World Congress DURBAN 2014

RESILIENCE

AND

URBANIZATION LECTURES AND DIALOGUES UIA Working Programs: Habitat and Urbanization

Presentation and Overview:

Resilient urban mobility in energy crisis situation

Movilidad urbana resiliente en situación de crisis energética

Jordi BALARI, Dr. Architect and Urban Planner,

Director/Coordinator of Actions Without Borders (UIA-AWB)

Lluís BRAU, Architect and Urban Planner,

President of Federación Iberoamericana de Urbanistas (FIU),

Co-Director of Actions Without Borders (UIA-AWB)

Intermediate Cities:

Base Plan of sustainable development

Josep Maria LLOP, Architect and Urban Planner,

Director of Intermediate Cities -Urbanization and Development

(UIA-CIMES), UNESCO Chairholder on Intermediate Cities

Resilience by Tourism planning in urban and regional scale Janna MITSOU, Dr. Architecte et Urbaniste,

Directrice Architecture et Tourisme (UIA-AT)

RESEARCH PAPERS AND POLICY BRIEFS Collaborators and Contributors

Resiliencia y Urbanización Morató, J., Gallegos, A., Villanueva, B., Acevedo, H., Aguilar, L.

Cátedra UNESCO de Sostenibilitat, UPC-Barcelona Tech

J. Montoya, UNESCOSOST Colombia - Tecnológico de Antioquia

The Resilience of the cities:

An application of the Heuristic of the Adaptative Cycle Metaphor.

Rafael de Balanzo, Architect & Urban activist, Researcher of the

Sustainability Institute, Catalonia Polytechnical University, Work Group

Actions Without Borders, (UIA-AWB)

Constellation cities_ Active and interactive dipole: Volos-Larissa.

Intermediate city_ Evolution scenarios in time of crisis.

Mitsi Valassa, Architect, vice president of the Greek department of UIA

Carolos Galanos, Nestoras Kanelos, Architects, CIMES Researchers

Approaches to an operative resilience:

Adaptive Cycle and Panarchy in the informal urbanization process.

Borja M. Iglesias, Urban Planner, Researcher UPC Barcelona-Tech,

David Sànchez, Architect, Program Manager

Network for Strengthening the Informal City (NSIC).

XXV

International

Union of

Architects (UIA)

World Congress

DURBAN

2014

©This work is a product of the AWB-CIMES-Tourism UIA working Groups with external contributions.

Rights and Permissions

This work is available under the Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO)

http://creativecommons.org/licenses/by/3.0/igo.

Jordi BALARI Dr. Architect and Urban Planner,

Director/Coordinator of UIA Work Program Actions Without Borders (UIA-AWB)

Arquitectos Sin Fronteras-España (ASF-E) founder 1992, Former ASF-E’s General

Secretary 1993 1999, Former ASF-E’s Coordinator 1999-2001, Former ASF-E’s President

2007-2010, Architecture Sans Frontières-International Network (ASF-Int) founder

2007, Former ASF-Int’s President 2007-2011

[email protected]

www.awbuia.wordpress.com

Lluís BRAU Architect and Urban Planner,

President of Federación Iberoamericana de Urbanistas (FIU)

Co-Director of UIA Work Program Actions Without Borders (UIA-AWB)

[email protected]

www.fiurb.org

www.awbuia.wordpress.com

XXV International Union of Architects (UIA)

World Congress DURBAN 2014

RESILIENCE AND URBANIZATION

Presentation and Overview:

Resilient urban mobility in energy crisis situation

Movilidad urbana resiliente en situación de crisis energética

METHODOLOGICAL APPROACH

The society, of the beginning of the XXI century, we live in is a troubled and stressed society

with serious unresolved problems (poverty, inequality, overpopulation, degradation of the

planet Earth) and structural contradictions of the system (energy crisis, financial crisis).

Facing the official discourse, G20, UN, World Bank, International Monetary Fund,

Governments, etc. radically short-sighted and continuity, are increasingly voices denouncing

the impossibility of this continuity model

BETWEEN XX-XXI CENTURIES

The European industrial revolution triggered a phenomenal capitalist production and the

subsequent development of European imperialist domination.

The last century despite two cruel and exterminating world wars, was also a brilliant period of

progress, and an extraordinary population growth.

Fossil fuels have constituted the energy matrix of which has been built an economic empire in

developed industrial countries but, in the history of humanity, it has never produced so much

inequality and planet earth has never been so savagely depleted.

TWO GREAT SCOURGES OF HUMANITY TO TOP OF THE XXI CENTURY

1. Inequality. A few greedily accumulate the vast majority of wealth

2. The destruction of the planet. The unbridled consumption of raw materials and energy

and waste production has far exceeded the planet's ability to regenerate the first and

absorb the second

POPULATION GROWTH

The ecological footprint is directly proportional to the population it supports and varies from

community to community

The sustainability of the earth is fundamentally about a drastic population control aim, a

challenge that humanity is far reaching.

IS SERVING ECONOMY TO PEOPLE’S WELFARE AND HAPPINESS?

In other words, GDP growth ensures that people live better?

Above USD 10,000-15,000 annual income per person, different studies show that GDP growth

has no implication regarding satisfaction, wellbeing, happiness of people.

There is strong criticism over GDP as the yardstick of development.

EVOLUTION OF THE CAPITALIST SYSTEM

Two major trends mark, on the beginning of the new century, the evolution of the capitalist

system

a) Neoliberalism, which delegates to the market system all the attention, based on their

theoretical "efficient allocation of resources", thereby inhibiting the regulatory role of

the state. Causing a deregulation, basically, for big worldwide dominant groups.

b) Passage from productive to financial economy. As, despite technological advances and

extensive global relocation of production in search of cheap labour, industrial yields

have been moving into declining phase, the available capital has fled the productive

sector (annual average returns of 3-5%) to finance and real estate world, where profit

expectations are significantly higher (average rate of return of 10-30%).

THE THREE STRUCTURAL INTERNAL CONTRADICTIONS OF CURRENT ECONOMIC MODEL

1. Continuous growth model

A society based on demographics and economics continuous "infinite" growth is not feasible

on a "finite" planet.

2. Peak Oil -. Oil Crash

The development and progress of the last 200 years has been based on the miracle of the

exploitation of fossil fuels. In abundant and cheap energy, "inexhaustible". The era of cheap

and abundant energy is over.

3. Financialization of the economy based on a huge world debt.

The banking deregulation of the 80s, which started in USA, has generated a huge debt

unrequited and impossible to return.

SYSTEMIC CRISIS

The global economic system based on endless CONTINUED GROWTH is broke: we are in a deep

financial, economic, energetic, environmental and social crisis.

However, ignoring the evidence, regardless of any scientific basis, the official response to this

whole crisis is always the same. The goal is always the same, more ECONOMIC GROWTH.

Indefinite and exponential economic growth in a crowded, over-exploited and with finite

resources world is leading us, in the medium term, to a dead end; environmental, economic

and social collapse of most of the world population. To the limitless enrichment of a narrow

minority

RESILIENCE

Resilience is a concept imported from biology to social sciences. Resilience means the

ability/capacity of living organisms to adapt-transform in front of an impact that unbalances

the system.

Two ways to restore the balance are: A) the ADAPTATION to new conditions-aggressions and

B) as a result of the impact (crisis), the TRANSFORMATION of the system to a new equilibrium

shape.

Borrowed from the biological sciences, we apply the concept of resilience to the social

sciences, in particular for improving the capacity of populations to transform the system.

The dominant capitalist system, in the world economy, has serious setbacks and contradictions

that require their Active Transformation.

TRANSFORMATION OF OUR SOCIETY INTO A MORE RESILIENT SOCIETY

Apart from the revolutionary ideologies frontally facing the capitalist system, there are

thousands of movements (bottom up), which coexist with the system, opposed from within,

and pressing his deep democratic transformation.

There are many scattered ideas and experiences that are, currently, developing, which are

based on three key axes.

A) A stabilized economy; business stabilized; zero growth.

Faced with the continued growth of the economy, that is anti-ecological and anti-social, a new

model of coexistence, supported by a new "prosperity without growth", is appearing.

B) A stable demography. Population control is one of the major challenges in the beginning of

XXI century. Population control should be based in a responsible family planning.

C) A profound change of mentality and values of society. Change of Mind and Behaviour.

One element, that has allowed the development of the current predatory capitalism, has been

the abandonment of the economic principle of produce to meet the needs, and the

introduction of principle of creating false needs through advertising to sell more, produce

more and generate increasing and unlimited dividends to investors. New values booming, in

contrast to the above, are: solidarity, cooperation, collaboration, collective participation; live

better with less, the slow approach (slow food, slow cities, slow tourism), small is beautiful,

being frugal; fair trade.

Against GDP (Gross Domestic Product) begins to spread, as the unit of measure, GNH (Gross

National Happiness)

SECTORIAL POLICIES

Sectorial policies are being discussed and experimented in some points of the planet. Between

them, the Progressive Taxation. Share out and re-distribute paid work. Universal Basic Income

for citizenship. Unpaid social work (not intended to replace paid job, but fill gaps in public

services). Social Solidary Economy (cooperatives, labour societies, eco-networks, cohousing,

co-working, car sharing, crow-funding). Renewable energies that can generate enough energy,

replacing fossil ones, to maintain a sufficient level and a good quality of life.

Durban, August 2014

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INTERVENCIÓN SOBRE MOVILIDAD URBANA RESILIENTE EN SITUACIÓN DE CRISIS ENERGÉTICA

Durban, Lluís Brau, Federación Iberoamericana de Urbanistas,(FIU), 04-08-2014

LA MOVILIDAD URBANA, ESENCIA DE LA CIUDAD

La movilidad urbana es un factor clave de la ciudad. Afecta muy directamente a la libertad de las personas y a su calidad de vida. A la eficacia y productividad de la actividad económica

A mejor movilidad urbana, mayor libertad y bienestar personal; mayor nivel de desarrollo económico.

Las ciudades se estructuran en torno a las vías que canalizan el tránsito de mercancías y personas. Los principales ejes viarios marcan la forma y disposición de la ciudad. Desde la relación de la ciudad con su hinterland y con el mundo en general, como en cuanto a su organización interna. Las ciudades acostumbran a tener una estructura radio concéntrica anisótropa focalizada en el centro de la ciudad, punto de máxima accesibilidad relativa, en el que confluyen los ejes radiales de vialidad sobre los que se estructura la ciudad.

La red viaria básica es como el esqueleto, o mejor como la red de arterias y venas que canalizan el flujo sanguíneo. Sobre esta estructura se apoya el resto de órganos y funciones que caracterizan el orga-nismo urbano: residir, trabajar, comerciar, descansar, divertirse. Áreas residenciales, de actividad económica, de intercambio y mercado, de ocio, etc.

La movilidad urbana de las ciudades y metrópolis del mundo se organiza hoy día en torno del automóvil. Aun cuando el automóvil es un modo minoritario en relación a los otros modos tradiciona-les de moverse (caminando, en bici o en transporte público) su incidencia en la ciudad mo-derna es dominante. La forma y estructura de la red vial de las ciudades y metrópolis del mundial en el inicio del sigloXXI depende del automóvil y es monopolizada por este medio.

EL AUTOMOVIL

La consolidación del automóvil como sistema colectivo de transporte urbano es relativa-mente moderno. Hace no más de 50 años. Comienza a partir de la segunda guerra mun-dial, pero su gran eclosión no será hasta los años 70 en que estas prodigiosas máquinas inundan y desbordan la delicada retícula capilar de calles de las ciudades del mundo, que existían en muchos caso desde siglos antes de la aparición del coche.

CRECIMIENTO PARQUE MUNDIAL AUTOMOVILES

El parque de mundial de automóviles está cercano a los 1000 millones de unidades, con una producción anual sobre los 60 millones, lo que significa unos dos coches por segundo. Estos millones de automóviles se concentran esencialmente en los países occidentales. No obstante su consumo se está extendiendo por todo el mundo, que aspira a imitar el modelo americano (USA) 250 millones de coches para 300 millones de habitantes (más de 800 vehículos por 100 habitantes)

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TASAS DE MOTORIZACIÓN

China e India han triplicado desde 1995 su tasa de motorización (vehículos por 1000 habi-tantes), alcanzando los 15 coches/1000habitantes, cifra ridícula si se compara con Europa, 500 automóviles/1000habitantes o Estados Unidos con 800 coches/1000h. Por otra parte son muchos los países que no alcanzan la tasa de 1 coche/1000h, (Etiopía, Armenia, So-malia, Bangladesh,..)

EL MODELO DE MOVILIDAD URBANA BASADA EN EL AUTOMÓVIL ESTÁ EN PRO-FUNDA CRISIS. ES UN MODELO INVIABLE PARA EL SIGLO XXI

A) La crisis energética Tal como se ha comentado en la introducción que enmarca estas ponencias la épo-ca dorada en que hemos dispuesto de energía económica y abundante, como ma-ná caído del cielo ya pasó. La actuales reservas energéticas (petróleo, carbón, gas y uranio) que hoy suponen la fuente básica sobre la que se alimenta el planeta (86% del consumo energético actual) son todavía importantes, pero apuntan claramente a su final. Los costos de extracción de las actuales reservas son cada vez más caros. Se acabó la era de la energía abundante y barata. A lo largo del pasado siglo el ba-rril de Brent excepción de la crisis de los 70 del oriente medio, se movió en torno de los 10$. En este inicio del siglo XXI los precios se mueven por encima de los 100$/barril, habiendo alcanzado en el 2008 con el inicio de la actual crisis económi-ca los 150$/barril record histórico mundial. El actual modelo de economía global de mercaderías, que se transportan de una parte a la otra del planeta, vinos australianos que se consumen en Canadá; Pesca-do fresco de Namibia, que cada noche llega a España; El turismo de masas lowcost. Este modelo tiene los días contados

B) La movilidad urbana basada en el automóvil no funciona El pasado siglo, básicamente en la segunda mitad, la movilidad de personas y mer-caderías experimentó un extraordinario avance, que permitió alcanzar la luna y Marte y poderse trasladar en cuestión de horas de una punta a otra del planeta. Paradójicamente, la movilidad urbana y metropolitana y en consecuencia la calidad de vida de los ciudadanos, ha sufrido a lo largo de estos años un proceso inverso de degradación y retroceso. Moverse por la ciudad es en general mucho más lento, insalubre y peligroso que lo era hace cincuenta años. Por ejemplo en Barcelona, mi ciudad, en los años 60-70 del pasado siglo la velocidad media comercial del transporte público, el tranvía, era de 20km/hora. Hoy con los modernos autobuses, la velocidad comercial media no alcanza los 11km/hora y de año en año continúa retrocediendo. La congestión de las ciudades y metrópolis del mundo es una de las principales contradicciones de la sociedad del siglo XXI y no descubro nada nuevo cuando si-túo al automóvil como el principal responsable.

ANALISIS COMPARATIVO DE LOS MODOS DE TRANSPORTE

Muy brevemente recogemos las principales conclusiones de estudios comparativos sobre los cuatro modos de transporte.

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Eficiencia frente a la Congestión Un viajero en coche circulando ocupa 20 veces más espacio que un viajero en bicicleta y 35 veces más espacio que un viajero en autobús. Contribuye por tanto a generar 20 veces más congestión que la bicicleta y 35 veces más que el transporte público. Los conductores americanos(USA) pasaron de promedio el año 2003, 3.700 millones de horas atascados, parados dentro del coche, lo que supone una media de 51 horas, dos días y pico, por conductor. Este tiempo era 10 veces menor en 1993. Eficiencia Energética El consumo energético por viajero en bicicleta es 50 veces menor que en coche. (22kcal/km contra 1160kcal/km) También en el proceso de fabricación se deriva una relación similar, la energía y materia prima empleada en la producción de un coche (1000 kg de promedio) es 100 veces supe-rior a la requerida para una bicicleta. (15kg de promedio). El costo del reciclaje de la chata-rra conserva similares proporciones. Eficiencia Económica Al usuario particular viajar en transporte público le resulta, (dependiendo de la velocidad) entre 3,5 y 5,5 veces más económico hacerlo en transporte público que en coche y entre 25 y 27 veces económico si lo hace en bicicleta En cuanto a costos externos el coche es también el más caro, el costo por viajero es 18 veces superior al autobús y 35 veces superior al tren. Los automóviles son utilizados en la Unión Europea únicamente 2,8% del tiempo, en la mayoría de los casos por una sola persona. El resto del tiempo se encuentran estaciona-dos sin utilización alguna, lo que desde un punto de vista económico puede considerarse como una pésima asignación de recursos. El vehículo privado, como medio de transporte urbano y metropolitano es desproporcionadamente caro. El gasto particular medio anual para mantener un coche “parado”, sin considerar los costos de funcionamiento, es de unos 4.000€, frente a un gasto nulo para el modo a pie y trans-porte público, despreciable para la bicicleta. Sostenibilidad-Contaminación El transporte representa de promedio el 30-40% de las emisiones. El coche en la ciudad es el medio más contaminante, incluso más que el avión. Resultan impactantes las conclusiones del Estudio del Centro de Investigación Epidemio-lógica Ambiental de Barcelona (CLEAR), 2007, sobre la contaminación en la Región Me-tropolitana de Barcelona, (57 municipios, 4 mill de habitantes). Según el citado estudio, si la concentración media de partículas inhalables (PM10) en la Región Metropolitana, (en la actualidad sobre los 50 µg/m3) se redujera al nivel re-comendado por la O.M.S de 20 µg/m3, podrían evitarse cada año unas 3.500 muertes y 60.000 afecciones debidas a cau-sas cardiorrespiratorias, bronquitis y asma. Impresionante! Seguridad-Accidentes Cada año mueren por accidentes de tránsito 1,2 millones de personas en el mundo. Según la O.M.S. los accidentes de tránsito suponen la tercera causa de mortalidad mundial des-pués de las enfermedades cardiovasculares y mentales. La primera para la población por debajo de los 40 años Diariamente 150.000 personas son atropelladas o lesionadas por accidentes. De estas 3000 mueren y 15.000 quedan lesionados e inválidos por vida. No entra aquí en conside-ración las muertes debido a la contaminación tratadas en el anterior punto. El automóvil es el primer causante de los accidentes de tráfico, siendo peatones y ciclistas, los más frágiles, las principales víctimas.

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Solidaridad-Discriminación Andando y en transporte público son los modos universales de movilidad que abarcan al 100% de la población. Todo el mundo es peatón y potencialmente usuario de transporte público. No todo el mundo sabe ir en bicicleta, aunque es mayoritario y desde luego no todo el mundo tiene la opción de viajar en coche, que es el medio más selectivo y discrimi-nante. Aun cuando la cifra de automóviles en Europa (200mill), supera al número de hogares, casi una tercera de las familias no disponen de coche. En países en desarrollo esta proporción es mucho mayor. Entre los hogares que disponen de coche, no todos los miembros poseen permiso de conducir, en España el 40% de la población no dispone de carnet. En países en desarrollo las condiciones son evidentemente peores. El coche familiar es habitualmente utilizado por el hombre en edad laboral. Niños, ancianos y mujeres disponen en general de un acceso restringido y mediatizado por el cabeza de familia, situación discriminatoria especialmente grave en el caso de los asentamientos me-tropolitanos dispersos. Dependiendo de las ciudades, la ocupación de la calle por el vehículo privado, ya sea en circulación o aparcado acostumbra a ser mayoritario. En las ciudades europeas la proporción de viajes urbanos en vehículos particulares acos-tumbra a variar entre el 15 y 45%. La ocupación de la calle por el coche acostumbra en cambio a moverse entre el 60 y el 75%. En países en desarrollo estas proporciones son aun más desfavorables. POLÍTICAS PÚBLICAS DE MOVILIDAD URBANA Frente al agobiante problema de la congestión de las metrópolis la respuesta de la ingenie-ría de tráfico se alinea sobre dos ejes o filosofías del todo contrapuestas: A) Construcción de nuevas infraestructuras viarias Es el modelo tradicional basado en la primacía de la movilidad urbana basada en el auto-móvil. Responde al diagnóstico primario de que la congestión es debida a la escasez de infraestructuras viaria. En consecuencia la respuesta es: “A más coches, más infraestructu-ras viarias”. La ineficacia de este modelo es perfectamente constatable en las ciudades y metrópolis del mundo, plagadas de autopistas, enlaces a distinto nivel y gigantescos aparcamientos y sin embargo congestionadas por coches que crecen siempre mucho más rápidamente que las infraestructuras. Este modelo a pesar de su probada inoperancia y su ineficiencia energética que lo hacen inviable continua siendo dominante en la planificación urbana del mundo. B) Reequilibrio en la distribución de los diversos medios de transporte. Frente a la ineficacia del anterior modelo, ante la falta de espacio en las ciudades para continuar creando nuevas infraestructuras viarias y el rechazo ciudadano a la apertura de nuevas vías por el procedimiento de desgarrar el tejido urbano, desde finales del pasado siglo, surge una nueva cultura de la movilidad opuesta a la anterior. En vez de facilitar y potenciar el vehículo privado con la oferta de nuevas infraestructuras se basa por el contrario en la contención, (no erradicación), del coche como medio urbano y metropolitano, paralelamente a la potenciación de los otros medios de transporte. No solo dejan de construirse nuevas infraestructuras viarias, sino que incluso se destruyen algunos de los desmesurados y agresivos viaductos, autopistas urbanas, construidos en los años 70-80 en pleno auge del automóvil. No obstante, la oposición a este modelo es poderosa. De una parte se encuentra el poten-te lobby mundial formado por las multinacionales del petróleo, la industria del automóvil y el

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sector de las obras públicas, que defienden encarnizadamente sus intereses económicos. Ya sea promoviendo directamente campañas de opinión y publicidades engañosas o de forma enmascarada a través de plataformas cívicas, tipo ONGs y movimientos ecologistas. Si es el caso mediante acciones violentas, involucrando a gobiernos en cruentas guerras por el control energético. Por otra parte, posiblemente el obstáculo más profundo es la intensa penetración de la ideología del automóvil como parte de los valores de la sociedad occidental. El coche for-ma parte de nuestro imaginario cultura. Es el objeto de consumo por excelencia. El más publicitado del mundo, habiendo alcanzado una fuerte carga simbólica. El automóvil se identifica con la “libertad individual”, como protagonista del modelo de “so-ciedad desarrollada”, como símbolo de “triunfo y reconocimiento social” del individuo. IDONEIDAD DE CADA MODO DE TRANSPORTE Las distancias de los movimientos en la ciudad son muy cortas. El 90% de los viajes son inferiores a los 7km. El 40% es menor de 3km y el 70% de los viajes urbanos no supera los 5km. No alcanza al 20% los coches que transportan dos o más pasajeros. Es un contrasentido que los ciudadanos para estos breves desplazamientos urbanos lo hagan montados en una descomunal máquina automóvil de una tonelada de acero y 100CV de potencia. las longitudes óptimas según modalidad de transporte son: A pie, para trayectos cortos de hasta 2,5 km; Bicicleta para trayectos medios de hasta 10-15kms y Coche para trayectos de 15-20kms a los 100-300km. Transporte Público desde 5-7,5km en adelante. Primera conclusión, para la gran mayoría de los viajes urbanos inferiores a los 7 kms que constituyen el 90% de los desplazamientos urbanos, son los modos no motorizados, a pie y en bici los medios más idóneos. Eventualmente el transporte público y desde luego no el automóvil. Es decir exactamente lo opuesto de lo que ocurre actualmente. Un sistema me-tropolitano de transporte teóricamente óptimo es aquel en el que los ciudadanos puedan fácil y cómodamente optar en cada viaje por el sistema más adecuado. Lo que a su vez exige la existencia de un ágil y confortable sistema de intercambiadores modales de cada uno de los modos con los restantes. HACIA EL NUEVO MODELO DE MOVILIDAD URBANO DEL SIGLO XXI. SOSTENIBLE Y SOLIDADARIO Si la movilidad urbana del pasado siglo se ha apoyado sobre el protagonismo del automó-vil, seguido del transporte público, peatonalización y bicicleta. La visión del presente siglo, la escala de prioridades debe invertirse: Primero el peatón, el ciudadano, luego bici, tra-nasporte público y el coche por último. La transformación de la movilidad debe organizarse en función

a) De una lógica de eficiencia energética, (disminución de la producción de CO2, con-taminación atmosférica y disminución de la peligrosidad del vehículo privado)

b) De compensación de las desigualdades de la sociedad potenciando una movilidad más justa que no excluya a nadie de sus beneficios (libertad personal, acceso a los bienes, servicios y oportunidades de la ciudad, confort y bienestar personal)

c) De una mejora de la economía. Sin perdidas de miles de horas y costos de trans-porte (productividad, competividad)

Debe transformarse de acuerdo con los siguientes principios

1. La prioridad, protagonismo de funcionamiento pero también de filosofía debe modi-ficarse a una nueva jerarquía de valores que comience por el indiscutible liderazgo en la ciudad del peatón, el ciudadano, que somos todos el 100% de la población,

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seguido de los otros modos de acuerdo con la siguiente subordinación: La bicicleta, el transporte público, y el transporte privado, coche y moto por último

2. Debe romperse con la absurda dicotomía y segregación por la que los arquitectos-urbanistas planifican las ciudades y los ingenieros de tráfico gestionan la movilidad. Planificación de la ciudad y planificación del tráfico deben ir absolutamente imbrica-dos. La ciudad, estática y dinámica es una. No tiene ninguna razón de ser su se-gregación por disciplinas académicas. En este sentido el primer criterio de planificación urbanística debe ser minimizar los viajes en base a tres criterios básicos elementales: a) Deben potenciarse las ciudades intermedias, que por otra parte cuantitativa-

mente son las que acumulan mundialmente el mayor número de habitantes. Mucho más que las grandes áreas metropolitanas. Las distancias son mucho más cortas.

b) Deben potenciarse las ciudades compactas respecto las ciudades dispersas, por la misma razón de acortar las distancias

c) Deben evitarse las zonificaciones rígidas y monofuncionales: ciudades dormito-rio, centros de actividad, de ocio, etc. Permite evitar los flujos concentrados en el espacio y en el tiempo. Permite una movilidad más uniforme e intensa en el tiempo-espacio.

En este paper vamos a desarrollar fundamentalmente el primer punto y en principio los modos de transporte urbanos esenciales. Los de toda la vida hasta hace 50 años en que el automóvil urbano irrumpió con gran fuerza impactando gravemente las ciudades, que des-de siglos existían mucho antes de que el coche se inventara.

CAMINAR Es la forma esencial y universal de moverse de los humanos. 2-3km pueden hacerse de-pende de las personas en media hora. Dependiendo del tamaño de las ciudades supone entre el 30-60% de los viajes urbanos. Es por tanto una muy importante proporción de los viajes Es la forma más racional, natural, flexible, sostenible, segura de trasladarse. Es también la más justa en cuanto no discrimina, todo el mundo, (excepto las personas discapacitadas) sabe andar. Las ciudades deben por otra parte ser practicables por las personas con algún tipo de discapacidad motriz.

La infraestructura de los peatones, (los ciudadanos), son las aceras. Son sin duda las in-fraestructuras viarias más importantes de la ciudad. Las aceras son espacio público, debiendo en consecuencia tratarse como tal. Deben ser ajardinadas, (con árboles que den sombra en verano), con bancos, bien iluminadas, conti-nuas, regulares, sin baches ni obstáculos. Que no zigzaguen. Lo ideal es que discurran entre edificios, (calles) con comercios “transparentes” (escaparates) en planta baja abiertos a la calle,

Por la acera no deben circular ni poder aparcar, coches, motos, bicicletas, patinetes, pati-nes, skateboards, etc.

Las ciudades deben garantizar una trama, red de recorridos peatonales que no supere un grano aproximado de 200m. Es decir desde a menos de 100m desde cualquier punto de la ciudad debería existir un confortable recorrido peatonal que enlazara a través de la trama de recorridos peatonales toda la ciudad

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LA BICICLETA La bicicleta es el vehículo urbano por excelencia. Tanto en países desarrollados como en vías de desarrollo el futuro es de la bicicleta.

La bicicleta es el vehículo energéticamente más eficiente, incluso que caminar. Las bicis son silenciosas, fáciles de utilizar, no provocan contaminación, económicas, discretas, ver-sátiles, mínima ocupación de espacio, no provocan congestión de tráfico,

Utilizables por todos los miembros de la familia, saludables al facilitar la práctica moderada de ejercicio físico y son el medio más rápido y flexible para distancias cortas (10-15km) en ciudad, más que el coche, el transporte público y el peatón.

Las ventajas objetivas de la bicicleta respecto otros medios de transporte, específicamente el coche son evidentes en todos los frentes,

La bicicleta tiene en todo caso como los otros modos limitaciones y su función debe ser la de compartir y coordinarse con todos ellos.

Las pendientes largas superiores al 7-8% acostumbran a constituir un serio impedimento para la mayoría de ciclistas. No obstante, raramente toda la ciudad sufre estas fuertes pendientes. En Suiza, país montañoso por excelencia en ciudades como Berna o Basilea con bastantes tramos con pendientes superiores al 7% la utilización de la bicicleta es res-pectivamente del 17% y el 23% del conjunto de los viajes urbanos. Frente a las pendientes la bicicleta eléctrica es la solución, que en países como China tie-ne una gran difusión.

La bicicleta urbana no puede establecerse en todo caso espontáneamente. Exige unas mínimas condiciones de seguridad para poder funcionar. No puede circular indiscrimina-damente por la calzada entre coches o por la acera mezclada con los peatones, excepto en especiales condiciones de limitación de velocidad. Requiere en general una vía segre-gada propia y segura, el carril bici. La implantación de la bicicleta exige por tanto una cierta planificación-contención del tráfico motorizado. Reordenación y redistribución del espacio de las calles destinando una mínima par-te del suelo ocupado por el coche, a la bicicleta.

Hasta 10km por hora con prioridad del peatón sobre todos los medios pueden en tramos cortos convivir todos los medios.

Hasta 20km/hora, con una clara educación vial de conductores de vehículos motorizados, pueden convivir en tramos cortos, bicicleta, coche y autobús (transporte público)

A partir de 20 km /hora, desde el punto de vista de la seguridad, todos los medios son in-compatibles entre sí, requiriendo cada uno su carril segregado.

El desarrollo de la bicicleta no crece en una ciudad de forma espontánea. La segregación primaria entre acera (peatones) y calzada (circulación motorizada, pública y privada) habi-tual en todas las ciudades, no permite la implantación espontanea de la bicicleta.

En medio del tráfico motorizado la bicicleta es la víctima propiciatoria. Sobre la acera el ciclista agrede al peatón.

Las ciudades deben garantizar una trama, red de recorridos ciclables que no supere un grano aproximado de 500m. Es decir desde a menos de 250 m desde cualquier punto de la ciudad debería existir un confortable recorrido carril bici que permita enlazar a través de la red de carril bicis toda la ciudad

La política básica y esencial de nuestras ciudades en los próximos años deberá dirigirse fundamentalmente a la transformación de una parte de la superficie de vías hoy día desti-

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nada a los vehículos motorizados, para destinarlos a vías segregadas, confortables y segu-ras, para viandantes y ciclistas. Paseos, aceras y carriles bici.

Josep Maria LLOP Architect and Urban Planner,

Director of UIA Work Program Intermediate Cities -Urbanization and Development

(UIA-CIMES),

UNESCO Chairholder on Intermediate Cities

[email protected] [email protected]

www.ceut.udl.cat







Intermediate Cities: Base Plan of sustainable development

XXV CONGRESO UIA DURBAN “URBANIZACIÓN Y RESILIENCIA” 2014 < Hipótesis / Hypothesis

1. Aumento de la migración urbana, especialmente en Asia y África. 1. Increase in urban migration, especially in Asia and Africa. 2. Gran dimensión de la ciudad informal por falta de suelo preparado. 2. Large size of the informal city because of lack of prepared soil. 3. Migración urbana aunque en las ciudades no hay trabajo y pocos servicios. 3. Urban migration even in the cities there is no work and few services. 4. Gran tensión en las ciudades por crisis del modelo de expansión económico mundial. 4. High tension in cities crisis pattern of global economic expansion. 5. Necesidad de mejorar las condiciones de habitabilidad básica de las ciudades medias. 5. Need to improve basic living conditions of the middle cities. 6. Un modelo urbano más que compacto, como denso, más poroso o accesible a todos. 6. An urban model more compact, and dense, more porous and accessible to all. 7. Un urbanismo más sencillo para aumentar la capacidad de acción de las sociedades. 7. An easier urbanism to increase the empowerment of urban societies. 8. Un modelo abierta a formulas de cogestión de los espacios y los servicios comunes. 8. An open model to formulas of co-management of the common areas and services. 1. El derecho al plan es la base del derecho a la ciudad. Todas las personas deben poder entender y por ello participar mucho más en el plan de urbanismo. 1. The right plan is the base of the right to the city. All persons must be able to understand and so much more involved in the planning scheme. □ Imágenes: 2. Los planes deben tener una forma y unos contenidos más claros. Deben ser menos tecnocráticos. Por ello ofrecemos el Método de los planes de base. 2. Plans should have a clearer form and content. Plans should be less technocratic. We therefore provide the method based plans. □ Imágenes: 3. Los planes deben ser de acción más que de control. Para ofrecer acciones y proyectos que permitan la participación de las organizaciones y las personas. 3. The action plans should be, rather than control. To provide activities and projects that allows the participation of organizations and individuals. □ Imágenes: 4. Las menores distancias es una de las claves de sostenibilidad. Especialmente en las ciudades y escalas intermedias. Porque hace accesibles a todos los servicios comunitarios. 4. The shorter or smaller distances are one of the keys to sustainability. Especially in cities and intermediate scales. Because it accessible for all community services. □ Imágenes: 5. Los trazados de las vías y de los elementos comunes son claves. En esos trazados debe haber “redundancia” es decir una doble opción o doble vía de acceso (resiliencia). 5. The layouts of the ways and common elements are key. In these plots or layouts must have "redundancy" that is a double option or dual path (resilience). □ Imágenes: 6. El modelo urbano debe ser basado en la proximidad. Física, distancias y de los espacios. 6. The urban model should be based on proximity. Physical, distances and spaces. □ Imágenes: 7. Las ciudades intermedias pueden integrar mejor el valor de su territorio: intermediación. 7. Intermediate cities can better integrate the value of its territory: intermediation. □ Imágenes: 8. La forma de gobierno debe atender a esas dimensiones de cogestión e intermediación. 8. The form of government should meet those dimensions of co-management and inter-mediation. □ Imágenes:

CIUDADES INTERMEDIAS-PLANES BASE DE DESARROLLO SOSTENIBLE El objetivo es definir un tipo de planes urbanísticos que integren criterios ambientales y estratégicos, mediante el tipo o la figura del Plan Base. Ágil y sencillo de elaborar para ciudades en desarrollo que son la mayoría urbana. Para que la urbanización genere desarrollo sostenible. Puesto que la urbanización es un proceso dominante y de raíz local. Toda ciudad tiene su propio proceso de urbanización. En los países en desarrollo este impacto y peso es más amplio y diverso en ciudades intermedias1. Ciudades que con su rol de intermediación como nodos de servicios y de cultura. Entre los territorios, la globalización y las grandes ciudades, representando además, la mayoría urbana del planeta. Recuerden que un poco más del 60% de la población urbana reside en ciudades de menos de 1 millón de habitantes. Y en las de menos de 500.000 habitantes vive un 52% de la población Urbana, según datos oficiales de UNFPA “Estado de la Población Mundial 2007”. El plan base final presentó resultados de un Taller2 y un Seminario3. Además del XXV Congreso de la UIA4 en Durban. El Plan Base debe dar respuesta a los temas básicos urbanísticos siguientes: 1.- Delimitación del área urbana consolidada (AC) y de las áreas de extensión (AE) y de reserva (AR) a 10 y 30 años. 1b En su caso: plano de relación ciudad y territorio y descripción física de las redes (región urbana). 3.- Sistema de espacios libres (verdes y naturales) y su relación con el medio ambiente. 2.- Conectividad: Trazado ejes viales básicos de extensión y puentes y cruces urbanos y también nodos y/o nudos. 4.- Los equipamientos o servicios urbanos clave para cada área urbana de la ciudad. 5.- Morfología: Radio y Línea de la forma urbana y sus implicaciones en el plan base. 6.- Zonas urbanas de regulación (ZR) con normas, zonas de mejora (ZU) y de transformación (ZT) planes y proyectos. 7.- Riesgos posibles (inundaciones, terremotos, contaminaciones u otras) ligados a zonas de transformación (ZT). 8.- Lista de proyectos estratégicos base realizados y a realizar en los 10 años antes (-10) y después (+10). INTERMEDIATE CITIES-BASE PLAN OF SUSTAINABLE DEVELOPMENT The objective is to define a specific urban planning that includes strategic and environmental criteria through the type or the figure of Base Plan. This figure can be agile and easy to prepare in relation to developing cities (most of them urban cities) in order to generate sustainable development towards urbanization. Urbanization is a dominant process with local roots. Every city has its own urbanization process. In the developing countries this impact becomes larger and more diverse in intermediate cities1. These cities have a role of intermediation as services and cultural nodes. It is necessary to remind that a bit more of the 60% of urban population lives in cities of less than 1 million of inhabitants and, 52% of urban population lives in cities with less than 500.000 inhabitants, according to official data of UNFPA (2007). The final base plan presented results of a workshop and a seminar. Addition XXV XXV UIA Congress4 in Durban 2014: The Base Plan must provide answer the following basis town planning questions: 1. Delimitation of consolidate urban area (AC) and also extension area (AE) and reserve areas (AR) 10 and 300 years. 1b Map of relationship between city and territory, including a physical description of networks (urban region). 2. Connectivity: Layout basic road axis urban extension and urban bridges and cruces and nodes or junctions. 3. System of free spaces (green and naturals spaces) and its relationship with the environment. 4. The equipment or key facilities for each urban area of the city urban services. 5. Morphology: radio and line of urban shape and its implications in the Basis Plan 6. Zones of regulation (ZR), Zones upgrading (ZU) and zones of transformation and renewal (ZT) plans and projects. 7. Possible risks (floods, earthquakes, and pollutions, others…) linked with the transformation zones (ZT). 8. List of strategic basic projects to carry out in the next 10 years (+10) and made in the last 10 years also. Contact: Josep Maria LLOP TORNÉ [email protected] [email protected] Tel. +34 619 2945 69 Tel. +34 973 7021 75

1 ver > http://www.ceut.udl.cat/catedra-unesco 2 Taller = Workshop UPC Barcelona Mayo-May 2011 3 Seminario = Seminar UdL Lleida 15 Julio/July 2011 4 XXV CONGRESS Durban August 2014




Resilience by Tourism planning in urban and regional scale

Janna MITSOU Dr. Architecte et Urbaniste,

Directrice of UIA Work Program Architecture et Tourisme (UIA-AT)

[email protected]

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‘Resilience by Tourism planning in urban and regional scale’

My participation as Working Program to the 25. World congress of UIA in Durban, would like to be one summary of his activities in various fields of UIA, related to safety of environment, management of economic local resources, urban and regional planning.

Since 1999 we participated in five World Congresses of UIA, more than twelve regional or international conferences and forums.

The exchange of experience with other people, in various parts, helped to act with more resilience in our understanding and proposals.

…..Tourism is a result of activities and intervention of public and private initiative. The touristy activities are influenced from the economical development of one area, the natural and built environment and the life conditions of the inhabitants. ……Basic requirement for sustainable tourist development is the elaboration of strategic plans for tourism development at scale of region and country. Such a planning will be consistent with the living conditions of the inhabitants of the region. It will not divert or differentiate their life of everyday In order for a Strategic Plan to achieve its goals for a region, it should take into account: 1. The tourist product that is promoted. 2. The category of tourists that it aims for. 3. The quantitative capacity for reception of visitors in short and long-term. …for .the Architect and the Town Planner that work and interfere in tourist areas all the above compose the distinctiveness and at the same time the defenseless character of the intersession against the external pressure that have to be taken into consideration in the architectural design and project of these areas. ….Information and training of the local population which host the flow of tourism, is important so as that these human communities be able to host the visit of the masses from different cultures and mentalities without alienation of their proper living conditions and values of life. As the most important negative effects of tourism in urban tourist places we report below: • Urban anarchy • Increase in energy needs and water supplies. • Problems caused by the handling of large quantities of solid and liquid waste. • Coastal and sea pollution due to a deficiency in necessary infrastructure. • Cultural underdevelopment with the deterioration of monumental sites and traditional settlements. The lack of suitable training and information of users and inhabitants is worsening the problem. • Esthetic underdevelopment of the landscape from the fact that the architectural criteria for structure were not compatible to the clime and the characteristics of the landscape (the use of construction materials, the volumes, the colors, the heights, the densities.) • Underdevelopment of biotopes and natural ecosystems having as a result the disappearance of rare species of flora and fauna. • Noise pollution due to traffic congestion and the conditions of dense building. • Decline of other productive economic activities and development of the monoeconomic tourist activity.

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“Antidote” to the negative effects of mass tourism is the encouragement and support of alternative forms of tourism more friendlily to the environment and which can be adjusted to the local scale and size. More than the cultural heritage and the natural beauties which are the most well-known and common factors that attract visitors, it is necessary to develop other forms of tourism:

• cultural tourism • ecotourism • spa tourism • conference tourism • religious tourism

As well as other local and international social trends of the tourism flow. …. Essential condition for supporting and establishing alternative forms of tourism in a place is the designation of rational criteria so that: ○ the object or the activity that the tourist receptor is willing to suggest as an attraction point of new tourist flow must be consistent with the substantial possibilities and conditions in the area. ○ the planning of the tourist activity that should lead to development process, needs to take into account the real conditions and the limits of capacity and toleration of the natural and human environment. ○ the tourist product of every tourist receptor should be accurately determined, clearness and balanced with his characteristics. ○ the spiritual cultural heritage of the indigenous population, like music, dance, and every other form of spoken tradition is important to be conserved and promoted. ○ Local human communities need to be unformatted and instructed for a friendly reception of the tourists. …. In order for a Strategic Plan to achieve its goals for a region, it should take into account: 1. The tourist product that is promoted. 2. The category of tourists that it aims for. 3. The quantitative capacity for reception of visitors in short and long-term. More than five teen introductions of our Working Program in various places and countries had as principal object the sustainable pinpoint of tourism attraction and proposals for their management. The UIA in his texts and participations world events draws attention of environment safety, which is closed related to rational exploitation of resources. The conclusions of such manifestations reflect the spirit. ‘’…. Acknowledging that in the political field the only ones who can and must act immediately are the governments of our states: 1. We summon you, the governments, at this COP 16 meeting, to decide and to agree an International Treaty on Climate Change. This is required to be at the highest legal level with the signing ratified by the legislatures of each country, where all are fully committed so that the hand of man can stop polluting and destroying the propitious environment for life and to stop stimulating perniciously the current natural process of climate change; and when they do so, that the parties take the side of humanity rather than the side for commercial or industrial consortia that could cause harm. 2. We believe that we, the civil societies of our countries, should also do our part, so that together with our governments we can all stop harming the environment, affecting the quality of life and help to mitigate the negative impacts of climate

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change, by adapting intelligently to new circumstances, especially, so that we can force ourselves jointly to avoid compromising the future of coming generations. 3. We believe that architecture should combine social and cultural creativity, innovation, scientific and technological knowledge with more emphasis on available resources, so that with responsibility and intelligence, we can achieve "sustainable architecture" because the goal will always be to achieve the best quality of life for all. 4. We commit together with universities, scientific and research institutions and general architectural education institutions to adapt our knowledge and professional actions, so that we can respond successfully to the new circumstances in the shortest time possible; and we will recommend an immediate review of plans and programmes for the teaching of architecture in order to adapt these so that the new architecture professionals with their specialties can be prepared properly for the new global practice. 5. Responding to the social conscience that will have to prevail to deal with the problem seriously and effectively, we are also committed to promote in each country to each government and through their own professional, commercial and trade associations: 1. The establishment of "Public Policy" regional standards, adapted to the new Circumstances, whilst reviewing existing ones, and to promote the "New Law" necessary with appropriate regulations for all specialties of architecture and construction, emphasizing the sustainable improvement of: a) Urban and Regional Development b) Mobility and Urban Structure c) Land use d) Housing and urban communities’ integration e) Building f) Public areas, public and national Parks g) Risk zones h) Environmental Impacts i) New environmental Technologies and the use of alternative energy sources. ii “Zero Tolerance” for: a) Projects proven that would damage the environment and that do not ensure the restoration of the negative impact, b) Projects that involve excessive expenditure of energy or that are negative and which seriously affect their surrounding context. c) Speculation in urban and suburban land that leaves large gaps in these areas, adversely affecting the cost and efficiency of infrastructure and the challenge of waste management, disrupts the urban structure, affects mobility, wastes valuable resources such as water and energy, and creates sprawl that is unsustainable, d) Legal and illegal settlements in areas exposed to high risk, e) Inefficiency and / or corruption. f) Mass housing projects without proper infrastructure and amenities grouped in such a way that they resemble concentration camps more than urban ensembles, g) Inappropriate design and construction for earthquake, hurricane, tornado, tsunami, and nearby volcano areas, subject to flooding and to landslide zones h) Projects involving the destruction of jungles and forests, reefs, mangroves, natural topography, without proper restitution in cases that may occur; i) Projects that radically could alter the natural flows of streams and rivers without a beneficial purpose, j) Projects that may cause uncontrolled environmental pollution in all its forms both during construction and after completion. 6. We live in the era of mobility and due to repeated alien models in architecture and town planning, without having sufficiently examined or assimilated with regional and

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local cultural conditions in many cases in different parts of the world, serious errors that adversely affect the environment are being committed, mainly in cities, affecting the quality of life of the majority and producing inappropriate hybrid models with negative repercussions for the environment. We promise to raise awareness of these problems for communities and their authorities through regional professional associations, governments and commercial organizations. 7. Due to the speed of technological development in the world, to emergencies in the construction process and mainly to ignorance, the value of traditional technologies and materials that have been used since time immemorial is often underestimated, and sometimes forgotten. These kinds of forms and materials can often be the most appropriate solutions for comfort and for energy savings, in cities and especially in the countryside and rural areas. We propose that the rescue and adaptation of technologies and materials traditionally used in traditional cultural regions in the world, be applied in the appropriate places, and avoid the indiscriminate use of industrial technologies in rural areas and the countryside where these cannot be maintained or sustained properly. UIA COMMITMENT Everything that we do is about people. We must ensure through adaptation and mitigation, that people have better cities and a better quality of life made Sustainable by Design and that all architects and other related professionals are much more responsible in the future. Architecture can make the difference…’’ (Cancun, Mexico 2010) Referencences, bibliography …………. ………… ………… JANNA MITSOU Dr. architecte - urbaniste

Directrice PT ‘ARCHITECTURE ET TOURISME’- UIA

Karkavitsa 4-Palio, Kavala, 65500-Greece

tel +30 2510 226067 fax+30 2510 620067 mob +30 6949 278450

[email protected]




RESEARCH PAPERS

AND POLICY BRIEFS

Collaborators and Contributors

Resiliencia y Urbanización Morató, J., Gallegos, A., Villanueva, B., Acevedo, H., Aguilar, L.

Cátedra UNESCO de Sostenibilitat, UPC Barcelona Tech.

J. Montoya, UNESCOSOST Colombia-Tecnológico de Antioquia

[email protected]

The Resilience of the cities:

An application of the Heuristic of the

Adaptative Cycle Metaphor.

Rafael de Balanzo, Architect & Urban activist, Researcher of the

Sustainability Institute, Catalonia Polytechnical University,

http://is.upc.edu Member of the Work Group “Actions Without

Borders” UIA.

[email protected]

Twitter: @URBresiliencia

Facebook: https://www.facebook.com/UrbanResilienceCenter

Constellation cities_

Active and interactive dipole: Volos-

Larissa.

Intermediate city_

Evolution scenarios in time of crisis.

Mitsi Valassa, Architect, vice president of the Greek department of

UIA. [email protected]

Carolos Galanos, Dr Architect D.P.L.G., CIMES researcher, Greek

department of UIA [email protected]

Nestoras Kanelos, Architect, CIMES researcher, Greek department

of UIA [email protected]

Approaches to an operative

resilience:

Adaptive Cycle and Panarchy in the

informal urbanization process.

Borja M. Iglésias, Urban planner and CEO for Governance & Public

sector, Local Economic Development and Knowledge Management

at NSIC, Ph.D Researcher DUOT-UPC-Barcelona Tech

[email protected]

Twitter: @bia_nsic

David Sànchez, Architect, Program Manager and CEO for Urban

Sustainability & Process Innovation in the AEC industry at NSIC

[email protected]

Twitter: @dsp_nsic

“Escola d'Enginyeria de Terrassa” Colom, 1 08222 Terrassa Tel. 93 739 80 50 Fax 93 739 80 32 [email protected]

RESILIENCIA Y URBANIZACIÓN Borrador para Congreso UIA - DURBAN 2014

Morató, J., Gallegos, A., Villanueva, B., Acevedo, H., Aguilar, L. & J. Montoya*

Cátedra UNESCO de Sostenibilitat, Universitat Politècnica de Catalunya

C/Colom, 1, Terrassa-08222.

*UNESCOSOST Colombia - Tecnológico de Antioquia En el año 2011, un conjunto de investigadores coordinados desde la Cátedra UNESCO de Sostenibilidad adopta como lema de trabajo de investigación el concepto Reciclar Ciudad, basado en una investigación que analiza y reconoce el valor del conocimiento tradicional y los antiguos lazos de relación sociedad-territorio de las sociedades preindustriales, con los antiguos conceptos de habitar y concebir el territorio, así como la ciudad, dentro de un proceso de construcción colectivo. El concepto está basado en la visión multidisciplinar del proceso de urbanización y en incorporar el mayor número posible de participantes en la transformación urbana, con la finalidad de reducir el impacto ambiental de la ciudad y fomentar mecanismos de conexión e innovación. Todo ello con el objetivo general de fomentar la corresponsabilidad en la adecuada gestión del territorio y de las interacciones relacionadas con los asentamientos humanos. Reciclar Ciudad se constituye el 2014 en red RECNET (http://www.unescosost.org/recnet), para trabajar de manera transversal los conceptos claves de vulnerabilidad, resiliencia comunitaria y patrimonio inmaterial, con la finalidad de mejorar las capacidades adaptativas de la población y dotarlas de herramientas que le permitan aumentar su capacidad de respuesta ante los cambios internos o externos del entorno, es decir, a su propensión a deteriorarse por causa de la exposición a tensiones ajenas a ella. La Resiliencia Comunitaria se refiere a la habilidad de dicho sistema de absorber los impactos que éstos cambios producen, en el sentido de generar maneras de aumentar su elasticidad social e institucional para moldearse a nuevas formas de organización o restructuración del sistema (Folke et al., 2002). El Patrimonio Cultural Inmaterial (PCI) representa la variedad del patrimonio vivo de la humanidad así también como su vehículo más importante de diversidad cultural. Los principales factores del PCI son representados por la auto-identificación del patrimonio como elemento esencial de la identidad cultural de sus creadores y portadores; por su constante recreación en respuesta a la evolución histórica y social de las comunidades y los grupos en cuestión; por su autenticidad y por su relación indisoluble con los derechos humanos (Lenzerini, 2011). La Construcción de Capacidades Adaptativas relacionadas con los conceptos anteriores, permite estudiar el desarrollo de una población en torno a los instrumentos y los medios económicos, sociales e institucionales, constituyéndose de esta manera como un proceso mediante el cuál se incrementa la calidad de vida de la población en términos de la habilidad de prevenir posibles efectos negativos y de intervenir de manera efectiva en la toma de aquellas decisiones que les afecten directa o indirectamente.

“Escola d'Enginyeria de Terrassa” Colom, 1 08222 Terrassa Tel. 93 739 80 50 Fax 93 739 80 32 [email protected]

Como experiencia del trabajo de Reciclar Ciudad se tiene el Morro de Moravia, asentamiento humano informal localizado en una montaña de basura de 35 metros de altura en la ciudad de Medellín, Colombia, donde existía una fuerte ruptura de los lazos de habitabilidad de una sociedad con su territorio. El proyecto se centró en la correcta gestión del agua infiltrada y la de escorrentía, mediante sistemas naturales de depuración (García et al., 2010; Morató et al., 2011); al mismo tiempo promovió la identidad territorial y la cohesión social a través de actividades participativas (talleres, mesas redondas, foros, entre otras) para conseguir la transformación ambiental, generar espacios físicos de convivencia y vincular a los miembros de la comunidad. Referencias bibliográficas Cutter, S.; Boruff, B.; Shirley, W. Social vulnerability to environmental hazards. Social Science Quarterly, 2003, vol. 84, no. 2, p. 242-261. Folke, C.; Carpenter, S.; Elmqvist, T.; Gunderson, L.; Holling, CS.; Walker, B.; Bengtsson, J.; Berkes, F.; Colding, J.; Danell, K.; Falkenmark, M.; Gordon, L.; Kasperson, R.; Kautsky, N.; Kinzig, A.; Levin, S.; Mäler, K.; Moberg, F.; Ohlsson, L.; Ostrom, E.; Reid, W.; Rockström, J.; Savenije, H.; Svedin, U. Resilience and Sustainable Development: Building Adaptive Capacity in a World of Transformations. The Environmental Advisory Council of the Swedish Government. Sweden. 2002. Garcia, J., Rousseau, D., Morato J., Usage, E., Matamoros, V. & Bayona, J.M, Contaminant Removal Processes in Subsurface-Flow Constructed Wetlands: A Review. Critical Reviews in Environmental Science and Technology, 2010, 40 (7), 561 – 661. Lenzerini, F. Intangible Cultural Heritage: The Living Culture of Peoples. European Journal of International Law, 22(1), 101–120. doi:10.1093/ejil/chr006. 2010. Morató, J., Pires, A., Ortiz, A. & Gallegos, A, In What is Sustainable Technology. Perceptions, paradoxes and possibilities. Mulder, K., Ferrer, D. & H. Van Lente (ed.). Greenleaf Publishing Ltd., Sheffield, Uk. 2011. Morató, J. et al. Reciclar Ciudad. Repensar la transformación: hacia una gestión sostenible del territorio. Cátedra UNESCO de Sostenibilidad, Universidad Nacional Autónoma de México. 2013.

Dr. Jordi Morató La Cátedra UNESCO de Sostenibilidad (CatUNESCO) de la Universidad Politécnica de Cataluña-‐BarcelonaTech es un espacio interdisciplinario, crítico, reflexivo y abierto que fomenta una tecnología que contribuye al desarrollo humano sostenible. Su objetivo principal es trabajar en torno a un sistema integrado de actividades de investigación y formación centradas en el análisis de las relaciones múltiples entre las esferas económica, sociopolítica, tecnológica y ecológica. http://www.unescosost.org RECNET se constituye como una red para el desarrollo de la innovación social dirigida a reducir el impacto del proceso de urbanización, a través del intercambio de conocimientos entre las universidades y centros internacionales de investigación y y los demás actores claves interesados en manejar y responder al acelerado proceso de urbanización y re-‐pensar la transformación de las ciudades. http://www.unescosost.org/recnet

Rafael de Balanzo, Architect & Urban activist .

Researcher of the Sustainability Institute, Catalonia Polytechnical University, http://is.upc.edu

Member of the Work Group “Actions Without Borders”, UIA.

Email: [email protected] Twitter: @URBresiliencia


The Resilience of the cities: An application of the Heuristic of the Adaptative Cycle

Metaphor.

This research from the Sustainability Institute and the Work Group”Action without

Borders” of the UIA provides an exploratory study in a holistic point of view of the evolution of

the cities in the world. We’re still working in progress in two different Cases Studies in the

European Union and the US: The city of Barcelona and the City of Baltimore.

Resilience has become increasingly central to international and domestic police-

making over the last decade. Climate change, over-population, or migration flows,−all caused

by the different systemic crises in the environment, the economy and the society−, have

affected the evolution of the urban quality of life. These short- and long-term stresses,

collapses and changes have brought highly substantial changes in the sustainability of urban

systems. Therefore, there is a need to modify the urban sustainable planning policies towards

new strategies aiming to transform the city through resilient processes. City’s resilience lies in

its capacity to adapt and transform itself to meet the needs and aspiration of people, rather

than it’s ability to return to the form it took prior to the crisis it has suffered recently. Two

main strategies have emerged as described below:

• Top-down. as Schoks such a temporary disasters International organizations and IT

multinationals direct top-down urban strategies based on reducing the vulnerability of

infrastructures and their ecosystems to disasters (Engineering Resilience), and

strengthening urban resilience in developing countries suffering from climate change

(Durban Adaptation Charter) and the soaring population growth. These strategies are

based on a flat or balanced metaphor of perception of the evolution of urban systems.

• Bottom-up. Long-term, slow-moving declines or “slow burns” often imply fundamental

transformation and are capable to of corroding the social and political structures of

cities and create social tensions by altering the balance of power. Self-managed urban

communities lead bottom-up urban strategies with the objective of engaging citizens

to adapt to the needed urban changes through evolutionary resilience metaphor.

Problem:

Complex economic, social, political environmental problems no longuer seem credible

top-down interventions of government operating at a macro-level, Resilience is now the top

priority for the sustainable development and international social and institutional

development and aid agenda and through the upgrading of local resilience of the marginalized






populations, it should be possible to react against current economic inequality. The concept of

top-down urban resilience is currently applied top-down by UN-Habitat, the World Bank and

municipalities around the world with a focus on the short-term changes caused by major

disasters (such as floods, hurricanes, or climate migration of the population) in large cities in

both developed and developing countries.

However, the urban sustainability cannot only focus on short-term resilience after

major disasters. It ought to also include long-term resilience so that cities adapt and transform

themselves. This approach adopts the ecological concept of resilience, as social-ecological

systems are viewed as inherently complex, adaptative and evolving Based on this concept,

cities (social-ecological systems) evolve as an adaptive self-organized complex system. This

capacity to adapt and transform themselves is called evolutionary resilience.

REVOLT

MEMORY

Objectives and Methodology:

The main objective of the research agenda is to adapt the evolutionary concept of

resilience to analyze the city using the concept of Panarchy. The research agenda has three

goals: (1) to highlight the hierarchical structure of the nested adaptive cycles and the key role

of the Local Communities initiatives in the resilient development of the city of Barcelona; (2) to

bring to light the relevance of the intra- and cross-scales between its institutional networks

and its key actors in achieving sustainable development; and (3) to emphasize the main

commandments of urban resilience as basic features for a successful adaptability and






transformability towards urban sustainability. The principals commandments of the resilience

design thinking are adaptability, self-sufficiency, auto-organization, redundancy, diversity,

innovate learning and empowerment.

To define the tipping-points of the adaptive cycles for each period

Holling and Gunderson (2002) call the adaptative Cycle as a metaphor to classify

systems, order events, and suggest specific questions and testable hypothesis. It’s possible to

note features of the adaptative cycle in a wide variety of phenomena, including the rise and

decline of business, industries, and political or jurisdictional entities such a cities. The

adaptative cycle metaphor provides us with a useful way of understanding recent events and

long-term processes currently underway in the different scales of the city, as the district,

neighborhood or the local communities.

The theory of the Adaptative Cycle has four stages, each represented by a letter variable: To

track the evolution of a city, non-traditional indicators or categories of activities has to be

considerate as social entrepreneurship, urban agriculture, civic participation, or creative

innovation and such a trust, cooperation and collaboration across communities. Westley et al

(2013) highlight the importance of cultures of collaboration and effective social mouvements.

Therefore, Resilience, a third dimension of the adaptative and evolutionary nature of

adaptative cycles, lies within the panarchy. For this purpose, the development of the concept

of panarchy as a tool to analyze and develop sustainable urban policies is needed. Panarchy is

the term we use to describe a concept that explains the evolving nature of complex adaptive

systems. Panarchy is the hierarchical structure in which systems of nature and humans (for






example, structures of governance, settlements, and cultures), as well as combined human–

nature systems and social-ecological systems are interlinked in never-ending adaptive cycles of

growth, accumulation, restructuring, and renewal. The panarchy is a representation of the

cross-scale and inter-scale networks generated by hierarchical relationships at both time and

space scales and through the “revolt” and “memory” connections. These networks are nested

in a set of adaptative cycles and aim to establish sustainable development.

Indicateurs du développement durable Quantitatif et rangs

VALLCARCA

NEIGHBOURHOOD

GRACIA DISTRICT

COLL

NEIGHBOURHOOD

Barcelona City/ Largest ScaleGracia District/ Middle ScaleVallcarca,El Coll Neighborhood/ Smallest scale

Case Studies: The City of Barcelona

For this purpose, I will use the case study of the city of Barcelona. This case study is

highly relevant for its well known sustainable urban policies. More specifically, the research

“Making sense of the Holling Heuristic in urban environments: collective actions and cross

scales influences in the transformation of Vallcarca and El Coll neighborhood (Barcelona)” will

focus on two wards of the city of Barcelona belonging to the District of Gracia. This paper

explores a specific step of such theoretical challenge, re-framing the urban transformations

happening during the last decade in Vallcarca (a neighborhood in Barcelona, Spain) relating

them to Holling heuristic adaptive cycle. This district is a pioneer district in urban sustainability

policies in Spain. This analysis will explore the advantages of using the adaptative cycle

compared to the existing tools to improve our understanding of the neighborhood's resilience

strategies for the urban transformability to sustainability.






To achieve this, our analysis will be threefold. First, we will discuss the main

environmental urban policies developed in the city of Barcelona and the district of Gràcia from

1996 to 2011. Second, we will analyze the consequences for urban resilience of two types of

measures: (i) the "top-down" measures in the neighborhood of El Coll driven by the local

government; and (ii) the "bottom-up" measures developing cooperation and resilience driven

by the citizens' actions in Vallcarca facing highly complex, slow and tortuous official urban

planning legal focusing on the design and the physical transformation of the neighborhood

ignoring its social and ecological local aspects. Third, we will apply the concept of panarchy to

explain the interrelationship between technocrats' urban policy initiatives from the council of

Barcelona and resilient activities driven by the citizens. We propose to compare the actions to

improve urban sustainability generated by social and urban self-managed initiatives “bottom-

up” to those initiated at by local urban policy makers “Top-down” both the social, economic

and ecologic levels.

Some of this research is under process and had been presented in two different panel

sessions: Framing urban resilience, innovation and development in the Third International

Science and Policy Conference on the Resilience of Social and Ecological Systems

(www.resilience2014.com) in Montpellier, France; and in the the US-EU Transanlantic

Symposium to promote the role of Arts for Urban Resilience organized by EUNIC at the city of

Baltimore in May 2014.

Bibliography & References:

Holling, C. S., Lance H. Gunderson, and Garry D. Peterson. 2002 Sustainability and panarchies. Panarchy:

Understanding transformations in human and natural systems (2002): 63-102.

Folke, C., Carpenter, S., Elmqvist, T., Gunderson, L., Holling, C. S., & Walker, B. (2002). Resilience and sustainable

development: building adaptive capacity in a world of transformations. Ambio, 31(5), 437–440.

Holling, C. S. (2001). Understanding the Complexity of Economic, Ecological, and Social Systems. Ecosystems, 4(5),

390–405.

Cash, D. W., Adger, W. N., Berkes, F., Garden, P., Lebel, L., Olsson, P., Young, O. (2006). Scale and cross-scale

dynamics: governance and information in a multilevel world. Ecology and society, 11(2), 8.

Westley, F. R., Tjornbo, O., Schultz, L., Olsson, P., Folke, C., Crona, B., & Bodin, Ö. (2013). A theory of transformative

agency in linked social-ecological systems. Ecology and Society, 18(3), 27.

Wu, J., & Wu, T. (2013). Ecological resilience as a foundation for urban design and sustainability. Resilience in

Ecology and Urban Design, 211-229. Springer Netherlands.

constellation cities_ active and interactive dipole: Volos-Larissa. intermediate city_ evolution scenarios in time of crisis.

Mitsi Valassa, Architect, vice president of the Greek department of UIA_ [email protected]

Carolos Galanos, Dr Architect D.P.L.G., CIMES researcher, Greek department of UIA_ [email protected]

Nestoras Kanelos, Architect, CIMES researcher, Greek department of UIA_ [email protected]

Focusing on the potential growth of cities with medium-size ports and the creation of new hybridic operating areas for them, the purpose of the following research is to promote the architectural debate for the registration of problems, the analysis, the evaluation, and at the same time the consideration and proposition of a strategic formulation perspective in terms of locating the issues of the inter-nodal transport system which refers to the commercial and passenger interest transit in Mediterranean ports and their cities. Referring to the case of Volos, in Greece, the topic of this research is Volos possible transformation from city-port to port-region through the influence of harbor design and its management in relation to the (wider) mainland of Magnesia and its extension to Thessaly. Using the hub capacity of Larissa city, linked to the other 2 mainland cities of Thessaly (Karditsa and Trikala), this research focuses on establishing a substantial social, cultural and economic network between a metaphoric constellation of the most important cities in Thessaly-Greece. For this purpose the UIA-CIMES program and the department of architecture, university of Thessaly, organized during the period of 4-14/mars/2014 a Workshop under the hospice of Josep Maria Llop and the Greek department of UIA: Mitsi Valassa, Carolos Galanos and Nestoras Kanelos. Focusing on the two major cities of the region of Thessaly the object of this workshop was to serve as examples to explore possible scenarios for the evolution / sustainability of cities on this scale in the Greek territory of the economical crisis. Through the research in both academic and technical-strategic regional level, the tasks of the proposed laboratory were developed focusing on the following areas: 1. Study and observation of all those elements that differentiate the character of both cities Volos and Larissa, in a way to determine the concept of urban diversity that characterizes them. In this framework had been taken into account the different guidelines of regulatory design and the general urban planning, both cities and their regional unity. 2. Once the concept of urban diversity that characterizes the two cities (Volos, Larissa) was determined during the second phase of the workshop, the work focused on the production of a “base plan”. The object of this phase was to attempt the production of a large-scale plan, where enhancing the characteristics that differentiate the character of the city of Volos and the city of Larisa would be feasible a potential development scenario of an active dipole, which potentially would work in an attractive manner to the users of these two cities and ... why not in a second level for the whole region of Thessaly (constellation cities). 3. Based on the above study of possible scenario’s “base plan”, the results of this workshop had bee organized in a documentary-file with the characteristics of a charter-declaration of Thessaly on how populations of cities could interact in times of crisis, in an active and attractive dipole of cities. Intermediate cities have their own way toward in the current process of global urbanization as far as the nature and strategies developed under different geographical and socio-economic scenarios in each case. Significant changes in the structure and hierarchy of the European city are translated in planning through the globalization of the economy, the impact of new technologies, and policy of urban regeneration. The struggle for existence of small and intermediate cities, because of their size, is based on a series of strategies with the purpose not to compete with one another, but rather to restore the classic concept of the "city". That refers to the concepts of citizenship and governance. As a result the redefinition of the European city, even in the case of Volos and Larissa requires the re-training of the citizen in terms of mastering the "enjoyment" of his city. In the case of Volos and Larissa and of any other European intermediate city today, it is vital to protect this concept through the development of a dynamic relationship among eight characteristics of living in a city. These characteristics, that affect directly the city’s life in a social level, as shown by the research program CIMES of the UIA, are: globalization, revolution in economical information, impact of developments in transport, technological information, new

role of planning authorities, transformation of Eastern Europe, immigration and the research on environmental sustainability. At this point, it would be important to mention as well, the key characteristics of prosperity that constitute points of interest in the conservation and positive evolution of medium-size cities: a. Good provision of infrastructures and public services. b. Smaller and more flexible production units. c. More skilled and versatile centers in terms of organization of human resources. d. Decentralization and organization with direct connections among the most dynamic regions of Europe. In general, it appears that in all cases of intermediate cities in the Mediterranean, the key element is the existence of good external connections and an internal network of relations with the wider region at which the city lies. In this sense, adjacency or proximity and strong functional relationship within metropolitan areas and major urban centers, are crucial for their development. The Intermediate cities are able to combine the virtues of a small to medium-size town and offer their citizens a more harmonious environment, avoiding the disadvantages faced by the major cities.

Indicative bibliography: Architecture and urban design: -Carlos García Vásquez, (2004), Ciudad Hojaldre: Visiones Urbanas del siglo XXI, Editorial Gustavo Gili SL, Barcelona. -Ignasi de Solà-Morales, (2003), Diferencias: Topografía de la arquitectura contemporánea, Editorial Gustavo Gili SL, Barcelona. -Ignasi de Solà-Morales, (2002), Territorios, Editorial Gustavo Gili SL, Barcelona. -Jordi Querol, (2004), Bienvenidos al Urbanismo: imágenes y palabras, Viena ediciones, Barcelona. -Josep Maria Llop, Ciudades Intermedias, UIA-UNESCO. http://www.unesco.org/most/ciudades -Le Corbusier, (2e trim. 1971), La Charte d’Athènes, éditions de Minuit, France. -Peter Hall, (1996), Ciudades de lα mañana: historia del urbanismo en el siglo XX, ediciones del Serbal, Barcelona. -Rem Koolhaas, (2001), Project on the city,vol.1 y 2, Taschen, España.

Life in the city: -Aristomenis Provelegios, (1974), L’esprit de la ville, copyright Aristomenis Provelegios, Atenas. -François Ascher, Mai (1996), Métapolis ou l’avenir des villes, éditions Odile Jacob, Paris. -François Ascher, (2004-2005), Los nuevos principios del urbanismo, Alianza Editorial SA, Madrid. -George Simmel, (2007), Les grandes villes et la vie de l’esprit, ediciones de L’Herne, Paris. -Ignasi de Solà-Morales, (2004), Eclecticismo y vanguardia y otros escritos, Editorial Gustavo Gili SL, Barcelona. -Kevin Lynch, (1999), L’image de la cité, Dunod, Paris. -Panagiotis Tournikiotis, (2006), The architecture in the contemporary era, Futura, Atenas. -Philippe Trétiack, (2001), Faut-il pendre les architectes, Seuil, Paris. -Rem Koolhaas et Harvard Design School: Project on the city, Stefano Boeri, Nadia Tazi, Sanford Kwinter et Daniella Fabricius, Hans Ulrich Obrist, (2000-2001), Mutations, Actar, Barcelona. Strategic development plans: -University of Thessaly, Department of Planning and Regional Development (2005), Strategic development plan of Magnesia, Prefecture of Magnesia, Volos. -University of Thessaly, Department of Planning and Regional Development Department of Regional Economic Analysis (2006), Strategic Development Plan of Volos 2007-2013, Municipality of Volos Municipal Tourism Company.

Approaches to an operative resilience Adaptive Cycle and Panarchy in the informal urbanization process.

Issues In a turning point in the history of civilization that tends to make the

city the main habitat of human beings, concepts such as resilience and

sustainable development acquire relevance in advanced economies

and donor agencies agenda, which focus on fighting climate change

effects most of their expectations. The idea of the city as a focus of

risks and urban population as potential subject to disaster (Metzger,

Robert 2012, 23) moves slowly the vision of the city as a landscape for

the opportunity. However, both in North and South, the resilience

continues ballasted by the extreme complexity of making it fully

operative regardless of the time dimension, local-global interaction

and environmental, social, economic, and institutional cross-cutting.

This Policy Brief forms part of the speech on «Resilience and

Urbanization» for the XXV UIA 2014 World Congress in Durban, South

Africa; Born from the collaboration among NSIC and UNESCO Chair in

Intermediate Cities headed by Professor Josep Maria Llop with the

goal to strengthen the study of informal urbanization processes that

are being developed in the main emerging cities around the world.

This paper summarizes the main contributions of the Working Paper

that will be published throughout October 2014 in the framework of

constitution of a workforce specialized in strengthening the resilience

capacity of the environmental, economic, social and institutional

dynamics in low-income urban municipalities.

Borja M. Iglésias

Urban Planner, Researcher

(DUOT) UPC-Barcelona Tech

and co-founder of Network

for Strengthening the

Informal City (NSIC).

[email protected]

David Sànchez,

Architect, Program Manager

and co-founder of Network

for Strengthening the

Informal City (NSIC).

[email protected]

policy brief

RESILIENCERESILIENCERESILIENCERESILIENCE & & & & URBANIZATIONURBANIZATIONURBANIZATIONURBANIZATION

July 2014

Keywords: urban resilience, inclusive governance, Panarchy,

adaptation, empowerment.

policy brief Resilience & Urbanization july 2014

Approaches to an operative resilience Adaptive Cycle and Panarchy in the informal urbanization process

What is the common factor that links in time

and space the reaction capacity of vulnerable

urban people to the impact of certain

environmental, financial, social or

institutional crisis?, When is the right time on

which to apply public policies to generate the

maximum impact among Community?, is

there a direct relationship between global

geopolitical and local households dynamics?,

is it possible to offer a better response to the

uncertainty generated by the vision of

inequality urban geographies projected in

emerging economies?, is it possible that an

informal settlement in a low income

economy may have a greater capacity for

resilience that a smart city in an advanced

economy?

These are some of the many questions

generated by a concept under construction as

might be the resilience, even more so when it

is associated with another transversal

concept as might be that of urbanization.

If by resilience, we understand the ability of a

system to absorb shocks, and after that,

maintain its structure (Metzger, Robert,

2012), the term multiply the readings when

the system that we are talking is a complex

and dynamic system as can be the city,

especially in emerging and low-income

economies; Despite this, many of

International Agencies, Organizations and

Foundations better positioned in the incipient

resilience management of cities, they focus

the conceptual framework in strengthening

environmental governance, especially in the

logistic infrastructure, as the most critical

element to protect against risks that have

gone to form part of the global list of fears, as

the effects of climate change with the

increase of sea level or the atmospheric

toxicity to the head. However, not all the

cities are exposed to natural devastations, as

nor are conditioned to the negative effects of

a carbon economy.

The concept of resilience on the International Agenda.

In this sense, becomes especially relevant a

risk that threatens the sustainability of life in

the emerging city of low and middle income

economies, as it might be the demographic; a

hazard able to amplify each and every

existing or potential territorial risks, both

from strictly environmental order, as

economic, social and institutional, being a

vital factor to understand the global

urbanization process challenges. It should be

remember that, despite the large numbers

which usually are associated to megacities,

megaregions or regional corridors that are

being created in the middle and low income

economies of Latin America, sub-Saharan

Africa or Southeast Asia, most of the world's

urban population lives in intermediate cities,

those which have a population comprised

between 20,000 and the two million

inhabitants and which have grown from 17%

(1990) to 21%(2011).

Analyzing vulnerability levels that presents

the overall process of urbanization, also helps

us to asses to what extent, the debate on a

hypothetical instrumentalization of resilience

can constitute a key element for a sustained

reduction of vulnerability levels at inequality

urban geographies, or on the other hand, be

an exclusive instrument only available for

high income cities aimed to endorse certain

public work policies to reduce to practically

zero the crisis impact on their logistics

networks. In this regard, it should be recalled

that the most dynamic cities on the planet

are faced to challenges completely opposite.

While the most urbanized global region

corresponds to Latin America, the less

urbanized is found in sub-Saharan Africa;

However, 23.5% of urban population, some

110 million people in the Americas live in the

typological variants of the informal city, while

60% of the urban population in sub-Saharan

Africa, around 200 million inhabitants, make

it on the different typologies of slums that

can be multiplied for the coming decades.

2222


PÁGINA 3 Approaches to an operative resilience Adaptive Cycle and Panarchy in the informal urbanization process

.

In order to make an holistic approach to the

potential operativeness of resilience in

informal urbanization processes is essential

begin the analysis from the Adaptive Renewal

Cycle scheme developed by Holling (2001),

which constitutes, in its apparent simplicity,

one of the main instruments to facilitate the

understanding of complex adaptation

processes and transformation sequences that

every ecosystem would present; A scheme

that allows to set a continuous reading, both

destabilizing forces and innovation processes

that would mark the building of resilience,

like in the other hand, the stabilizers forces

and the maintenance of productivity and

growth sequences once system has been

reorganized (Calvente 2007), and that define

the space of loss of resilience that it carry

until the crisis impact.

One of the first observations that allows to

set the Adaptive cycle schema indicates that

the resilience of a system to the environment

increases when it approaches more to "α"

(Alpha: reorganization), whereas resilience

tends to dissipate, becoming more fragile,

when it approaches more to "K"

(conservation), time for a crisis impact that is

understood as the necessary turning point in

the transformation of whole ecosystem; A

point from which the transformed ecosystem

starts a new Adaptive cycle built on the

experience previously acquired in each of the

processes that have improved the capacity of

adaptation to new contexts. To make more

evident the relations generated in the

Adaptive cycle of informal urbanization, we

have synthesized in the following diagram the

essence of each flow and turning point.

Resilience guidelines: Adaptive cycle in Informal urbanization

Scheme 1 Adaptive Renewal Cycle in informal urbanization.

3333



4444

However, unlike the biological system on

which was applied for the first time the

scheme developed by Hollings, the urban

system presents more complexity when it

comes to analyzing existing balances, for

example between particular political and

economic forces that might influence in the

adaptation of specific population segments to

new uncertainties or risks. In this sense, the

Adaptive cycle scheme that we have seen

before, when it is applied to a complex

ecosystem as may be the city, it could get to

observe the role of social policy as a

substitute of self-management, whose utility

would be apparent at the time in which

individuals were unable to manage risks by

themself. In this way, it is essential examine

the validity of certain risk indicators that, of

not be adjusted in scrupulous way in those

contexts in which to increase the resilience, it

may favor a misguided policy development

from the start, with the loss of credibility,

resources and time that have showed

multilevel public administrations so many

times.

The first reading that stands out is that

relating to the process of widespread loss of

resiliency that happens among the people

(sequence α-r-K) to the extent of self-

management initiative, so decisive in the first

moments of the informal urbanization

process to ensure the access to a roof for

example, is being replaced by a Government

that centralize decision making about the

deficits and aspirations management of the

territory; In this way, to the extent there is

certain improvement of well-being and

comfort levels also it would compromise,

depending on the degree of interference in

the life of the community, the ability to react

to unexpected events of a people that had

made of resilience their hallmark. A proven

fact in each one of the urban regeneration

processes which, with greater or lesser

success, have been spreading in those cities

with greater financial strength and that have

behaved, among other things, the entire

fragmentation of the associative fabric, that

time back, in the absence of representative

Government, had taken over the task of

managing the community daily interests.

The second reading would be directly related

to the expectative time that presents the

moment after the crisis (K-Ω-α sequence), in

the broadest sense of generate horizons of

opportunity between that part of the

population that have more options to recover

certain levels of normality with the least

possible effort and thus, get out reinforced

from a traumatic experience; a relationship

that, taken to the extreme, could be seen

repeatedly in those cities devastated by war

or natural episodes in which a priori most

vulnerable people, as could be low-income

households, are those that from the

continued exercise of subsistence imposed by

geographies of inequality, are able to resume

immediately its everyday routines.

One of the criticisms that emerges from these

two readings is undoubtedly the related to

the relaxation scene associated to the

process of «urban formalization», starring by

those generations that have not involved

directly in the management of their habitat in

the past, and they ignore the importance of

this vital experience in a new context of

uncertainty that can suppose the difference

between life and death; On the other hand,

multilevel public administration can amplify

risk factors if from the design of public policy

does not get depth into the needs that are

affecting the everyday life of the community,

entering into a spiral of high cost

improvisations which usually end up taking

the toll, as time goes by and risks become

more present; from the tension, through

increasingly more massive mobilizations,

escalation of tension, outbreak of violence

and the open conflict in each one of its most

tragic versions, that mark the sequence of

failure.


PÁGINA 5 Approaches to an operative resilience Adaptive Cycle and Panarchy in the informal urbanization process

.

Panarchy: Towards an operative resilience management of cities. The purpose of this policy brief, already from

the beginning, has been directed to make a

holistic approach to the study of resilience

understood as a process of skills

empowerment of the people, the economy,

the institutions and the environment to the

impact of a crisis that can open new scenarios

for opportunity, putting into question the

ability to adaptation learned from previous

experiences; in this sense, we wanted to

focus the paper on the generalized processes

that happens along informal urbanization

process like the main stage where the

resilience takes a greater significance in

ensuring to the people the right to access to

an urban habitat; opposed to this, public

administration, turned into natural substitute

of neighborhood capacities can be,

depending on the impact and the

determination of traced policies, an element

that can contribute to generate or increase

risks, or otherwise, to improve the

empowerment of different systems against

uncertainty. In any case, the new challenges

it presents, not only informal urbanization,

but the whole urban environment of the 21st

century, are increasingly characterized by a

struggle of interests that transcends the

barrier of the city itself and reaches to link

the global geopolitical to the micro-scale of

household dimension along a temporary

space that sinks in the past and fades in the

future. In this sense, the Panarchy, as a

matrix for "analysis of social and political

context becomes the key to understand the

stakes and implies a reflection on the social

project, the role of state and local public

authorities and what is considered of general

interest. This way to approach vulnerability

and resilience puts the political arena in the

heart of risk management and allows making

choices and decisions in a logic of

strengthening democracy. Under these

conditions, mobilize the term of resilience

provides heuristic contributions and achieves

to exceed criticism raised.

By doing this, it reconstructs the political

dimension of risk management policies'

(Metzger and Robert, P38). The ideal

framework to come to understand the

reasons why certain specific phenomena has

influenced decisively in the improvement of

the capacities of adaptation after the crisis

better others, or impact level of certain

policies aimed to correcting imbalances,

which sometimes have been effective and

many others have generated the opposite

effect than expected. In summary, a table

that would let to quantify and measure more

accurately all those turning points that have

undoubtedly allowed the different systems

that articulate the city, to deal in a more

secure way to persistent risks or those,

intuited, are likely to become reality.

In this sense, the concept of Panarchy

developed by Gunderson and Holling (2002)

and Walker, Holling, Carpenter and Kinzig

(2004) would allow to obtain a complete

sequence of all those environmental,

economic, social and institutional factors in

each of the scales that make up the territory,

from micro-scale of home until the meso

scope of global regions, obtaining the

information needed, for example, to

influence in the improvement of local

economic development policies or as in the

case of the informal urbanization,

lengthening to the maximum the habitat self-

management level as an indicator linked to

the direct increase of resilience at household.

5555

(…) the Panarchy, as a matrix for "analysis

of social and political context becomes the

key to understand the stakes and implies a

reflection on the social project, the role of

state and local public authorities and what

is considered of general interest.



Scheme 2 Panarchy in informal-formal urbanization.

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RESILIENCE

AND

URBANIZATION

Jordi BALARI, Lluís BRAU, Josep Maria LLOP, Janna MITSOU

Morató, J., Gallegos, A., Villanueva, B., Acevedo, H., Aguilar, L. J. Montoya,

Rafael de Balanzo, Mitsi Valassa, Carolos Galanos, Nestoras Kanelos, Borja

M. Iglesias, David Sànchez

XXV

International

Union of

Architects (UIA)

World Congress

DURBAN

2014

Documents

World Congress DURBAN 2014