when the space grows, becomes more complex and fixed capital investment accumulates. 6) This is the case of large urban systems. That was the case of the growth of the medieval circular village-walls and the explosion of the current metropolitan systems. 7) This is why the metropolitan system has to shift from a Radial-Orbital model to a Reticular-Grid model.

XI)

The (R)Evolution of Size

1) When the system grows (whether architectural, urban or metropolitan), the interstitial space between the circles takes more value. The accumulation of fixed investments, buildings and infrastructure, provides value to this interstitial space. It has to be used. 2) The value of that space grows beyond the extra cost of producing a lengthier wall, from circle to square. It is worth making adjacent squares to maximize the use (appropriation and benefit) of this space: Buildings become square. Streets become grid-reticular. 3) When the system has to shift from circular to reticular there is always an inertia period that tries to avoid and prevent the revolution. The change of paradigm is so important and convulsive for the whole society that inertia forces avoid the change of paradigm as long as they can stand it. 4) Politicians, urban managers, professionals and the population in general, do not have the vision (or implicit interest) to hide themselves and others from the need for a paradigm change.

XII)

The New Growth, New Dimension Paradigm

1) When the system has to be introduced without preconditioning inertias, the reticular system has always been the system applied, with consistent results. 2) This has been the case of colonizing (both endogenous as exogenous) urban developments throughout history: Greeks, Romans, Chinese sedentary evolution, Medieval new towns, Spaniards in Latin America, Anglo-Saxons in North America, urban expansion of the industrialized city of the 19th Century, new towns in the 20th Century. 3) Now is the time for the metropolitan areas. This is the historical response of the CT system.

XIII) The Margins of the System: Ideology, Empiricism

1) When the urban layout had to be set up from scratch, with an expanding vision in sight, the system has always been the reticular one. 2) The efficiency of it comes not from a rational geometric approach as well as from an empirical (Governance) approach. Monocentric versus polycentric action, participation, role-playing, decision-making and power; urban governance. 3) The radial-orbital system creates a center, a symbol of power. All locations of the system relate in their position to the center. Any points importance is determined by the distance to the center. Its the symbolic representation of religious order related to God, and/or absolute monarchy and authoritarian dictatorship. 4) The reticular-matricial system does not have a center. Every point has similar potential qualities and capacities. It is the symbol of shared power, of democracy. 5) The circle is the evolution of the point. The reticular is the evolution of the line. Points are static; lines are dynamic. 6) With the introduction of movement (and thus time) in modern social and urban structures, the line (and the reticula-matrix) represent (symbolic representation, semiotics) much better social values and adapt to the procedures modern society requires.

XIV) The Circular Ideal, the Wrong Paradigm

1) This principle has rarely been understood in architectural and planning history. 2) The Ideal city of the Renaissance was a failure. It represented the values of the enlightened autocracy. But their attempts to build urban structures on this principle have resulted in failures and are just seen as historical heritage designs. 3) The circular layout was as well a failure in architecture. The Panopticon system was used basically in four typologies of design: Jails Hospitals Cemeteries Gardens 4) The need for a central control in jails and hospitals justify the typology. In gardens and cemeteries the typology is just ideological. But we must realize that in the four cases the system has been imposed (and has worked) because the client is not free! 5) Prisoners, patients, corpses or trees cannot decide. They are passive and submissive to power. When the universe of clients is free, the circular system does not work. Freedom (democracy) requires the equipotential reticula. 6) The reticular system, on the contrary, has shaped the form of continents (Latin Americas Cardinal Cisneros: 1000 cities in 50 years from 1492 onwards, North American intercontinental Jeffersons Grid 1785) and is still working for sustainable growth.

XV)

Greeks

1) Without going as far back as Tell el Amarna or Mohenjo-Daro, the most important reference to the grid foundation in the planning profession goes back to the Grand Greece colonies of the Anatolian coast and the western Mediterranean. 2) The Hippodamus de Miletus designs of Mileto, Piraeus and Rhodes are the reference plans for the first conscious and extensive use of the grid layout approach to the foundation of new cities 3) The Greeks were exporting their culture beyond the limits of mainland Greece. The new colonies on the Mediterranean were settled by a political will that foresaw the need for a growth plan from scratch land. The reticula provided for a system of growth that could accommodate individual decisions on a consistent overall pattern. 4) The grid provided for the possibility of distribution of functions within a polycentrality (specialized centralities) network. 5) We should point out that the grid span is just a few meters wide, around 30 m. This is related to the transport technology of the time.

XVI) Romans

1) The Romans were confronted with the need to control the territory they invaded by the settlement of their garrisons that later became a full town network system. 2) Their military power allowed them to settle in the valleys, located at the strategic crossroads, river fords or mountain passages. 3) Though a very hierarchical power system, the military structure, the settlements were organized in a reticular structure rather than a concentric one. Military formation on displacements provided the basic structure. Movement produced the reticular form. 4) The urban structure had point of a centrality functions accumulation: the Forum. The two main axes of accessibility and internal distribution, N-S and E-W: the Cardus and Decumanus. 5) Transport technology developed since the Greek era. The grid span grows to 60 m. wide.

XVII) Spaniards and Anglo-Saxons

1) The Spaniards in Latin America: i. The consistent colonizing effort building cities, like the Romans in strategic territorial control locations. ii. The archetype experiment in La Laguna (Canaries Island) was set up by Cardinal Cisneros. iii. It was officially extended to more than a thousand city layouts through the continent. iv. The unit of the grid span became the 100 meters unit. 2) The Anglo-Saxons in North America: i. The early reticular layouts of the American cities were produced by the Dutch and English colonizers as a standardized settlement system. ii. It became a universal system in 1785 (Jefferson) with the expansion of the American Grid for the Midwest. iii. The exception of the Camino Real and the Mission towns within the Spanish inheritance in California did integrate well within the DNA of the system. iv. The distance between missions/towns was a days journey. Time became the unit of space v. The 1 mile unit was complemented by smaller urban reticula.

XVIII) Industrialist City (Rome, Paris, Madrid, Barcelona)

1) The Technological Revolution of the late 18th Century started by the empiricist approach of Anglo-Saxon culture produced the Industrial Revolution of the early 19th Century. 2) The Industrial Revolution required a labor force for production. This labor force was drawn from the countryside to the cities to feed the incipient industrial plants. 3) Cities stated to explode in population. Conditions of living were extremely low as they were not the focus of the economic system and the labor force was not yet organized to demand workers rights. 4) Social unrest produced a series of social revolutions in the first half of the 19th Century. Starting with the French Revolution of 1789, it arose in several periodical spans until the 1848 revolution. 5) European cities reacted in the second half of the century to respond to the living conditions and the requirements of production and consumption of the working classes in the capitalist city. The 19th Century urban expansions were set in place. 6) Though many cities generated reticular expansion (Paris, Rome, Madrid, etc.), the Barcelona Ensanche of Ildefonso Cerda has remained the most significant of the reticula system approach.

XIX) Other Cultures: China, Persia, Pre-Columbian

1) Different cultures have also used the reticular system to develop their territorial colonization. The rationality of it transcends the most diverse of cultural patterns. China, Persia and Pre-Columbian America are examples, but they are just a few among many others. 2) China:

3) Persia:

4) Pre-Columbian America:

XX)

The 20th Century: New Towns and Territorial Systems

1) The 20th Century had to respond to a similar challenge. It was not as much as a population growth by migration, but rather more a wealth explosion and the motorization of the middle classes. 2) The ratio of residential built space consumption (see Madrid Regional Plan), as any other goodcommercial space, social facilities, hospitals, educational facilities, cultural facilitiesis directly indexed and related to the wealth (consumption) of a population. 3) Production ratios are also related to the capitalization and automation (computerization) of the productive systems. Logistics and distribution are part of the phenomena. Madrids industrial sites have evolved from 50 workers per hectare to 20. 4) The same labor force employed in the sector requires 250% more space of industrial sites. Production is obviously boosted by the introduction of computerized processes and growth of labor occurs in other sectors of the economy (services) with no substantial increase of the industrial sector in the advanced economies. 5) The expansion of developed countries metropolises has been a constant of the 20th Century. The American model of continuous urban fabric plough by highways 3 miles apart average is one of the models.

XXI) The New Towns Policy

1) The advanced economies had to respond to the urban expansion and produced the New Town concept implemented throughout and after the Second World War. Many New Towns were produced as a response to the metropolitan explosion. Their result has been controversial. 2) As a general policy, it has been a failure as the need for growth was far beyond the capacity of response of the New Towns. New Towns could respond to 200,000 inhabitants, with 50,000 housing units, at a time. When the need for housing approached 800,000 dwellings per year, the incapacity of any administration to produce 40 New Towns each year proved that the instrument of New Towns was not the adequate to confront the explosive needs for housing. 3) Some developing countries are looking to the New Town policy as a means to respond to the metropolitan explosion (ie: Nairobi). The approach already proved insufficient fifty years ago in Europe and other developed countries. This approach can even be counterproductive if it prevents real policies to be implemented if used as a political excuse for public action. Time to confront failure can be a precious time to set up truly effective policies. Political forgery or ignorance should be confronted.

XXII) New Town Social Policy and Efficiency

1) The second failure of New Towns was the lack of sense of place achieved by the urban designers and architecture. The fault is not only on the 1960s nonsignificant rational corporate style. The fault is in the very fact of trying to settle a full, new society from the design board. Societies need to have a background and roots to develop. Those roots are provided by the existing towns, historically developed. 2) Metropolitan development should not be made on a New Towns policy but rather by a policy of expanding an existing historic nucleus. A Balanced Urban Development unit. 3) New Towns are able to pay back their investments. But the time for amortization sometimes takes 30 years of preferential (opportunity costs) rates. In a New Town you have to invest from scratch. You cannot play to benefit or compensate on the existing investments in an historical existing nucleus. With an existing nucleus you can either benefit from surplus infrastructure and social and economic facilities, and play on the marginal cost of complementing the saturated ones instead of having to invest with average cost in mind. 4) Growing, in an equilibrated way the existing nucleus is: i. More efficient in economic terms as you only charge marginal costs. ii. More socially equitable because you can compensate existing social deficits instead of producing ideal new town ghettos. iii. More sustainable in spatial terms because you can multiply and downsize developments to a manageable size and provide more land for development than with a New Towns approach. You avoid the uncontrolled spillover settlements that New Towns policy cannot address or serve.

XXIII) Milton Keynes

1) Milton Keynes is the paradigm typology of the latest generations of New Towns. 2) Previous new towns used the reticular system at an urban scale. Milton Keynes jumps into a quasi metropolitan scale. 3) The Milton Keynes reticulum is a mile wide (1.6 km). This is already a leap ahead from the historical industrialist dimension of 120 meters and some of the CIAM modern movement experiments with the four units mega block 400 x 400 meters. It is 16 times larger in area space. 4) The units of the reticula contain either residential villages or urban sectoral functions (Urban centrality, offices, commercial center, facilities). 5) The units tend to be equilibrated in the Anglo-Saxon urban approach of small residential units (3,000 inhabitants) with limited urban mix. The Latin approach is in rather larger units (from 30,000 to 200,000 inhabitants) and dense urban mixed land use. 6) Milton Keynes is nevertheless at the origin and on the right path to the CT system. The BUD unit of the CT is 9 times larger in area size (4.5 x 4.5 km average) and at least 10 times in population.

XXIV) La Padana

1) The phenomenon took urban-region dimensions and influenced solutions for places as far as the Italia Padana (Po Valley) and Los Angeles Metropolis. 2) In the Padana, the dimension of the reticula take supra metropolitan scales. Halfway to the National scale of 1:500,000. The linearity of the Alps and the Apennines mountain massifs and the Po River induces a reticular system of parallel lines connected by a secondary perpendicular system. 3) The National 1:500,000 dimension has to be treated with further prudence in the view of the current development of transport technology. The diagonal of a reticulum, square root of 2, that is 1.41, is still a substantial shortcut to relevant distances of national scale. 4) The diagonal is still relevant at national scale in view of the current development of transport technology. When this technology develops to higher speed and less energy costs (investments costs become with time less relevant) the diagonal will loose its relevance and can take a sub-national role. 5) This sub rank role has already appeared at regional scale (1:50,000). There, the transport systems play in the reticular game for structural benefits assuming the square root over costs. The diagonal has become urban, as it did at urban scale (1:5,000), long ago, becoming suburban/urban design (1:500) element.

XXV) Los Angeles Double Reticula

1) Los Angeles is an example of the natural metropolitan reticulation in the American style. 2) The metropolitan linearities are the north ridge of mountains running east-west and the pacific coast running 45 degrees northwest-southeast. Both linearities have produced their own reticula of highways 3 miles away (on average). 3) Both reticula would be conflicting as they overlap at 45 degrees orthogonal. The way to solve it has been by triangularization of the overlapping areas at the core of the metropolis. 4) The size of the metropolis and the network system, empirically developed, is a partial precedent to the CT system. 5) The lack of a powerful commuter train system is the main failure of the Los Angeles metropolis. This shortcoming proves the relevance of the CT system to overcome that failure and, by extension, the real challenge the metropolis confronts.

XXVI) Madrid

1) Madrid was in a phase of expansion (50% every 20 years) that had to be addressed to avoid the chaos of uncontrolled metropolitan growth. 25,000 new housing units had to be allocated every year. Some years as many of 55,000 dwellings were produced. 2) The phenomenon of suburban sprawl in the high environmental quality areas was a reality that had to be contained. 3) The Institutional framework allowed for a comprehensive policy vision. The town planning competences of legislation, regional planning and the local master plans final approval in the hands of the Madrid State (Comunidad) administration was essential in articulating the policy. 4) The natural linearity (and thus reticulation) of the Madrid Metropolis parallel and perpendicular to the Sierra ridge provided for the natural instauration of the CT (Ordenacion Reticular del Territorio) mechanism. 5) The indicative Regional Plan was approved the 1st of March, 1996. 56 Master Plans were approved in the first mandate and 30 later out of the 180 municipalities in the State. The effects can still be experienced as the main pieces of the strategy set at that moment determine the future outcome of the chess game.

XXVII)

Colombo

1) Other metropolitan areas have followed this reticular path: Colombo, Panama, and Bogota for instance. 2) Most of the cases of application are determined by a strong linearity in a geographical feature that suggests the reticular system beyond the featureless plain of Walter Christallers approach. Such is the case for Colombo, Panamas coastal linearity and Bogotas mountain ridge linearity. 3) The Colombo Metropolitan Plan of 1996 is a good example of an inner land parallel highway and a perpendicular secondary network that originates a reticulum to be extended inland. 4) The growth development areas are within the units produced by this reticula and a complementary commuter train service will complete the coordination between private and public transport with the metropolitan centralities main accessibility and residential areas capilarization. 5) Current Colombo policies have lost this structuring vision and are in a smallscale approach that is not able to foresee the metropolitan problems at the right scale.

The Global Explosion

6) The explosive phenomenon is now affecting emerging countries metropolises. 7) The rate of growth is (see paragraph ...) reaching in many cases100% in 15 years. 8) Now is the time for the metropolitan areas to respond to the explosive phenomenon. This is the historical response of the CT system. 9) The societies, policy makers and professionals in the time periods we have looked at have been able to respond to the demands of their societys historical needs. 10) The political structures and multinational organizations have not yet been able to respond to the metropolitan explosion the world is experiencing in this moment. They should (will) be accountable for it in the future, if not as individuals then as a collective group.

XXVIII) Scale of Instruments

1) The scale of the spatial instruments the professionals have created to respond to the needs are related to the capacity of production of society, institutional control of space and fixed capital accumulation. 2) The Renaissance was only capable of controling the urban space (City States) in a quasi-domestic scale. The scale was the 50 meters scale. The Renaissance Square was central, with its symmetrical locations of institutional buildings and symbolic complementarities. 3) The Baroque was capable of controlling whole urban structures (Monarchic Absolutism) and introduced the baroque layout of the avenues and infinite perspective points within an urban web system (Pope Sixtus V and Fontana in Rome, Louis XVI and Le Notre in Versailles. George Washington and LEnfant in DC. The failure of Christopher Wren in London in 1661). The system was replicated in Paris in 1852 under the Second Empire. The scale was the 500 meters scale. 4) The current challenge is the control of the urban metropolis, the urban region. Large territorial scales, with a relevant capacity to produce large infrastructures: Commuter trains, airports, freeways, stations, large stadiums, university campuses or social facilities... The response has to be at the 5,000 meters unit. This is the CT scale.

XXIX) The 1:50,000 Integrative Spatial Approach.

1) From 50 m to 500 m to 5,000, current professionals have to be able to create the set of rules, of intellectual instruments, that would be able to address the social, economic and political challenges of our epoch and our scale, as the Renaissance and Baroque professionals were able to do. 2) This is the first time in history of mankind that we are able to visualize the 100 km scale. Satellite mapping and computer topographic rendering allow us to visualize scales previous generations where only able to imagine (Leonardos Ticino Project). 3) The plane perception of the last 50 years generation of professionals, as the Montgolfier was able to transform birds eye perception of landscapes in the 19th Century, has to provide a new comprehension of large territorial units. This has to come out in a product, intellectual instruments that will confront the organization of these large scales. 4) Those territories will not have to be the disjointed incrementalist result of accumulative actions, but the purposeful result of a spatial integrative synthetical vision, at the 1:50,000 scale, as in previous moments in history Architecture (1:50 scale), Urban Design (1:500 scale), and Urbanism (1:5,000 scale) were able to do.

XXX) The Scales

1) Every spatial scale has its own set of disciplines. But they all fall within the frame of Spatial Knowledge 2) Urban Planning: Spatial professionals feel comfortable at urban scales. That is the range of the 1:5,000 scale. The (heap) of town planning since the public administration involvement in controlling and confronting the problems of the cities the 19th Century (Town and Country Planning Act 1847) has produced a set of professionals acquainted and at ease with this scale. 3) Urban Design: The desire of the absolutist political power of the 17th Century to leave the mega architecture impromptus on the civic public spaces of the city produced a set of rules and professionals acquainted with the control and design of the urban space. This is the urban design scale of the 1:500 range. 4) Architecture: For centurues, spatial professionals have been used to dealing with scales of 1:50. Its the Architectural scale and the knowledge related areas are those of the Architecture discipline.

XXXI) Metropolitan Scale

1) The large scales of Global Geopolitics as Continental (regional in international literature) Politics are dealt with mostly in abstracts terms and involved with mostly economics, ideological and power equilibrium disciplines. Its the 1:50 million and 1:5 million scale of world maps. 2) National Development: The spatial dimension of national development is often dealt with at the infrastructural level. Freeways, rails, airports and ports. Economics, regional equilibrium and public investments, both in fixed capital infrastructures as social and economic policies are the disciplines that involve this 1:500,000 spatial scale. 3) Metropolitan scale: The metropolitan scale is missing. The 1:50,000 scale. The lack of this policy involvement at previous moments of history, in a context of limited urban growth, has not developed the set of skills necessary to deal with this scale. The urgency to develop this set of knowledge is parallel to the need to respond to the urban explosion all over the world, before the metropolitan disruption of many of the metropolises experiencing it will reach a point of no return.

C) The Urban Scale: The BUD

The good practice location of land-use functions at urban scale

XXXII)

The BUD: The urban scale paradigm

1) The historic nucleus of a village is an important asset. 2) It is an important asset in cultural terms, but even moreso in sociological terms. 3) It is the primigenius social reference that gives the community a: i. Identification and sense of belonging ii. Genius Loci and sense of place. 4) The sense of community that roots in this asset vertebrate the social life and provides stability and resiliency to the urban unit. This is very difficult to achieve if the urban unit lacks the historical nucleus and has to be developed, for strategic reasons, as a New Town. 5) The historic nucleus has to be incorporated, as possible, into the core of the development of the BUD. 6) The historic nucleus has a center, a gathering place which supports the symbolic elements of the urban social unit. 7) An urban fabric includes: Housing, productive activities, social facilities and public space. 8) A road links the urban unit to other units within the metropolitan structure.

XXXIII) Public Transport

1) A Metropolitan structure has to be vertebrate by public transport system to avoid the abuse of the private transport for access to the highly demanded metropolitan center. 2) The public transport mode will be in accordance with the passenger capacity necessary and the distances in space and time to be covered. 3) In a metropolis of more than two million inhabitants, a metro/subway system should be envisaged for the urban area. 4) In a metropolis beyond 4 million inhabitants with scattered urban units (oil splash) a commuter rail system should be envisaged. 5) Commuter train threshold could be set on the range of 300,000 population served in each line, with 30,000 inhabitants per station, with a 5 km periodicity. 6) The main station has to be as close to the center of the urban nucleus as possible, but avoide disruption and provide land development possibilities. 7) No major road should separate the station from major urban pedestrian access.

XXXIV) Growth

1) Urban growth should take place so as to leave the station in a new central gravity point. 2) The objective is to minimize pedestrian journeys to the station and avoid the shadow price of intermodality. 3) Development should be dense in such a way to attain 30,000 population in a station accessibility radius. 4) Density should provide for demand for the train service. 5) Supply should not only respond to demand. It can be in advance as a means to generate demand. 6) Long term financial equilibrium should be attained. Capital costs for demand generating as well as running subsidized costs should be carefully evaluated. 7) Metropolitan opportunity costs for congestion should be part of the analysis and finance transfer from beneficiaries to providers considered (road pricing).

XXXV)

Social Facilities

1) Station accessibility provides opportunity to locate the urban social services. 2) This area will compensate the deficit, for modern standards, of urban historical consolidated areas. 3) Health, culture, education, minority services, etc. of urban scale can be placed in the proximity of this central location. 4) Accessibility is a social equity policy. Public transport access must be given to the less mobile segments of population. This includes both the historic ageing population and the newcomers to the urban development area. 5) Control of the train impact on the adjoining social facilities must be planned. Train line does not necessarily need to be underground. Minus one level trench can provide for a low cost solution that can be upgraded to cover when necessary.

XXXVI) Centrality

1) The public transport access provides the basic element to achieve a centrality. 2) Elements that define a centrality are: i. Transport Intermodal center (Train, LRT, BRT, Buses, Taxis, parking, NMT) ii. Public spaces iii. Commercial provision iv. Residential density v. Social facilities vi. Institutional buildings vii. Emblematic element (Iconic symbolic social-reference) 3) The success of the centrality will depend on the accumulation of those elements. 4) Integration of the 7 elements will be a warranty to success. If only 2 or 3 are present, the chances for success are seriously reduced.

XXXVII) Local road accessibility

1) Main metropolitan arterial roads (Primary network) should not cross or tangent the urban centers. Environmental impact (noise, pollution, danger) require them to be as distant as possible from the urban areas and within environmental compatibility. 2) The construction of bypasses to avoid urban centers reaches a limit when such bypass confronts the outskirts of the neighbouring village. The bypass limit is the median between both urban areas. 3) A right of way reservation should be made for long-term vision planning for those arterial roads of the metropolitan region. 4) Local access roads (secondary network) provide access from the main arterial roads (primary network) to the urban areas, as well as access among neighboring centers. 5) The secondary network should be diversified, avoiding a single exit for the urban center and limiting the risk of collapse of this single accessibility. 6) The secondary network, which supports the local heavy traffic should be peripheral to the urban areas and should be completed with a tertiary and quaternary urban access network with a softer environmental profile.

XXXVIII) Productive Zones

1) Productive zones (industrial zones) should be located: i. Away from the residential areas: to avoid impact of pollution noise and hazards. ii. Close to freeway exit: to avoid heavy load trucks which use basically the Primary network system along the secondary network which has a domestic urban access character. iii. Along the freeway frontage: - to contain the freeway environmental impact - to contain as retro effect industrial environmental impact - to benefit from the commercial effect of shop window industry 2) The industrial zones should have a frontage to the freeway primary network as well as to the buffer zone towards the urban area (see environmental interstitial green areas) 3) The frontage effect is achieved by a perimeter service road. 4) The area close to the freeway exit is preferential for the logistics of the industrial productive zone. 5) The freeway exit is optimal for hotels and commercial facilities as well as for office space.

XXXIX) Infrastructure networks

1) Infrastructure networks should not encroach on the urban residential areas. 2) Transnational and national high voltage electric corridors, gas, oil, water, telephone, optic fibre, data, etc. should go along the main Primary road network. This is to: i. Avoid dangers and hazards to the population from this kind of heavyduty infrastructure networks. ii. Prioritize service to industrial productive areas. iii. Provide accessibility for maintenance from the primary network services roads. iv. Maintain installation works and maintenance without disturbing residential neighbours. 3) The facilities of such networks can be located at the intersection and bifurcation of the systems. These low-access points (Freeway intersections) for any other commercial or economic activity are adequate for a low accessibility need of a heavy infrastructures facility location.

XL)

The Matrix, the Network

1) The metropolitan strategy will require a specific approach to locations of metropolitan scale strategic elements. 2) An isotropic network (a grid) will provide alternative potential for the strategic locations as well as local adaptability within a homogenous territorial approach. 3) The Primary road network rights of way (the Matrix) should be homogeneous and isotropic to allow for a heterogeneous and strategic location of the metropolitan structure. 4) Roads should only be built in accordance to needs. Different levels of demand will require in each case a different and adapted road section: i. Single lane double carriageway with level intersections, ii. Double lane carriageways with roundabouts, iii. Double level intersections and freeway standards, iv. Four lanes and service roads. 5) Demand will determine in each segment and each moment the infrastructure Plan and Program. (Long Term Forecast Plan and Short Term Investment Program: Planning adaptability is a main issue of the model). 6) Demand can be induced if a metropolitan area can be promoted for strategic reasons.

XLI) The Productive System

1) Location of productive areas can be adapted and multiplied as a response to demand of productive land. 2) Location principle along the Primary road network can be maintained with accessibility by a service road to prevent roadside activities. 3) The main metropolitan Primary network must be preserved from roadside activities that would prevent it from becoming a future freeway system. 4) Land use regulations, administrative management capacity and police and disciplinary enforcement essential. Lack of it will mean the collapse of the system (and the metropolis) in the long term. 5) Productive and industrial areas should be close to, or contain, a freeway exit to avoid the impact of the heavy load truck transport on the domestic and urban roads access. Control of heavy load transport is an environment priority.

XLII) Commercial Center

1) Commercial areas have two typologies: intra and extra urban. 2) Intra urban takes place within the urban fabric. Apart the basic neighborhood commercial facilities commerce does take place around the most visited areas in search of potential demand. 3) Urban centrality, around the transport intermodal station, is one of the preferred locations in search of the daily and occasional transport users. 4) Extra urban requires, and is a consequence of, private transport. It has to be located in main road intersection to facilitate access as well as dispersion. 5) The intersection between the Primary network and the secondary road network is a privileged metropolitan accessibility area for private transport and a primary location for extra (peri) urban commercial centers.

XLIII) Regional Facilities

1) Large metropolitan facilities require the double accessibility both of private transport and public transport. 2) The large metropolitan facilities are hospital, universities, stadiums and sports grounds, etc., requiring extensive land unavailable in central consolidated urban areas as well as quick access and dispersion potential for large crowds. 3) The intersection of the Primary road network and the commuter train line, providing a specific train station, are the adequate location for such facilities. 4) Varying the amount of parking space can play a deterrent role for car-train modal split and increase demand of commuter train to access the central metropolitan areas from suburbanite housing states.

XLIV) Heavy Industry

1) Heavy industry might require the double accessibility of truck-road and trainrail for the incoming and outgoing of production and goods and materials. 2) The intersection of both the Primary road network and rail system provides both services. 3) Special attention should be put on compatibility of daily commuter passenger and freight services. Nightly limited freight service probably has to be implemented.

XLV) Further Urban Growth

1) Further urban growth is possible. It has to take place within the contiguity of the existing consolidated urban areas. 2) Dispersed residential units produce a large environmental and capital cost impact: i. The footprint of dispersed residential areas is much larger and the environmental impact multiplies. Low densities, infrastructure complements, and border effects contribute to this devastating effect. ii. The cost-benefit analysis of public infrastructure (private transport dependant) needs for dispersed residential areas and dense areas (public transport serviced) is 5 fold (500%). The Madrid Regional Plan evaluated this figure from 6,000 Euros/1997 to 36,000 Euros/1997 difference. 3) Among contiguous potential areas, proximity to the intermodal train station and the urban services centrality must be a priority. 4) The result will be to reduce the intermodal shadow price effect as much as possible and avoid the need of complementary modes beyond pedestrian or NMT access.

XLVI) The Environmental System

1) The environmental network is a priority from the first phase of the design both of the model as well as the application. 2) The environmental network must be a continuous system to allow for biodiversity transfer. 3) Environmental units must be in contact and form a continuous system: i. Open spaces and public gardens ii. Urban parks and peri-urban parks iii. Interstitial, suburban and interurban parks iv. Regional and national parks 4) Regional (metropolitan) Planning integrates 5 subsystems: transport, environment, residential, social facilities and economic activities. The last three are discontinuous systems. The first two (environment and transport) are continuous. 5) It is difficult to integrate the two continuous systems of environment and transport without the two disrupting each other. Careful and respectful design is the best solution, though environmental bridges whenever topographically and financially possible, can help to harmonize both. 6) Continuity of the environmental system should be assured at least in two points with large enough extension to provide for biodiversity transfer.

XLVII)

The Balanced Urban Development Unit: The BUD

1) The Balanced Urban Development proposal is just a prototype of good practice urban land use activities locations. It is a model. 2) It has to be applied and adapted to particular circumstances of each urban unit, city or village (or scratch New Town). 3) The model presents a reasoned location for urban land use activities. It is homogeneous application to the urban units that compose a metropolitan area. The rational consistency among these urban units is in itself a successful result of metropolitan planning. But it is not enough. 4) An overall metropolitan strategy has to be discussed and implemented for location of supra-urban metropolitan functions and the coordinated integration of the metropolitan system. 5) This metropolitan vision and policy making can be made: i. by aggregative coordination of individual and sovereign local authorities as the municipalities are, or ii. produced by an upperlevel institution like a metropolitan agency or government. 6) Either way, consensus and governance dialogue is the best practice to coordinate dispersed territorial competences as the ones in place in democratic structures.

XLVIII) BUD Diversity Madrid Cundinamarca

1) The flexibility of the Model allows for adaptable application to diverse urban typologies and circumstances. 2) It has been applied to more than 50 urban units both in Madrid (Spain) and Bogotas Capital region, Cundinamarca (Colombia). 3) As can be seen in just one of these cases (Facativa, Cundinamarca) the particularities of the terrain and the urban historical structure can fit within the model proposal and result in a consistent, efficient and sustainable urban model for the local Master Plan. It is thus also consistent at a metropolitan level. a. The historic village has some disused rail tracks that are going to be upgraded and serviced with a commuter train. b. The old road has to be taken away from the urban fabric as it cannot support more traffic. c. The housing extensions, products of the supply/demand potential of the new rail transport service, are compatible with the environmental areas to be protected. d. The new infrastructures (primary road system and rail) provide adequate locations for industrial sites and metropolitan facilities, commercial and social, in coordination with the other functions. 4) Each urban case is different and requires a specific response. Sometimes the model has to depart from the seemingly obvious firsthand application as these circumstances might be extreme (Freeway crossing the urban area, rail line away from the urban core, non environmentally adequate urban land for expansion, etc). The model has been able to respond to these limit cases.

D) The Metropolitan Scale: The Form

Strategy and Tactics Towards Form. The framework to play the metropolitan scale.

XLIX) The Shape: Triangle, Circle, Grid

1) Modeling in spatial discipline has been a relevant exercise which has been able to build up stereotypes to deal with uses and functions typologies. 2) There is a need to produce a set of models to articulate the metropolitan scale discipline. 3) Walter Christaller, Christopher Alexander, Kevin Lynch, Otto Wagner and Le Corbusier are the forerunners of this need. Michael Thompsons debate is in this line of thought. 4) The hexagonal location theory of Walter Christaller in the 1930s in the context of the featureless plain is confronted often in the metropolitan structures by the fact that linear geo-topographical structures (coast lines, rivers, mountain ridges, valleys and slopes) become exceptions to the conceptual theory. 5) The hexagonal, stretched by the directionality of the line, often becomes the reticulum with the parallel gradient lines to the linear feature, and cross parallel lines perpendicular to the principle gradient lines. 6) The growth of the oil stain urban process in concentric circles confronts the reticula when reaching the metropolitan scale. 7) The archetype evolution, after Michael J. Thompson goes from the Orbital to the Reticular along the Distributor intermediate model.

L)

Spatial Phenomenon: Territorial Dichotomy

1) The economies of scale economic phenomenon produces an important effect in the shape of cities. 2) Accumulation of capital, infrastructures and built space generates higher efficiency and higher return. 3) The centrality effect becomes a black hole that attracts more and more capital accumulation and wealth, as it generates higher returns. The more you invest, the more you get back. 4) Efficiency equals concentration at the center. 5) The limits to this phenomenon are congestion, negative marginal returns. 6) Concentration of wealth is produced to the detriment of those in the periphery with limited accessibility to these goods. The lower levels of income and productivity are expulsed to the low-served periphery. 7) Land prices reflect this serviced level and the participation of this asset into the productive process. 8) Social equity policies and long-term economic sustainability need to equilibrate the process by providing dispersion of urban assets and redistribution of accessibility to their potential social and individual benefit.

LI)

From Circle to Reticula

1) Antagonist dichotomy between center (efficient) and periphery (equitable) will always persist as unavoidable effects of the economies of scale phenomenon. 2) The way to break this dichotomy is to produce a multi-poly-nucleated structure. 3) Centrality is specialized and dispersed in a poly-nucleated structure. 4) Every center takes a function and the benefits of the economies of scale are produced within the clustering effect of every centers specialization. 5) The interrelation among the centers create the second level matrix of economic efficiency within a structure which is not congestive: a. Not every activity has to be at the same place. Fight for centrality only occurs within each cluster. Congestion (and land values-costs) is thus dispersed. b. Location has alternative options within the homogenous accessibility pattern of the reticula. If an area is congested and does not fulfil the economic expectations or service standards, alternative locations and displacements of activity may occur. Derelict-brownfield urban areas have to be accounted and regenerated as a drawback of the process. 6) A homogeneous accessibility pattern must be produced to allow for mobility among centralities and geographical competitiveness.

LII)

Circle Versus Reticulum

1) The two basic metropolitan growth models provide different characteristics and benefits. 2) The Radial-Orbital Models features are: a. Fight for centrality b. Transport congestion c. No alternative road trip (tree-shape system) d. Unstable traffic equilibrium (depart phenomenon has multiplier effects) e. Limited supply of centrality provision f. Land market controlled by supply g. Land speculation processes h. Land production participation takes larger share of added value i. More infrastructure required to achieve equal accessibility to services 3) The Reticular-Grid Models features are: a. Homogeneous spread of activity, dispersed centralities b. Homogeneous traffic distribution c. Alternative road trips (net-shape system) d. Stable traffic equilibrium (depart phenomenon redirects automatically) e. Multiple supply of centrality provision f. Alternative potential of centrality location g. Land market controlled by demand h. Limited land speculation i. Producer appropriation of added value j. Less infrastructure required to provide average accessibility

LIII) The Reticula

1) The reticula allows for a multiple location of centralities. Synchronic and diachronic approaches exist. 2) Synchronic: A centrality accumulates functions (intermodal, civic, commercial, social, institutional, symbolic and residential) but this accumulation can produce heating up of the land market from excess of demand and congestion as this process heats up. i. Centralities must accumulate functions. Reduced functions can reduce the efficiency of the accumulation effect and kill the centrality. ii. Centralities can nevertheless specialize their functions. Either commercial or social functions can be specialized and set in different centralities. Cultural functions can have a different centrality from health functions or the social provision facilities system. Finance office space can have a different one than international corporations in the commercial provision system. iii. Different centralities interact. They have to be related and connected but can be located in a different position, equilibrating land demand and supply, and dissolving congestion. 3) Diachronic: Centralities can move with time when the function evolves due to competitive new processes, congestion grows in a specific place or the facilities provision lack the quality required. i. Relocation of centrality will be natural and adaptable in a reticular model and allows for generation or regeneration of new areas without a major disruption of the system. It will just have to evolve to the new provisions necessary. ii. Regeneration of derelict, abandoned urban areas will have to be cared for in economic, social and environmental terms, incorporating the recycling cost to the development investment.

LIV) Change of the Model: From Darts to Chess

1) The two systems: RadialOrbital and ReticularGrid 2) Radial-Orbital: a. Inefficient accessibility and traffic unstable equilibrium b. Inefficient land provision 3) Reticular-Grid: a. Spreads accessibility and produces traffic stable equilibrium b. Efficient land provision 4) Radial-Orbital is playing darts: Land strategy in a circular model is bound for location at the center. Only the maximum added value process can afford the high prices and the economic and social activities relocated to second best locations relatively distant to the center depending on their socio-economic capacity. 5) Reticular-Grid is playing chess: Location of activities is a multiple factors strategy depending on the complementary activities location. Clusterization and polycentrality allows for an efficient distribution of capital resources in a non-speculative land market controlled by demand. 6) Urban metropolises evolve form a Radial-Orbital model to a Reticular-Grid model: From darts to chess.

LV)

The Economic Efficiency and Social Equity Dichotomy

1) The planning dilemma is a constant struggle to equilibrate social policies and economic policies. 2) Economies of scale phenomena produce an effect of accumulation tendencies in search of economic efficiency. 3) Accumulation produces marginalization and deprivation for the weaker social segments of the productive process and displacement away from the accumulative areas. On the contrary, the pursuit of a redistributive policy will spread opportunities and reduce the efficiency processes and effects of economies of scale. 4) The pursuit of an economic efficiency policy reduces social equity. The pursuit of a social equity policy reduces the economic efficiency. 5) Social equity and economic efficiency are antagonistic objectives and have to be balanced by public policy. 6) There are many technical procedures to assess economic efficiency policies and to maximize the benefits. There are many technical procedures to assess social equity redistributive policies and to maximize the benefits. 7) There are no technical means to balance among both objectives, and only political decisions making, with public participation and democratic elections, governance and accountability, can decide on the share of efforts in the pursuit of both objectives.

LVI) The Spatial Dimension

1) The struggle-equilibrium dichotomy between the social equity objective and the economic efficiency objective has a spatial-physical dimension. 2) The economic efficiency is achieved by the accumulation of productive infrastructure in a specific location where the economic added value processes take place. The need of physical infrastructures for the achievement of production efficiency makes the economic processes, and their efficiency, dependant on the location and infrastructure spatial policies. 3) The social equity is achieved by the accessibility of marginal social groups to the goods and services provided by the socioeconomic structure. This accessibility is not only provided by institutional and economic means, it also has a spatial component of physical proximity and mobility when it takes place in a specific location. Less influential social groups are displaced from centrality points by the land value that reflects the productive capacity of these places. Spatial redistribution of social services (education, health, culture, etc.) and accessibility to collective consumption goods and productive opportunities are unavoidable components of spatial policies. 4) The spatial dimensionthe location of physical capital investmenthas environmental effects that have to be assessed, integrated and compensated. Sustainable development can only be produced with the analysis and implementation of spatial policies for a complementary approach both of economic and social built capital. 5) The spatial-physical dimension is a third party necessityit is the playground where the dichotomy takes place and the management of space can bring alternatives to the resolution of the dichotomy.

LVII) The Institutional Dimension

1) The equilibrium among the three realms is to be achieved by the institutional framework. 2) The antagonism between the economic and social dichotomy can only be balanced by political decisions taken through the social procedures of governance: public participation, political debate, accountability, transparency and democracy. 3) It is the collective decision of a society that decides the share of effort in the pursuit either of economic efficiency and social equity. One can be prioritized at some moment in time, the other in some other, depending on the circumstances and the priorities a society (country, region, city, institution or family unit) is experiencing. 4) The institutional framework uses physical policies such as urban planning, infrastructure, social facilities, capital investment budget allocation, environmental control and promotion, etc., to balance and equilibrate the socio-economic dichotomy struggle. 5) The spatial policies can coordinate and reduce the allocation of resources to avoid the conflict. 6) Dispersion to the periphery for social accessibility and concentration of infrastructure for economic service efficiency, sustainability of capital investment and natural preservation are possible with a physical policy under institutional control where the private freedom for opportunities are preserved within a framework of public objective ethics.

LVIII) Mnemotechnic Icon

1) The spatial equilibrium of the 4 bullet structure of the carbon atom (three sided pyramid) hides the relevance of the institutional framework as an essential part in the control of the other three realms. 2) It is the institutional (governmental) framework which controls and produces the equilibrium among the three disciplines of economy, social and spatial policies. 3) It is in fact best represented by a tripod, a three-legged stool where the legs are held together by the stand of the institutional structure. 4) If one of the legs is missing, or the leg is not adequately controlled by the institutional framework, the stool equilibrium fails and sustainable development cannot be achieved. 5) A partial and temporary appearance of development can be a mirage, (IE: rapid GDP growth) but it will not be sustainable development in the long run if the social and environmental needs are not met with a future spatial vision. The system will malfunction in the future (IE: social unrest, spoil of human resources and environmental assets, etc.) and the apparent advances will end up a drawback. 6) The equilibrium of development policies is achieved by a policy tripod.

LIX) Chess on a Tripod: CT (CiTi)

1) Metropolitan development policies are to be structured in spatial strategy that: a. Overcomes the radial-orbital bound structures of urban scales b. Equilibrates the three realms antagonisms by institutional control 2) These objectives can be summarized by a metropolitan management method that shifts existing metropolitan policies: a. From orbital-radial to reticular-grid spatial land use mechanisms b. From disarticulated and unrelated institutional polices (economic, social and spatial) into an integrated system of policy making 3) This double objective can be a. From darts to chess: How to make non-congestive sustainable development that moves from a spatial orbital model to a reticular one b. In a tripod: Attaining balance among the three instances of development (cconomic efficiency, social equity, spatial sustainability), the 3 legs, through the institutional platform structure 4) Metropolitan Management Planning has to become playing Chess in a Tripod. This is the CT (CiTi) method.

E) The Archetype Model

The chess relationship between the unit (urban) and the board (metropolitan)

LX)

The Grid: The Two Systems

1) The reticular model homogenizes the car/road accessibility to the territory, but prioritizes the mass transit accessibility to the center of the urban metropolis. 2) The grid-reticula serve the homogenization of the territory to private and road transport. All points have equal accessibility, qualified only by their relative position to other activities. 3) This relative position is what makes the reticula isotropic as a mechanism (Chess board) but non-isotropic in each particular case (Chess game) and is used to introduce the particular strategy in each region. 4) The radial-orbital system gives accessibility priority to the center. It is the model applied for public mass transit systems. 5) The radial-orbital system of mass transit gives priority to the use of this mode of transport to access the center and thereby avoids congestion and the unnecessary use of the private car for centrality access. 6) The two systems are superimpossed in the archetypical reticular model to achieve the combination of homogeneous accessibility and priority accessibility using in each case the most adequate mode of transport.

LXI) The Archetype: The Hybrid Grid

1) The Archetype: The superimposed hybrid system 2) The two systems of accessibility have to be combined: a. Private accessibility homogeneous for the territory, (for homogenous land supply and avoidance of congestive thrust to the center) b. Public accessibility prioritized for centrality, (to avoid private congestion of the center and provide alternative transport) 3) Urban hierarchy will be determined by several factors: a. Proximity to the main metropolitan center (the King) b. Along the main commuting lines (the Bishops) c. At comarcal centers among minor urban settlements (the Horses) d. Minor settlements (the Pawns) e. Main lines commuter terminals (the Towers) 4) The train stations would be the intermodal point were urban centrality of the subsidiary urban centers has to take place (See BUD centrality). It is the point of attachment to the metropolitan system, the placenta. 5) From the intermodal centers, minor public and transport facilities (Buses, taxis, parking) capillarize accessibility to the rest of the territory

LXII) The Adaptation: Cairo

1) Cairo schematic model: The archetypical model has to be adapted to the particularities and strategic requirements of the specific case. 2) Cairo is characterized by the Nile fertile plain valley. This land has to be preserved due to its environmental and agricultural value. It also has amenity value. That is non-environmental capital-consuming leisure and location for low land consumption social facilities. Additionally, the land provides urban quality enhancement and public parks accessibility value. The reticular model has to preserve the Nile valley land for environmental and social uses. 3) The other axes have the potential for urban development, productive activities, and housing location, and are well served by public and private transport modalities. 4) The main axis of the reticular model for Cairo would be: a. 1st Priority: East-west axis, as contemplated in the current greater Cairo Plan b. 2nd Priority: The diagonal axes along the border of the delta fringe (avoiding the invasion of the valuable land) c. 2nd bis Priority: The north-south axes along the upstream Nile (avoiding the invasion of valuable land) d. 3rd Priority: The main existing and radial rail lines that can serve the mass transit needs of new settlements with low investment constraints e. 4th Priority: The development of the system allocating interstitial development in the subsidiary centralities

LXIII) The Adaptation: Istanbul

1) Istanbul schematic model: The archetypical model has to be adapted to the particularities and strategic requirements of the specific case. 2) Istanbul is only half of the model. The lower half is the Marmara Sea. 3) The model can be extended eastward and westward but not northwards as it is limited by the Black Sea. 4) The upper half of the model, the mountainous topography of the metropolitan region, has to be preserved against excessive urbanization as an environmental priority. 5) The existing rail and road network is incomplete. To complete it several steps have to be taken: Develop the model. What part of it is already in place? What are the most urgent STRATEGIC steps? Program the rest and provide for adaptation to circumstances. 6) Infrastructure and investments must be prioritized in terms of their necessity and their capacity to foster and promote a sustainable metropolitan system in economic, social, environmental and transport terms.

F) The Praxis
Adaptability of the model to changing circumstances Madrid Bogota

LXIV) The Prototype: Madrid 1996

1) Madrid applied the CT Development model in its Regional Plan. The Plan was approved in first instance, and enforced as of March 1st 1996. (50 years after, to the day, the approval of the previous metropolitan Plan of Bidagor on March 1st 1946). There has not been any other plan in Madrid before or since. 2) The Plan was legally enforced for 8 years until a new planning law made it only indicative. 3) The Plan applied the ORT (Ordenacion Reticular del Territorio Reticular Grid Planning) System and the decisions made then have conditioned with success the territorial organization of Madrid allowing for further decisions consistent with the framework. 4) Explosive growth in Madrid, 50% land use growth every 20 years, was canalized and adequately located. The rights of way for future infrastructure necessities, depending on the path and tendencies whatever they are, have worked well providing the metropolis a framework for sustainable development. Equilibrium exists between social and economic policies, all within a sustainable physical strategic layout. 5) The Plan was presented to the World Bank in November 1998 and a copy is in the archives of the Bank. It was also presented in 6 U.S. universities and the Lincoln Institute in the same period.

LXV) The Situation Confronted in 1995

1) As can be seen in the World Bank analysis in the Dynamics of Global Urban Expansion, the growth was contained and the structure maintained. Growth took place in a dense housing model around the already dense nucleus. This allowed for and fed an efficient heavy rail public transport system (developed since 1987) and expanding Metro system (since 1996 in accordance with the Plan) which is the backbone of the efficiency and mobility of the urban region. 2) Madrid is characterized by an OIL SPLASH (rather than OIL STAIN) structure. 3) The growth of Madrid has taken place from the 1960s onwards. The Spanish economic boom of the 60s brought about a motorization of the working classes and a mobility that was inaccessible before. The housing explosion at metropolitan level was the result of this phenomenon. 4) Suburbanization only truly took place in the northwest areas, closer to the environmental quality of the mountain range foot taken over by the upper income segments of the population. Popular segments located both at the high density Madrid core (La Almendra: 1 million inhabitants) and the pre-existing periphery villages of the northeast (Henares Corridor: 1 million inhabitants) and southwest (La Sagra Corridor: 2 million inhabitants) 5) These 4 (out of 5) million inhabitants were settled along a linear structure, southwest to northeast, parallel to the mountain range. This linear directionality has been the origin of the metropolitan response for the ORT and CT Method application.

LXVI) The Natural Pattern

1) The growth phenomenon took the average residential space consumed by each madrilne from 12 sq meters in 1974, to 20 sq meters in 1996. An increase of 66%. 2) The Plan envisaged a need of 500,000 new dwellings (25,000 per year) beyond the existing stock of 2 million dwellings. That represented a 25% growth of residential assets, but with a tendency towards a lower density than the inherited historical city (Peripheral densities 0.4 sqm/sqm against densities 0.8 on the consolidated city). 3) The need of residential growth of 25% growth though a rate of 50% density would require a need for new residential land in 20 years of 50% of existing built area. Land for 25,000 dwellings every year. 660 Hectares. 6.6 sq km. 2.4 km side square (see Amman figures). 4) 50% growth in 20 years, compared to 100% in the last 400 years (Madrid became capital of Spain in the late 15th Century) was not natural growth. It was not even rapid growth. It was explosive growth, at least for European standards. 5) A systematization of responses had to be organized to cope with the rapid reaction needed to respond to the daily requirements of the 180 municipalities which were under the pressure of new land allocation. 6) The systematization produced by the institutional framework (Regional Plan) had responded to the needs of the three legs of the Tripod. It had to be: a. Environmentally Sustainable: not only preserving but enhancing natural assets b. Economically Efficient: responding to the economic needs to allocate production and services c. Socially Equitable: providing social and spatial accessibility to the weaker social groups

LXVII)

The Natural Reticular Layout

. 1) The Christopher Alexanderdescribed phenomenon of the hexagonal layout of urban location in a featureless plain was distorted in the Madrid case by the existence of a linear ridge of mountains (La Sierra) that determined a primary linearity in the territory. 2) The location of equidistant urban settlements did not take the hexagonal layout form in Madrid region but was determined by the main regional axis (45 degrees southwest-northeast). This axis corresponds as well with the natural equipotential slopes of the terrain. 3) The spatial pattern was formed by a transversal axiality (northwest-southeast) that produced a natural reticular system as an outcome of the distorted hexagonal grid affected by the topographical linearity. 4) The distance of urban nuclei formation was 4.5 km. This is due to the agricultural capacity of land. With the 4.5 km square, 20 sq km was necessary to sustain a basic human settlement at the time of colonization of this territory in 13th Century. 5) The 4.5 km also has a second ergonomic dimension. Half of it, 2.2 km, the distance from the center urban nucleus to the periphery, is the daily distance that takes 20 minutes to traverse to reach the agricultural field. A 20-minute commute in medieval non motorized transport. 20 minutes, now 22 minutes, is the time spent by current madrilnes to reach their daily work by motorized means. In the U.S., 24 minutes. The regional unit of distance is... TIME. Daily time to work.

LXVIII) The Building Up of the System

1) The oil splash phenomenon has created open spaces among the urban nuclei. 2) These interstitial spaces contain the potential to build up an urban regions structure. Space is available to organize the infrastructure and the social, economic and environmental assets that a competitive, equitable and sustainable region needs. These are the spaces organized following the previously developed BUD criteria. 3) Directionalities 4) Matrix lines

LXIX) The Madrid Schematic Model: The Isotropic Matrix

1) In Madrids schematic model (the applied stereotype model) the double accessibility pattern (private and public) present the superimposed road and rail networks, as seen above. 2) The rail network provides privileged accessibility to the center of the metropolis to deter and avoid the use of private transport to access the main centrality. It works as an arborescent fish spin radial system. 3) The road network provides homogeneous accessibility to the periphery, transforming the radial orbital system to a reticular grid one. The homogeneous accessibility fosters land provision in equal, non-speculative terms and helps cross mobility to produce a polycentric efficient metropolis pattern. 4) The 45 degrees tilt due to the mountain range of the northwest Sierra and the protected spaces of the Jarama Regional Park at the southeast complete the schematic model for Madrid. 5) The center of the metropolitan area is urban consolidated. Policies have to be more of an urban precision-scale type even if there is a responsibility towards the whole of the region by the role it plays (King of Chess) and regional, national and international strategies and facilities have to be designed and implemented. 6) The peripheral urban units are the ones that, with interstitial space for metropolitan potential, will play the role of housing growth and developing the metropolitan structure. The double accessibility (train and road) allows for that. They are the BUDs of the growth pattern of the CT system.

LXX) Chess: Madrid Game Strategy: 1980s The Inherited Structure

1) The urban region is not an isomorphic space; it has to be qualified with regional level functions that will have a broad influence (not just a local one). The BUD approach (local) has to be complemented with a regional strategy for location of regional and supraregional elements. 2) On the chessboard, all the squares (the grid) are similar. It appears to be an isomorphic space. Not quite: their location in relation to the border of the chess board provides them with particular qualities. However, lets accept it is an isomorphic space. 3) It is in the isomorphic space that the chess game has to be played. Its the strategy of the game, of every game, that transforms the space on a particular and peculiar space. 4) Each metropolis has to develop and play its own game, requiring its own particular strategy in the CT stereotype model and the already customized regional schematic model. We have seen the examples of it for Cairo, Istanbul and now Madrid. 5) Madrid developed its two branch linear structure (Henares and Sagra Corridors) from the 60s. By the 70s and 80s: a. the highway network (National Autovias N-II to Valencia and N-IV to Lisbon) had reached the expanding regional centers of Torrejon and Getafe. b. The M-30 ring road was completed. c. Barajas International Airport serviced 9 million passengers by the mid 80s

LXXI) Chess: Madrid Game Strategy: 1990s The Natural Extension: Linear

1) By the 90s, before the Regional Plan, some infrastructural decisions were taken and assumed as part of the Plan framework. 2) Planning must not only assume the existing infrastructure but also try to assume decided infrastructure. This is to avoid, as much as possible, administrative and political confrontations that will complicate and put at risk its acceptance by other parties of administrative governance, its approval and its implementation. 3) Only disrupting decisions should be confronted. Such was the case of Madrid regional Plan with the Ministry M-50 layout. The lack of Ministry sensitivity, professional capacity and interest networks for metropolitan scale required political confrontation and forced modification of national policies (alternative airport policy, orbital and radial highway policy, commuter train passive policy). This is when planning proves to be more than just technical. It requires political vision within its DNA. 4) Adequate decisions such as the construction of the high speed train to southern Spain (Sevilla) and prolongation of the highway linear-bipolar system to Toledo and Guadalajara (Beyond regional administrative boundaries) were accepted and fostered. 5) These infrastructural changes projected Madrids Strategy beyond the administrative territorial limits. If territorial strategy were limited to the administrative competence territorial limits, both economic and social, fluid spaces, could still be played beyond the administrative limits. Madrid decided to include in her economic and social space the hinterland beyond its borders, both nationally and supra-regionally (subnationally).

LXXII)

Chess: Madrid Game Strategy: 2000s The New Sstructure: Spatial

1) The Plan established the next phase: Madrid Regional strategy: a. Introduction of the ORT (CT system) for metropolitan development and land-use/transport strategy. i. The Regional Plan received its first approval on March 1,1996, and was ratified by the Regional Assembly in 1997. ii. Implemented beginning in March 1996, it had an indicative character for non-Regional administrations in a wishful open Governance dialogue approach. iii. Both municipalities and the private sector were very happy to see a steady regional framework within which to make their own decisions. Economic growth and land-use spatial infrastructures fluency was increased. iv. In 4 years, 60 master Plans (12-year range plans) out of the 180 municipalities approved. The Regional Plan was the base of interadministrative dialogue and collective decision making. b. Construction of M-45 as the reinforcement of the linear structure and preparation of the reticular one (35 km in 4 years). i. The M-45, placed between the national M-40 and M-50, introduced direct accessibility between the two wings of the Region (Henares and Sagra) avoiding radial and orbital congestive dependency. ii. It provided accessibility for the outskirt housing developments of 250,000 new dwellings within the Regional Plan provisions and Regional approval of Madrids municipal Master Plan (PGOUM 1997) iii. It changed the DNA of the metropolis from a radial one to a linear one, from an Orbital one to a Reticular one within the ORT CT system approach. iv. It was the most relevant shift in Madrid since the 1860 Castro Plan, which established the Castellana as the north-south growth axis of Urban Madrid. The M-45 established the new axis of metropolitan Madrid southwest to southeast in a new dimension and regional scale.

LXXIII) Chess: The Game Strategy: 2010s The Expanded Structure: Full grown

1) The Plan established the following future phases: 1) Development of the Metro and Commuter rail system as part of the public transport metropolitan accessibility structure (90 new km in 4 years) i. The regional plan assumed heavy rail public transport as the basic means of public transport at regional level. ii. Urban centralities with 30,000 inhabitants or more had to be serviced by the metro and commuter rail network. iii. Growth had to take place with priority in the places where public rail transport was existing or could reasonably exist (5 km extensions). 2) National and international hinterland strategy: Madrid as the engine and international platform not only of the Spanish framework but as well an intercontinental platform between Europe and Latin America: i. Madrid: Gate of Europe for Latin America ii. Madrid: Gate of Latin America for Europe iii. Europes air space is saturated. Madrid Regional Plan strategy was to decentralize European air routes to Latin America. iv. Growth of demand from 9 million to 53 million passengers and strategic fusion of Iberia and British Airways to service the Atlantic proves the success of the Regional Plan strategy. 3) Location of the new airport (Juan Carlos I) in Campo Real to the southeast and construction of the metro line in the direction of the new airport to increase prior accessibility of the area. 4) High Speed national radial system: i. Madrid would play the role of central point for Spains economy and a leading role in the Portuguese economy linking Lisbon to Madrid and opening international routes through Campo Real air network services.

LXXIV) The Scheme

1) As we have seen in the strategic approach, the spatial structure of Madrid has a clear form, away from the isomorphic homogenous base of the reticular board. 2) The spatial structure can be seen either in a schematic approach, a diagrammatic approach, or a cartographic approach. Every instrument provides for a different conceptual analysis and decision-making on the terms of the concepts approached. 3) In the schematic approach we can see the basic structure of Madrid Metropolis: A butterfly structure i. The body of the central district, The Almendra, with the M-30 beltway ii. The central spine contains all the international and national transport infrastructures: High speed trains and airports iii. The two wings are the Henares and La Sagra Corridors iv. These two productive corridors are both linked to a freight airport for air export by the M-45 freeway v. The two axes, the historical 19th Century axis and the 21st Century axis, cross at the future centrality of the southeast vi. To the southeast, beyond, the protected areas of the Jarama Regional Park. To the northwest the protected areas of the Sierra mountain ridge and Guadarrama National Park can be found.

LXXV)

The Diagram

1) The cartographic expression transform the conceptual approach of the scheme and the diagram into a more realistic, pragmatic set of land use proposals. 2) The set of land-use specific decisions required for urban transformation should not get into the way of conceptual decision making. Land ownership interest should not be involved with conceptual analysis. The conceptual decision making will benefit form it. 3) Once the conceptual decision has been debated and approved, the Scheme and the Diagram can come down to the required precision for implementation and action. 4) The cartographic approach, running down the scales from metropolitan (1:50,000) to urban (1:5,000) to Urban Design (1:500) will encounter, and have to integrate different disciplines, which, at the end of the process lead to one thing: Management. 5) The cartographic approach allows for discussions on specific details that affect land interests involved, but risk producing too precise of locations that can be misleading to the adaptability concept.

LXXVI) The Strategic Land-Use Map: Base for Dialogue

1) A strategic Plan is a document for debate among the different institutions and administrations responsible for the territory. Democracy shares responsibilities and none can impose criteria on the others. Strategic planning is the outcome of the dialogue among them. Strategic planning is a permanent dialogue among the institutions about the future and the ongoing potentialities and never comes to a halt. 2) A proposal map is the base of the dialogue. The precision in it can mislead the dialogue and the will of the administration that has to produce it. It has to be a dynamic map that is transformed and adapted every time a new agreement has been reached among the institutions involved in the responsibilities. 3) The ongoing map is the base to represent not the final outcome, but the dialogue and participation process. 4) The Madrid Map, the cartographic result of the conceptual decisions as well as the inter-administrative dialogue, stated very clearly (right hand bottom corner) that it was a Plano de Trabajo. Documento de hiptesis de futuro. Carece de validez Juridico-Administartiva. (Working Map. Future hypothesis document. Does not have administrative or legal validity) Legal Validity in the formal compulsory instruments of the Spanish Planning law means rights of development. Rights of development procedure are complex and have to be followed. 5) The date (the most recent: May 1, 1999) expresses the state of the arts in that negotiation at that specific moment. It evolves with time any new agreement ids made.

LXXVII) The Game and the Tactics: Strategy of Chess, Strategy of Figures.

1) Each urban unit plays a different role in the regional strategy. This role is determined by the location, in reference to the other pieces, and its functions, in reference to its own socio-economic system. 2) An analogy can be made with the chess figures: i. The King is the main urban center of the metropolisthe Capital City. The whole system depends on it and it has to work for the best in international and base-economy terms. ii. The Queen is the most important strategic figure. The economy is organised around it and its movements reach and control the whole chess board. The international airports, export links for a globalized world economy, are the most important features for a global metropolis. Its international role depends on them. iii. The Bishops criss-cross their interest in an interwoven strategy. They are the specialized productive centers. They are clustered in their sectoral specialization but interwoven in a general economic strategy. iv. The Horses are more territorial centers. They control a more immediate territory. They are commercial sub-centers of local activities and services. Their joint network forms the basic territorial fabric. v. The Pawns are basic urban units. They house the territorial control through infantry positioning. They are related to the strategic figures playing a complementary local role. They are the peripheral residential growth centers of the metropolis feeding the commuting system. vi. The Towers play a local complementary role to the Queen and the Bishops. They are relevant urban centers both in economic production and territorial importance. They are mostly previous urban centers involved in the expanding growth of the metropolis.

LXXVIII) The Tactics

1) Each figure must know its role and play it to the utmost. If a municipality, because of the political expectations of its representatives, wants to play a role which does not correspond with its potential, there is a serious risk of: i. Misplaced investment in local infrastructure and social services with inefficient results in the long term ii. Inefficient performance in its metropolitan role, which will most probably be taken over by another competitive urban center. 2) In Madrid, the strategy of role playing was well defined and broadly played by the municipalities on an understanding basis. i. The King is the Capital Center. It is the historic Madrid that houses all relevant quaternary (services to the advanced tertiary sector) services. ii. The Queen is the international airport of Barajas and future airport of Campo Real: In 20 years, from 1989 to 2009, it has grown from 9 million to 50 million passengers, getting closer to saturation at 80 million. The future airport of Campo Real, proposed by the Regional Plan, will allow for 150 million passengers, which relates to 750,000 jobs related to airport capacity. 25% of total jobs of the regional economy. iii. The Towers are the two main sub regional centers, provincial capitals, of Toledo and Guadalajara: Important historic and urban centers of 100,000 inhabitants accumulating administrative functions and social and economic centrality.

LXXIX) The Role of the Pieces in the Strategy: The Chess

i. The Bishops are the important industrial centers of the SW and NE periphery (Mostoles, Alcorcon, Getafe, Fuenlabrada, Parla, Alcala de Henares): Each are aroun 15,000 inhabitants. The cluster sector specialization (Electro mechanics, Graphic arts, etc.) make them a network of small and medium-sized regional enterprises. ii. The Horses are the urban centers of sub regional importance having a leadership role in the peripheral territory (Colmenar Viejo, Villalba, Aranjuez, Villarejo): Commercial functions and some minor administrative ones give them area centrality. iii. The pawns are the newly growing residential villages: 31 of them selected to grow more rapidly due to the existing commuter train service or the potential extension of the network due to location within 5 km from existing terminal stations. iv. Regional Strategic locations: A new brand of chess figures. They would be a blend of Towers and Bishops: They are articulating points in the regional space with concentration of logistics and entrepreneurial functions of upper base level. Closely related to the airport and to the productive areas playing a role of economic centralities. Torrejon de Ardoz and Getafe on the two focal points of the M-30, the new 21st Century axis of the regional growth structure.

LXXX)

The Achievements of the Model

1) The Plan was thoroughly applied for 4 years, and formally applied for 6 more years. 2) The game was set during these years. 56 Master Plans were approved the first four years and 25 Master Plans the next 6 years (50% of the municipalities of the region), following the rules and strategies set up by the Regional Plan. 3) Once the Chess game strategy is set in the chessboard and the main figures are set in place, the next player (the following administration) must follow the strategy put in place by the first player. 4) This has been the case of the Madrid Regional Plan. Even though the Plan was intentionally indicative, to allow for inter-administrative dialogue and Governance, the basic pattern rules of the Plan and the main projects have been unfolded as an obvious consequence by the following administrations. 5) Such is the case of the commuting transversal from the N-V (Mostoles, Alcorcon) to the N-II (Alcala-Guadalajara) corridors.

LXXXI) Regional Plan Implemented Projects

1) The list of achievements is extensive: i. M-45 Freeway, transforming the orbital regional structure into a linear-reticular one ii. Metro-Sur transversal connection (Should have been a better commuter train) iii. Barajas Metro connection iv. Arganda-Campo Real Metro v. Campo Real Airport location vi. R-5 Freeway from Va Lusitana to Mostoles vii. R-3 from ODonell to Campo Real viii. North West Highway, M-501 by Boadilla and Brunete. ix. M-100 by Cobea and Ajalvir. x. Numerous BUDs (Balanced Urban Development UDEs) up to 30,000 houses
each. Especially relevant are those with Commuter train service: Meco, Torrejn de Ardoz, Arroyomolinos, Navalcarnero, Getafe, Pinto, Valdemoro, Humanes, Grin). 6,000 million Euros benefit for the Regional economy out of infrastructure and congestion savings. xi. The SE Madrid Capital BUDs originated from 1989 proposals previous to the Master Plan Draft of 1991 and the Regional Plan. xii. Enterprise Zones as Carpetania (by the future freight airport of Getafe), Meco, Parla, and San Fernando-Torrejn, or Logistic City by Campo Real future airport. xiii. Large social facilities including the WB Theme Park, Indoors Snow Center of Arroyomolinos. xiv. National and international facilities in Castellana project, Olympic facilities location in Valdecarros, East Centrality and Campamento.

LXXXII) Ongoing Effects

1) All ongoing effects have been projects originated by the Regional Plan that has restructured the Region. Madrid has proven since to be the engine of economic development in Spain and its leadership role has grown in the national economy, taking Madrid into the concert of main European metropolises. 2) The Plan goes on influencing relevant and strategic decisions 14 years later.

LXXXIII) Praxis: Adaptative ApplicationThe Bogota Case

1) Bogota Cundinamarca the Capital Region of Colombia has a very decentralized administrative system. 2) Land use responsibilities lie almost absolutely in the hands of the municipalities. In the Sabana, the metropolitan area of Bogota, there are 25 separate municipalities. 3) The regional Government (Departamento de Cundinamarca: 2 million inhabitants) has almost no land capacities and a limited budget. Leadership can neither be exercise by compulsory law capacities, nor by economic incentive means. 4) The Capital Bogota (8 million inhabitants) is a Department of its own, at the same administrative level of the region it belongs to. Political and administrative confrontation is common practice. 5) The atomized responsibilities make it very difficult to coordinate a metropolitan land use policy. The 4 year inextensible political term period make the actors unable to undertake relevant long term projects and establish a consistent and stable territorial policy. 6) The Sabana is a flat, high plateau limited to the east by a linear Cordillera and to the west by the 2,000 meter slopes down to the Magdalena River, the northsouth backbone river of the country. 7) Bogota has its back to the Cordillera. The flat plateau extends to its northwest in an area 40 km wide and 80 km long. The regional structure is linear.

LXXXIV) The Cundinamarca Structure

1) If we focus on the core of the metropolitan region, we can see that the two main directionalities have appeared naturally. i. The directionality is along the main axis of the region. We see the 3 roads going from Facatativa, Madrid and Funza to Zipaquira. A fourth road, the primigenius one, goes from Soacha through central Bogota (Carrera Septima) to the north. ii. The cross directionality is represented by: 1) the two main roads from central Bogota (Calle 26 and 80) through Facatativa and El Rosal to the Magdalena Valley and Medellin (second largest city in the country), 2) the road from Soacha in the same northwest direction, and 3) the alignment of other secondary settlements with Chia (roads not represented). 2) This bi-axial natural organization of the territory falls into the reticular pattern. 3) The cordillera linearity to the east of Bogota has determined the linearity and reticulation of the metropolitan system. Invasive settlements beyond the cordillera due to the proximity to the Metropolitan center (La Calera) do not alter the natural settlement pattern.

LXXXV) The Analysis: Directionalities and Cross Directionalities

1) The analysis for the metropolitan pattern was first presented in Bogota in 1998, together with the ORT (CT) Methodology and the Madrid Regional Case. 2) The three main conclusions for Cundinamarca Priorities were: i. To understand and to play within the Reticular structure of the Sabana Region. The Capital Region. To follow the inner structure of the Region would result in a strong and equilibrated, efficient and equitable, metropolis. ii. The need for a commuter train development, based in the existing 3 tracks. The system was compatible with an underground completion with Estacion Central as the main metropolitan intermodal system. iii. The reservation of space for and the preparation of a new airport before the forecasted collapse of the existing El Dorado due to metropolitan economic base growth and passenger extrapolated forecasts. 3) The reticularity of the metropolitan area was presented and the CT system, the Chess strategy, shown as a system of regional articulation and interadministrative relations. 4) The administrative atomization of territorial responsibilities has made it very difficult in these last 13 years to build up a consistent Metropolitan Plan and administrative collaboration between the Cundinamarca and Bogota Departments and the numerous municipalities of the metropolitan area.

LXXXVI) The Matrix

1) One of the main actors in the metropolitan dialogue and governance has been a multilateral organization that promotes governance processes in the Latin America and Caribbean (LAC) Region. It is the United Nations Center of Regional Development based in Japan, with an Office in Bogota. 2) The UNCRD has promoted the inter-administrative dialogue during these years and has fostered, lead and collaborated in the formation of Metropolitan criteria with the different administrations. 3) The ... Mesa para and the International Panel for the reinforcement of the regional, financial and territorial frameworks for the Region Capital made with the INTA (International Urban Development Association) are good examples of this work. 4) The good will dialogue, with no hierarchical implications, the UNCRD can have with the different administrations, especially with the municipalities, is a base for metropolitan common vision and informal agreements. i. The BUD principles are being applied by several municipalities. ii. The grid infrastructures approach has been informally implemented by the National Planning Department (DNP). iii. The commuter train has become a priority for the Cundinamarca Government. iv. Bogota municipality has accepted it cannot work without a metropolitan vision. v. The National Government Aviation Authorities is foreseeing the need for a new airport to combat the forecasted saturation of the current airport.

LXXXVII)

The Game

1) The Game, as it is being played by the UNCRD is a correct metropolitan strategy in the atomized administrative framework of the Colombian legal system. The new LOOT, a Territorial Law, opens expectations not yet explored. 2) The governance strategy contains substantive strategic planning principles: i. In administrative terms: 1) Indicative and not Compulsory 2) Inter-administrative consensus ii. In technical terms 1) Long 2) Wide 3) Variable Geometry 4) Sliding Horizon

LXXXVIII)

Governance Strategy: Administrative

1) In Administrative (Political) terms, the Plan has to be: 1) Indicative: There is no point trying to impose territorial visions from one administration upon another when the responsibilities are shared. Only a constant dialogue where every administrations competences are respected can be fruitful. 2) Consensed: There are two types of consensus to be achieved. 2.a: Synchronic Consensus: The Plan cannot be imposed on other Administrations. It has to be permanently discussed and consensus reached among those administrations with responsibilities in the territory (ministries, municipalities, public agencies, regional government departments, civic society, private sector, etc) in each moment in time. 2.b: Diachronic Consensus: The Plan spans across many mandates and legislatures. A 20 year Plan will involve 5 mandates (5 governments). The results of the next 5 elections are unpredictable. There is no way to design the Plan in concensus with those unknown future governments. There are two ways to overcome this limitation:

LXXXIX) Governance Strategy: Technical

1) In Technical Terms the Plan has to be i. Wide in scope: To incorporate economic and social vision to the spatial dimension. Five sectors: transport, housing, environment, productive processes, and social facilities. ii. Long in view: Regional Plans have a long perspective. Urban master Plans have an 8/12 years horizon span. Metropolitan Plans are the framework of these more detailed plans. They need to have a longer vision to be able to accommodate the urban plans within their framework. They therefore need 16 to 40 years spans. Political mandate period units (4 years) allow management to adjust planning. Each new government can plan its vision and manage accordingly. iii. Adaptable to changing circumstances: The economic and social circumstances in a territory evolve. Planning must be receptive and adaptative to this evolution. Opportunities have to be introduced, deviations, mistakes or delays reconducted as soon as possible. This is the necessary variable geometry of Regional Plans. iv. Evolutive in time: The long vision scope (16 to 40 years, or 20 to 24 best) has to be made compatible with the adaptability needs (at least every 4 years minimum). The revision every 4 years should keep the 20 or 24-year horizon. The future horizon shifts along every revision period. It is the necessary sliding horizon for the long range Regional Plans.

XC)

Governance Strategy: Procedural

1) The diachronic consensus (the periodic revision of the Adaptability within the variable geometry) and the sliding horizon should be applied in every new political Mandate. This is most commonly a four year period. 2) The 4 year revision period allows every government to adapt the Plan to its own vision. This proposal is in itself an open hand to dialogue with these future Governments. 3) The future Governments will emerge from political tendencies and ideologies. These tendencies are mostly represented in the current regional parliament or legislative elected body. The debate and consensus within this body will produce the agreement, in general terms, of the future Governments generated from parliamentary elections.

XCI) The Development

1) The path is progressing across time and difficulties. 2) The challenge today, as it was 14 years ago (1998-2012) when the CT system was presented, is the same. But now it has been assumed and the difficulties are financial and managerial. The broad vision and objectives are woven into the accumulated actions of the administrations. 3) Today the main projects are: i. The commuter train and metro system: The commuter train is just a matter of finance. The demand cannot support the capital cost on its own. The Cundinamarca Government does not have a budget capable of assuming the capital investment. Metro is today a priority but the short term periods of 4 years do not politically allow for a project which will benefit the next local government. ii. The reticulization of the metropolis: Today the outskirts of the metropolis are envisaged as a reticular system in expansion. Therefore, a real freeway system has to be envisaged beyond the improvement of local existing roads. iii. The new airport expansion: The growth of the Colombian economy, close to 30% of which is Bogota, in the global context requires an important emphasis on the airport system. The limited two runaway airport of El Dorado is confronting the need of a new location, as was already pointed out in 1998.

XCII) The Backbone of the Region: The Zero Freeway (Via Cero)

1) The metropolitan explosion is spilling over the saturated capital territory. The outer capital, the metropolitan space, is being invaded by unplanned urban settlements in a regional structure. They are just the accumulation of local planning. 2) The space is becoming scarce for large metropolitan infrastructures. There is urgency for a complete vision of the Sabana Capital Region Metropolitan Area. 3) Large infrastructures have multiplier effects and spin offs synergies that have best used. A backbone freeway with its noise and pollution impact is not the location for housing. Rather, it is the location for productive activities (see BUD development). 4) The Zero Freeway tangents the airport. It is the adequate location for firms that require airport accessibility, especially export firms of added value products that constitute the strategic future of Colombia, not only of Bogota. This is a national issue. 5) The linear structure allows for expansion without congestion, and for the localisation of firms in relation to their gradient needs of proximity to the airport services. This would avoid the overheating of land in a concentric development project around the airport, and will open up to sustainable links with the future airport location. 6) The previous objectives have been achieved, at least in policy objectives terms, if not in project management terms. The Zero Freeway is the next challenge for the collective consciousness of the metropolis. To build up its roots in a consensus building, variable geometry approach and sliding horizon vision is the very core of the CT Metropolitan Method.

G) The Propositive Analysis

Metropolitan taming of: Cairo Amman Nairobi Mombasa Dar es Salaam NDjamena Colombo Istanbul Baku Caribe

XCIII) Other Models: Cairo - MENA

1) The CT Growth Method is being applied to other metropolis, beyond the Madrid and Bogota efficient results. Such is the case of Cairo and Amman. 2) Cairo: i. A fast growing metropolis: 1.6% annual growth. 50% growth in the next 25 years. A GDP growth over 5% which means 100% in 14 years. ii. 19 million inhabitants and 89% of current construction takes place on uncontrolled settlements. 45% of Cairos population lives in illegal settlements. iii. The New Towns approach is only able to house the upper economic classes. The rest takes place in the informal agriculturally (Nile Valley high value) intrusive areas. iv. A new approach has to be taken providing a larger range of alternatives to house the different demand capacity levels. v. The CT approach offers the possibility of multiple location alternatives all based on the heavy transport potential lines for commuting train. vi. There are as many as 13 alternatives in the short range and 26 in the long range. All alternative include a public transport sustainable base.

XCIV) Amman MENA

1) Amman is going to grow by 300% (from 2.2 million to 6.4 million) in 13 years. 2) It needs to respond by producing 20 square km of housing land every year to provide for population needs and avoid slum sprawl. 400 sq km in the next 20 years. 3) Amman is in the hedge of a high quality vegetated hilly land and has to control avoiding sprawl in this area. 4) Growth has to take place in low, flat, serviced desert fringe land. 5) CT provides for the structure of provision of this land based in: 1) A parallel structure to the existing natural north-south metropolitan structure 2) A mass public transport provision of commuter train loop around 3) An extension eastward of the Amman centrality 4) Directly linked to the international airport and 5) With a capable expansion of the road and street network. 6) The administrative and political challenge is to produce one of these BUDs (Balanced Urban Developments) every year.

XCV)

Other Models:

1) The topographical features of linearity and cross gradient effects are common to many places around the world. Though climate is a variable that affects the micro scale design, and climate change resilience has to be incorporated into the infrastructure design and maintenance, the overall CT reticular system is applicable in different continents and cultures. It is a system adaptable to local circumstances while maintaining its general characteristics and benefits.

XCVI) Istanbul ECA Europe

1) Istanbul: i. A radial city in a linear region. Compatibility of both systems has to be attained through the reticulation of the metropolis. ii. The mass public transport structure has to be adapted to the polycentrality structure and to the different levels of international, national, metropolitan and urban accessibility.

XCVII)

Colombo South Asia, and Accra Sub Saharan Africa

1) Colombo: i. Colombos reticular structure was well detected and developed in the 1996 metropolitan strategic Plan. It is the outcome of the linear sea line and the inland gradients of topography and ecosystems. ii. CT can work within this framework providing alternative locations for urban growth within the objective and possibility of a mass transit system expansion developing the existing rail tracks assets. 2) Accra: i. Accra is experiencing an urban explosion. A 6.6% built area growth makes of it one of the fastest growing metropolises in the world. ii. The disaggregated administrative structure makes it very difficult to form and implement a consistent metropolitan policy to address the metropolitan structure, service provision and allocation of land. iii. CT develops the natural structure of the metropolis determined by the linearity of the coast and the inland gradient expansion. iv. The existing rail tracks allow for the generation of urban centralities that constitute the core of a structured housing development in a BUD (Balanced Urban development) approach.

XCVIII) Africa

1) African cities are the ones that are experiencing the highest growth figures. The climate change and the social instability and security are producing large migration flows to the capital cities, within a context of extremely low incomes as little as 1 or 2 dollars per day. 2) The lack of capacity of these informal settlers to enter the formal housing market requires some public action to address the necessities of these populations, including public action in determining: i. The main infrastructures (accessibility, public transport, sewage, water and electricity) necessary which will relocate the pressure of slums around a congested center and ii. The provision of land to the controlled auto-construction processes. iii. Social services have to be forecasted (if not yet provided) in such a budgetary context.

XCIX) Dar es Salaam

1) Dar is a coastal city with the shoreline linearity that provides a very clear urban directionality. The railroad and the main road towards the center of the African continent made Dars port the relevant center, which has determined its historical importance. This railroad line determines the perpendicular axis to the shore line and the origin of the reticular vocation of the metropolitan system. 2) The railroad tracks could support a commuter train service, which will serve as the main public transport Dar system. Complementary BRT can feed and be fed by the commuter system. The intermodal stations would form regional and urban centralities of coordinated rank. 3) The watershed and the housing areas are coordinated within the system to avoid the climate change effects on recurrent flooding, prepare for new urban development areas in the right location and control and upgrade the existing slum areas. 4) These principles set by CT Method have produced a proposal for the Municipality of Metropolitan Dar form the Polytechnic of Milan, to feed the master Plan and the World Bank projects. Dar es Salaam project has received a Special Mention from the Ambrosetti S.p.A. 2011 International Competition.

NDjamena

NDjamena: 5) Is a million inhabitant city that has a population growth rate of 6% per year. 100% in 12 years. 60,000 new immigrants every year. 12,000 families. 36 new slum dwellings every day. 6) To provide for this population need, a 5 sq km (a 2.2 km square) would be needed every year. That equals a surface of 5 x 10 km in ten years. 7) In the absence of this administrative response, the slum proliferation is destroying the natural fabric of the growth of the city and will prevent any possible sustainable urban fabric in the future. 8) The structure and evolution of the city provides for the rational extension of the pattern within the CT framework and BUD approach east of the existing limits. 9) The new oil-based national income allows not only for the provision of land, free of charge, for the newcomers but also for the provision of the basic infrastructure necessary to promote the future evolution of a sustainable urban structure.

C)

Nairobi

Nairobi 1) Nairobi is growing from a population of 3.5 million to 5 million. Economic growth is will bring car ownership from 0.1 ratios to 0.3 ratios. Saturation asymptote is 0.7 2) The 300,000 existing vehicles Nairobi is currently confronting and produces total collapse, will grow to 1.5 million. This is an unsustainable prospect that the public administration has to confront by avoiding mono-centrality. 3) Nairobi has a linear structure that has not been promoted by recent planning analysis or policies. Radial and orbital proposals confront the natural decongestion of the city along the linear layout of rail tracks. 4) The development of a commuter system in Nairobi would allow for the shift into the current modal share towards a mass public transport oriented and will allow developing decongestive centralities along the line.

CI)

Nairobi

1) Centralities can house commercial and social services, economic activities and housing densities that will both benefit the use of mass public transport and benefit as well from it. 2) The linearity of the city will allow for a linear provision of road infrastructure along the edge of the Athi river valley plain that will decongest the actual pressure the center is suffering, and will be the forerunner of a sustainable linear/reticular development. 3) The BUD model around the commuter train stations to be developed in a first phase will be the frontrunners of the BUDs to be developed to address the explosive population and economic growth forecasted for the near future of Nairobi.

CII)

Mombasa

1) Mombasa is a strategic city for the Kenyan economy. The import-export port has to have an efficient urban functionality. 2) The quality of the port with north and south harbours make it difficult to link the diverse, separated parts of the city into a single system. The defensive island location introduces a further difficulty. 3) There is a necessity to introduce a transport structure that avoids the malfunctions of the limited accessibility. The transport structure has to be evolved into a unitary public and private transport network. 4) The existence of rail tracks and brownfields land for development allows a continuous and consistent system with provision of centralities for development of economic activities. 5) The extension of the rail tracks for a light rail service beyond the business island core will allow for a real alternative to the use of congestive road transport.

CIII) Uganda: Kampala

1) Uganda is a land-locked country with rail link through Nairobi to the port of Mombasa for its international trade. The centrality of Kampala contrasts with a need to produce a national equilibrated urban system. Urban structuring and infrastructure promotion on secondary cities will provide for the articulation of Ugandas urban system. 2) Kampala: a. Kampala has 1.4 million inhabitants, well ahead the second city in size, Gulu, with just 150,000 inhabitants. b. It has a low hilly topography. The hills are scattered organically along a system of parallel lines. c. The rail line goes along one of the east-west linear valleys parallel to Lake Victorias shore. d. Urban center is found along a perpendicular valley among the circular shaped socio-symbolic hilltops. e. The metropolitan structure takes the shape of reticula of hills and valleys that can be extended along the suburban rail tracks network. f. Centralities in the urban structure have to trade off and over-imposed against the valley accessibility network.

CIV) Ugandas National Urban Structure

1) National urban structure a. The relevance of Lake Victoria for the strategic location of Kampala determines its capital role. It is the centrality in the national urban structure and turning point and passage point for any national network. b. The watersheds which occupy large areas in the center of the country determine a peripheral structure for the location of the urban settlements c. The resulting national territorial structure is quite rational and the policies need only try to reach the adequate weight and efficiency capacity for each one of those urban settlements in order to play an adequate, concerted synergic development action. 2) Jinja: a. Jinja is a lake shore city with peripheral train accessibility provision that can serve as new urban centrality and the core of a light rail urban network to provide both the intra-urban and the inter-urban network. b. Housing developments can take place along the potential new light rail stations. c. The size of the city only provides for an urban reticula structure and CT system is not yet relevant or necessary.

CV)

Lira and Mbarara-Bwizibwera

Lira: d. Lira is a Walter Christaller paradigmatic city. e. The featureless plain has produced a triangular-hexagonal structure. f. The structure has to be respected and the articulation of the infrastructures and urban centralities and services should follow the natural triangular pattern. g. Current centrality should grow towards the re-location of the new railway station along the rail line in a more strategic positioning. Mbarara-Bwizibwera h. Mbarara-Bwizibwera is a bicephalic urban system. The two nearby cities create a bipolar urban structure. i. The two systems must be integrated using the basic structure that conforms both and which are determined by the orthogonality of some of the topographic and road network. j. The reticular completion of the system provides for the basic structure of the combined and unified bicephalic urban system. k. The diagonal between both centralities provides for the main line of growth to build up the integration. l. A new centrality of a higher rank can be promoted between the existing ones. m. River assets have to be traded off against a new location of the airport runway

G) Response to the phenomenon

CVI) Prevention of the Misuse of CT

1) The DNA of metropolises cannot be forced. 2) They have their own inner system and mechanism that they have being developing for centuries in their own natural organic way of growing 3) The role of the planner is to understand that inner structure and to extrapolate it to a new dimension so it will be able to house an explosion of growth that the natural organism is not any more able to cope with. 4) It is an artificial process; it is not any more the disjointed incrementalism or the biological mechanism they have been developing until now. It is a purposeful and rational approach that needs collective and individual intelligence. 5) But this has to be done within the structure of the metropolis, not against it. 6) If we force the metropolis into becoming what it is not, we will end up with a malfunctioning metropolitan system, strained between the natural structure and the imposed one a neurotic metropolis. 7) Understanding the inner structurethe DNA of the metropolisis both a matter of knowledge, professional craftsmanship, intuition and creative capacity. We need sensitivity and sensibility towards the beautiful human production that the metropolises are.

CVII) Response to the Explosion Phenomenon

Appendixes
Appendix I: Appendix II: How to grow a BUD How to grow a Garden

Appendix I: How to grow a BUD:

Capital Region Chart/Act

Bogot / Cundinamarca
99 guidelines for the Urban Planning in a Metropolitan Context INTRODUCTION: DIVERSITY within HOMOGENEITY The present record contains a set of localization principles of activities and local scale land use which may be applied in a municipality that belongs to a Metropolitan CityRegion growth framework. This deals with the case of the municipalities located within Cundinamarca Savanna. These principles may also be useful for the Metropolitan Planning of Latin American cities/regions with similar features of expansion and rapid growth. It has also been useful for Madrids Region throughout the last 15 years, within the regional and municipal process started with the Regional Plan on the March 1, 1996. These guidelines are a draft proposal open discussion between the main players and those who respond in taking decision about the land use within the municipalities and regional spheres. It is necessary to conform and articulate the debate in exam and its agreement. Once an agreement is reached, its main aim is to conform a reference framework for all decisions held in a local level within the competences of each municipality. If the principles of these decisions, which are held separately in the territory, are common and homogeneously applied, the metropolitan plan will present coherence. These principles belong to the professional Good Practice of urban design and territorial planning. They may be useful for whatever municipality regardless of whether or not they have been discussed and agreed upon in a metropolitan scale. Even if a municipality that conducts its own territorial planning based on other criteria would reject them, its difference and exception do not reduce the effectiveness of the application to the metropolitan plan. It only requires a differential treatment of metropolitan policies in case of relevant change of the homogeneous diversity generated by those principles. The metropolis will gain with the implementation in spite of the circumstantial change. Epilogue to the Capital Region Chart/Act: Bogot/Cundinamarca, examples and practical implementations of the principles to many specific cases around the region are provided, so they can prove the flexibility and adaptability in the principles applied, as well as the solutions heterogeneity, all of which fall within the homogeneous diversity mentioned. 100606

1) Urban Structure
1.1) The regional territory will be organized in municipal units, the Regional Block (01) 1.2) Each Regional Block will contain, except in special cases, an urban nucleus of population. (02) 1.3) The Regional Block is defined by segments of Matrix Lines that design its perimeter. (03) 1.4) The Regional Block nucleus of population will be located nearest to its center. (04) 1.5) The Civic Center of the Regional Block (municipal unity) is generated by the synergic concentration of urban complementary centric activities: (05) 1.5.1) Modal exchanger or station of transportation 1.5.2) Civic spaces/squares of coexistence 1.5.3) Small and/or medium commercial activities 1.5.4) Social equipments 1.5.5) High residential density rate (>40 in/ha) 1.5.6) Public institutional buildings 1.5.7) Fundamental social emblematic element (06) (07) (08) (09) (10) (11) (12)

2) Residential
2.1) The new residential settlements will require a contiguous design in order to reach urban integration with the existent population nucleus within the developed urban heart. (13) 2.2) The new residential settlements will be located as close as possible to the High Capacity Public Transportation stations (H.C.P.T.), which in turn will acquire an urban centric feature. (14) 2.3) There may not be residential settlements in front of Matrix Lines in order to avoid environment and acoustic impact produced by those and that can be absorbed by dwellings. (15) 2.4) If the population nucleus reach the Matrix Lines, the first settlement segment, or the first urban block, will be of management, industrial or tertiary offices use, in order to make them absorb acoustic impact produced by Matrix Lines. (16) 2.5) Urban integration can be reached through: 2.5.1) road connections, such as urban and local levels, (17) (18)

2.5.2) civic and social equipments that articulate location. (19) 2.5.3) residential continuity, which cannot be divided by a green system crossing the access axis to the civic center. (20) 2.6) Densities 2.6.1) The nucleus center must present higher residential densities rate (higher than 40 in/ha). (21) 2.6.2) Residential densities must decrease progressively towards the suburb (less than 10 in/ha) (22) 2.7.1) Diversity 2.7.1) Each Regional Block must present typological diversity, all kinds of lifestyle and the widest range of housing prices. (23) 2.7.2) Each Regional Block must reach social diversity and beneficial effects of integration, avoiding territorial segregation and ghetto formation. (24)

3) Social Equipments
3.1) Social equipments will be located differently according to their local or regional nature. (25) 3.2) Local social equipments will be located continuously within the residential urban scheme of the population nucleus. (26) 3.2.1) The current social equipments deficit may need to be compensated by those who are responsible for new residential settlements. (27) 3.2.2) Local social equipments which require fundamentally accessibility will be located inside the urban scheme, in first level urban intersections, reinforcing the civic center nature possessed by urban knots. (28) 3.2.3) Local social equipments which require bigger/spaces for their own development will be located contiguously to the urban borders, between the nucleus residential scheme and urban parks that penetrate throughout gaps from limitation parks to the historical center. (29) 3.3) Regional social equipments between municipalities will be located in the intersection among Matrix Lines and the railway system, searching for double accessibility from the regional road network and the railway structure. (30) 3.3.1) Big regional social equipments, such as universities, hospitals, sports centers, etc., will have suburban railway station services. (31) 3.3.2) Big regional equipment parking will be measured in order to pursue in complement the function of a convenience parking, so to avoid the

indiscriminate use of vehicles within the urban center. Those who are not served directly by suburban systems may use regional equipment parking to find themselves around its road paths that gives access to the metropolitan center. (32)

4) Commercial Activities
4.1) Commercial activities will be located differently according to their local or supra local nature. (33) 4.2) Local commercial activities, small and medium commerce, will be located on the inside of the urban scheme. (34) 4.2.1) Local commercial activities will fulfill the function, complementary and interactive, of reinforcement of civic centers and the gaining of mutual synergies. (35) 4.3) Supra local commercial activities, big commercial surfaces, will be located in the intersection between the primary regional road system, the Matrix Lines, and the secondary road system which gives access to Regional Blocks. (36) 4.3.1) The economic impact of supra local commercial activities on Regional Blocks affected by their operational range requires control and limitation regarding its size, typology and surface. (37) 4.3.2) Supra local commercial activities will be distributed throughout the territory in such way that an equal and balanced amount of square meters per inhabitant is held in each Regional Block. (38) 4.3.3) Land requalification for those activities is implied for its conversion as well, once the activities are considered definitely obsolete and therefore recovered, in social equipment lands such as suburban as supra regional natures. (39)

5) Management Activities
5.1) Because of their accessibility and load transportation needs, economic and management facilities, such as tertiary offices and specialty industries will be located parallel to the regional road system and directly connected to Matrix Lines. (40) 5.2) From their creation, Matrix Lines will be closed to traffic interferences from adjacent activities. (41) 5.3) Economic and management facilities which are not completely compatible with

residential activities (such as daily contaminating impact and accessibility and load transportation need) will be located separately. (42) 5.4) Locations 5.4.1) Matrix Lines intersections with the railway system: the companies which, for their size or production, require heavy transportation, by automobile as by rails, may be located in intersection system knots between the railway system and the regional Force Lines. (43) 5.4.2) Matrix Lines intersections with the secondary road network: in order to reach maximum accessibility, priority locations will be defined as close as possible to connection knots of the secondary road network with the main road system, regional Force Lines, on the inside of the Regional Block. (44) 5.4.3) Matrix Lines frontage: wherein companies facades are visible from the Matrix Lines and will be converted in display locations, due to relevant traffic nearby. Those will have the tendency to be more expensive and to be mainly used by tertiary activities or showcase industries. (45) 5.4.4) Secondary road network system front: the showcase effect produced near the Matrix Lines will be reproduced on a local scale next to the secondary road network of access to urban nucleus, being used as well by commercial activities and public activities. (46) 5.4.5) Interstitial green system faades: interior companies fronts across from those which face the Matrix Lines will gain location value. However, there will be interstitial green spaces that could mitigate access to Regional Blocks population nucleus. (47) 5.4.6) Matrix Lines intersections 5.4.6.1) Spaces located near intersection knots with Matrix Lines, due to their low accessibility as a result of a lack of connections or local nature exits, CANNOT be conceived as priority locations for high density activities. (48) 5.4.6.2) Spaces located near intersection knots between two Matrix Lines will become coveted spaces for high density activities due to their high visualization. (49) 5.4.6.3) Spaces located near Matrix Line intersection knots are intersection points of service infrastructure (such as water, phones, electricity, etc.). Those are adequate spaces to control central and net distribution locations. (50) 5.4.6.4) Since spaces next to Matrix Line knots are highly visible, it is advisable that control centers and infrastructure distribution assumes an emblematic and popular nature, which calls for a consequential architectural treatment. (51)

6) Public Transport
There is a distinction between high capacity public transportation, defined by a more regional aspect, and low/medium capacity public transportation, more urban natured. (52) 6.1) High capacity public transportation system (HCPT) 6.1.1) High Capacity Public Transportation (HCPT) route lines, suburban trains and/or subways, will connect different population nuclei which are located between two Matrix Lines. (53) 6.1.2) High Capacity Public Transportation (HCPT) station, suburban trains stations and subway stops, will be located in priority with: 6.1.2.1) the regional block residential nucleus. (54) 6.1.2.2) the regional primary road system intersection, Matrix Lines. (55) 6.1.3) Regional Blocks HCPT residential nucleus station will be located according to: 6.1.3.1) the nucleus center and (56) 6.1.3.2) the nucleus borders. (57) 6.1.4) Nucleus center 6.1.4.1) HCPT residential nucleus station will coincide with civic centric spaces. (58) 6.1.4.2) HCPT station in the nucleus center will be reinforced with the concentration of centric urban activities. (59) 6.1.5) Nucleus borders 6.1.5.1) HCPT nucleus borders station must exploit its centric potential in order to generate an urban center which feed, and may be fed by, future urban residential settlements. (60) 6.1.5.2) Nearby HCPT stations must be produced a synergic concentration of centric functions (access, civic spaces, housing, commercial activities, social equipments, institutional and public buildings) (61) 6.1.6) HCPT stations located at Matrix Lines intersections must only be established according to their utility for great regional services: universities, hospitals, sports centers, etc. (62) 6.1.7) New rail transportation routes will be made in trenches in order to not inevitably section the continuous urban plan potential on the surface. (63)

6.2) Low capacity public transportation system (LCPT) 6.2.1) Low capacity public transportation (LCPT) heads system, buses and taxis, must be located at high capacity system stations. (64) 6.2.2) LCPT routes may be defined in two ways: 6.2.2.1) an internal loop within the Regional Block. 6.2.2.2) an open course between two or more Regional Blocks.

(65) (66)

6.2.2) The loop route will begin and will end in the same modal exchanger. (67) 6.2.3) The open route will begin and will end in two different modal exchangers. (68) 6.2.4) The High and Low Capacity systems will work in complementary ways. (69) 6.2.4.1) High and Low Capacity complementation may be conceived as extension whenever the demand does not reach the transportation threshold of HCPT. (70) 6.2.4.2) High and Low Capacity complementation may be conceived as interconnection in order to create perpendicular and transversal relations between HCPT different routes. (71) 6.2.4.3) High and Low Capacity complementation may be conceived as route overlapping, in order to arrange local accessibility with wider frequencies of stops. (72) 6.2.5) Low Capacity Public Transportations different forms (taxi, microbus, bus, intercity bus, tramways) will be chosen according to each systems efficiency threshold. (73)

7) Road Network
7.1) The first level road system, Matrix Lines, will be protected in its entire course. (74) 7.2) The secondary road system establishes accessibility between Regional Blocks urban nuclei and the main road system, the regional net of Matrix Lines. (75) 7.3) A tertiary road system will give support to the urban scheme inside. That will be defined by a superior level net made of an arterial urban system. (76) 7.4) A fourth road system will be designed by a capillary system of local internal accessibility. (77)

7.5) Each one of the different systems will present a profile and typology features of their own. (78)

8) Environment
8.1) The park regional structure will go beyond the basic concept of a simple environmental belt of protection. It will embody the idea of medium fixed capital increase through the inversion of patrimony creation. It will not only protect as it will also create environment patrimony. (79) 8.2) The regional ecologic environment system aims for spatial continuity from supra regional territory to urban spaces. (80) 8.3) The green spaces system should avoid expanding urban zone convergence and compression. The continuous systems main environmental aim, beyond internal reasons of biodiversity territorial fluxes continuity, is to avoid urban zone convergence in order to reach contiguous conurbation which does not permit infrastructure and regional social equipments locations or territorial sustainable overrun. (81) 8.4) The regional environment system is made up of spaces of different levels, specialization and characterization: (82) 8.4.1) Urban (83) 8.4.2) Sub-urban (84) 8.4.3) Regional (85) 8.4.4) Supra regional (86) 8.5) Each different rank will fulfill different functions and will support activities and equipments due to the role which they play and must practice in the regional and urban plan. Those must be defined before all else. (87) 8.6) An environmental context may not be enclosed between high capacity roads (highways). In this case it must present continuity at at least two different points. (88) 8.7) In these points there will be ecologic bridges. In other words, the road network system will be buried underground in order to get ecologic continuity on the surface which allows biodiversity transference. (89)

9) Regional Structure
9.1) Matrix Lines will be located in interstitial spaces between population nuclei. (90) 9.2) Matrix Lines will give support to transportation infrastructure, supra municipal courses, and services (expressway, highway, high voltage electricity, water supply,

gas pipeline, oil pipeline, primary optical fiber system, mobile phone, etc.).

(91)

9.3) The suburban railway, High Capacity Public Transportation, will follow intermediate lines between Matrix Lines. As it must serve population nucleus centers, it will not follow an interstitial course, avoiding nuclei until it gets to joint knots, connecting the nuclei. (92) 9.4) Matrix Lines are reserve traces of potential infrastructures. They are reserve lines; they are not infrastructure line offers. They are ideal lines, not necessarily building segments. (93) 9.5) Matrix Lines are priority conceptual lines that qualify an initially isomorphic territory. (94) 9.6) Matrix Lines will be defined by segments. (95)

9.6.1) The infrastructure built on each one of the Matrix Lines segments will be in each different moment adequate to the demand that must be provided. (96) 9.6.2) If the demand does not exist no construction will be necessary, unless there is an induction policy regarding the demand for strategic reasons. (97) 9.6.3) If any segment belonging to the Matrix Line crosses a high environment value space, or ecologic one, it cannot host any kind of infrastructure that may damage the values therein. (98) 9.6.4) Matrix Lines must avoid urban segments that could cross and damage existent areas for which a complete intervention could be socially and economically painful. (99)

Cundinamarca, 6 June 2010

EPILOGUE Implementation examples from City-Region Chart/Act to some municipal cases in Cundinamarca Savanna region The results of the guidelines and principles implementation in each one of the territory examples require arguments of process and conclusion which are not integrated in the current Epilogue. Those can and must be discussed, step-by-step, with each one of the responsible municipalities in order to integrate specific and detailed aspects that may need proposal adaptation or flexibility. The examples contribute in explicating the flexibility in the implementation process, as well as illustrating the abundance of solutions. A general metropolitan benefit is produced when the territory is reached by a structure of diversity within homogeneity. It reaches rationality with the allocation of land use, in regional levels, as in municipal spheres.

Example: Facatativ

Example: Funza, Mosquera y Madrid

Example: Cajic

Appendix II How to grow a Garden:

Information
portiz1@worldbank.org pedrortizc@hotmail.com