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e polluted unpleasant and dangerous areas repelling people and businesses jane jacobs calls these areas border vacuums that suck life out of the city perhaps is no surprise that some of the neighbourhoods in the comunas mentioned above are among the poorest in chile and are at the bottom of the national ranking of quality of life and that the more affluent households in santiago live in areas with much better environmental quality such as providencia las condes and vitacura far from noisy motorways and near large high quality green areas the problems of walking and cycling are compounded by problems in using public transport the transantiago santiago s public transport system was never too far away in all the conversations we had with our local colleagues this was also the topic of an article in the economist last year aptly titled going nowhere and describing how bus journeys have slowed down 8 since 2012 and how passengers sometimes wait ages at stops scrawled with graffiti with no inkling of when the next bus will arrive a report on personal security in public transport also found that 85 of public transport in santiago users have been harassed when travelling by bus or metro or walking to stops and stations the transport and economic and health inequalities in santiago are rooted in the urban policies of the 1980s which resulted in poorer people living in distant suburbs with limited public transport access and a lack of good quality public spaces in a seminar on transport equality victor barrueto from the association of urban surface transport operators said that se ha dejado a la gente con menos recursos económicos en el fin del mundo lo que trae grandes dificultades para trasladarse a las zonas de trabajo y son ellos los que ocupan el transporte público mayoritariamente less affluent households were stuck at the back of beyond where they cannot access the places where jobs are despite the fact that they are the ones that need public transport the most in cambiarnos 2014 hacia un transporte metropolitano justo but even the central parts of santiago have problems the central motorway crosses the city centre from north to south and the north costanera a motorway which connects rich areas in east santiago to the airport and then to the beaches crosses the centre from west to east although it goes through a tunnel in some parts but just some blocks further down there is the alameda the main avenue in santiago which despite the trees is a noisy chaotic road which by being so central is difficult to for pedestrian to avoid even in quiet neighbourhoods there is too much road space given to cars and little left to share between cyclists pedestrians and trees we were lucky to visit santiago in 2017 as several radical policies are currently being implemented or designed to address some of the problems described above there is an ongoing consultation process to radically redesign the alameda reallocating more space to pedestrians and cyclists improving access to public transport and regenerating the existing green areas another big plan is the mapocho 42k a cycling route along the river mapocho crossing the whole of santiago and linking several existing and proposed green areas the ruta de la infancia will be a 17km cycling route linking two major children s attractions and then linking with the mapocho 42k the santiago city centre mobility plan also has pedestrians cyclists and public transport users as priorities alexis arevalo from the urban mobility team of santiago municipality and tomas echiburu councillor for the providencia comuna showed us some of the interventions that helped santiago to win the 2017 international sustainable transport award of the institute for transportation and development policy the paseo ahumada and paseo huerfanos the two main pedestrianised streets in santiago were given a new life first photo below and the paseo bandera reopened one month after our trip as a very colourful street in nearby calle compania the pedestrian pavements were widened from 80cm to 250cm bus stops were also redesigned second photo below public places were also improved both the main ones at the heart of the city and smaller ones in other neighbourhoods there were also innovative ideas to create new public spaces such as plazas de bolsillo pocket squares top picture below and other small areas created from reclaiming space that was previously used by cars either moving or parked at the national level a new law on convivencia vial road sharing will reduce traffic speed to 50km h in urban areas and give the municipalities more powers to reallocate road space to pedestrians and to designate 20 30 and 40km hr zones that will not reduce the separation caused by absolute barriers such as the one i showed in the beginning but it will reduce the collision risk and improve the pedestrian environment in other roads improving the accessibility of residents in the poorer southern suburbs remains a challenge one project that could benefit those suburbs is the anillo interior a ring road using the space historically used by a railway and which would be used as a bus corridor much has been said and written about this during the last 20 years but the project is yet to be completed overall providing accessibility and environmental quality for all is also a project yet to be completed in santiago but the ongoing changes are encouraging south america street mobility in são paulo february 19 2018 uclstreetmobility leave a comment post by dr paulo rui anciaes this is the second post about the street mobility trip in south america to explore community severance and other links between transport and health in large urban areas são paulo is big very big with a population of around 12 million people if it were a country it would be bigger than portugal belgium or greece if we count the whole são paulo metropolitan area then its population 21 million would be just a few million smaller than that of australia são paulo also has 8 million motorised vehicles competing for 17 000 km of road space but são paulo is not a homogenous mass of residential areas in many places it is split by large infrastructure such as motorways massive road junctions industrial areas and other major urban equipment two good examples of infrastructure dividing the city are the marginal tietê and marginal pinheiros two systems of roads running for 25km each on both sides of the rivers with the same names the pinheiros has a total of 15 vehicle lanes and the tietê has 20 vehicle lanes the marginal tietê was enlarged in 2010 because it did not have enough lanes marginal tietê fernando stankuns cc by sa 2 5 another barrier is the minhocão the worm an ugly elevated road which in some places is only 30cm away from residential buildings shortly after our trip the guardian ran a bilingual series of articles about são paulo one of them was about the minhocão and plans to get rid of it neighbours of the minhocão are exposed to noise and to 70 more pm 2 5 particles than the rest of the city the only good thing about the minhocão is that is not always open to car traffic it s closed at night and on sundays when it becomes a linear concrete park but even at those times the pollution is still there because of the even busier road at ground level the minhocão has been subject of many documentaries the most well known is elevado 3 5 and backdrop to several films in scenes where the director wants to show a bit of urban grit still from elevado 3 5 m buhler p pastorelo and j sodré 2010 still from terra estrangeira walter salles 1995 the barrier effect of large roads in são paulo has been documented in some studies for example marcos sousa from universidade estadual paulista looked at the marginal tietê as a barrier to access the central part of são paulo and found a ratio of 66 motorised vehicles for each pedestrian cyclist crossing one of the bridges over the road cláudia machado and jaime wasman from university of são paulo made a survey in areas near a section of the são paulo ring road in osasco municipality in the extreme west of the city only 15 of the respondents said that the construction of the road had improved their mobility but 60 said the road had decreased their quality of life some roads are theoretically crossable but are still a barrier because of fast traffic speeds but traffic speeds are a contentious political issue in são paulo the previous mayor reduced the speed limits in the marginals tietê and pinheiros to 50 70km h reducing accidents from an average of 100 to 60 per month but during the 2016 mayoral campaign all the candidates except the previous mayor promised to reinstate the previous limits of 70 90km h the candidate who ran under the slogan acelera são paulo speed up são paulo won and quickly raised the speed limits the number of accidents quickly went up again to more than 100 per month even with lower speed limits many roads would still be difficult to cross in the são paulo street mobility seminar etienne duim presented the results of a study that shows that the time allocated to pedestrians on crossing lights in são paulo assumes a walking speed of 1 2 m s which is higher than the walking speed of 97 8 of older adults there are also problems of urban design as road space is disproportionately allocated to cars this does not happen only in mega roads like the marginals tietê and pinheiros but also in smaller roads in the suburbs we visited são miguel paulista one municipality in east são paulo where the roads have far more cars than they were originally designed for squeezing pedestrians onto extremely narrow pavements and as the second photo below shows bus lanes are not always effective however the local government is planning an overall redesign of streets and public space reclaiming space for pedestrians and designating the whole neighbourhood as a max 40 km h area there is also an initiative similar to bogota s ciclovía where 460km of road lanes are transformed into temporary ciclofaixas de lazer leisure cycle lanes on sundays and public holidays and it is becoming easier to cycle on weekdays and not only for leisure due to the expansion of the permanent cycle lane network but like speed limits cycle lanes are also a political issue and the current mayor is planning to remove many of the cycle lanes that were implemented before he arrived air pollution is also an issue especially for pedestrians in the são paulo street mobility seminar anne dorothée slovic presented results from the astrid project that suggest that walking is the situation that são paulo residents most associate with exposure to air pollution as shown below from perceptions about mobility and air pollution exposure the astrid project link but the problem that remains at the heart of all discussions about walking and public transport in são paulo is fear of crime we were advised by our local colleagues not to walk a short distance one underground station because the only possible route passed an area known as cracolândia the name says it all fear of crime also prevents people from fully enjoying the benefits of public spaces green areas even in the peaceful suburban square below there are concerns about crime all these problems are related to social inequality as some areas in the city are more walkable quieter greener and safer than others the photo below shows the contrast between very dense low income areas and leafy high income areas being too big and fragmented by large transport infrastructure são paulo also has a problem in providing good and fair accessibility to jobs and other opportunities in another article in the são paulo series the guardian reports a typical case of a woman living in the eastern suburbs of são paulo who travels 40 km each way to go to work every day taking over two hours four modes of transport and the constant fear of sexual assault one of the reasons for poor accessibility is that buses cannot reach some of the narrow unpaved streets in poor suburban areas so as in bogotá people in some neighbourhoods have to walk long distances to go to and from bus stops or stations or to local facilities and this walking is often along polluted noisy unlighted and or dangerous areas in these circumstances walking more is not necessarily a good thing as it is stressful unpleasant or it simply takes too much time of one s time time that could be used to do other things such as working spending time with one s children doing housework or even doing physical activity in less polluted noisy and dangerous circumstances so as we also mentioned in our post about bogotá walking does not necessarily contribute to health and wellbeing the question that researchers still need to answer is whether and how we can redefine what is walkable in the context of huge metropolises in the global south in which conditions is walking a good or a bad thing south america street mobility in bogotá february 6 2018 uclstreetmobility leave a comment post by dr paulo rui anciaes this is the first of three posts with some reflections arising from the street mobility team visit to south america and from discussions we had with local researchers about the links between urban transport and health we started our trip in the capital of colombia bogotá has changed a lot in the last two decades in the 1990s it was known worldwide mostly because of crime terrorism and drugs but on top of that there were other problems that were not so well known in other countries but that greaty affected the quality of life of the city residents including poverty pollution road safety congestion and in general all the problems that usually come with rapid and uncontrolled urban growth bogotá in the 1990s nowadays bogotá is a better place to live in fact in his book happy cities charles montgomery spends most of the first chapter talking about bogotá explaining how the city changed from a living hell to a city worth of an award at the venice biennale of architecture this change was mostly due to a radical shift in political priorities as the former and current mayor put it we might not be able to make everyone as rich as north america but we can design the city to give people dignity to make them feel rich p 2 there are several other books about bogotá as an example to follow the city also sets the bar for other large south american cities during our trip we often heard mentions of bogotá from colleagues in são paulo and santiago in the report of the chile street mobility seminars that will soon be published by cambiarnos laboratorio de cambio social part of the engineering faculty of pontificía universidad católica chile rodrigo alvarez from transdev chile said that nos faltan kilómetros para llegar a ser como bogotá ellos lo primero que ponen en valor es el transporte público we still need to travel many kilometres to be like bogotá they put public transport first so what made bogotá a case study in urban transp...