[sustran] Transantiago / Bogota

[Eric Britton]

On Behalf Of lake at sagaris.cl


Ref: Debate on Transantiago, Wikipedia entries, others.

In reference to Carlos Pardo’s note, on crush-load factors and his pregnant
(congratulations Carlos!!!) wife’s almost fainting when she got on a bus
this morning:

The whole issue of crush-load factors and the significant difference between
what is acceptable in North American (3-4) versus other (6 people per m2)
systems brings out a crucial factor in BRT implementation: the issue of
social equality. In Santiago, Transantiago was PLANNED this way, and the
Metro’s level, which until last year was quite reasonable and comfortable,
earning it a well-deserved reputation for top quality, was also boosted to
untenable levels.

In fact, as analysts have warned for the past three years, the bus system
was tossed in at the bottom of the urban transport pile, after billions were
spent on concessioned highways and investments in the Metro, which only
served 4% of daily trips (bus trips account for 26% and bike trips 2%). In
fact, the government has not even invested in the necessary infrastructure,
charging everything – including new car lanes!! – to bus users.

Exclusion of women’s needs from planning is also apparent, in Carlos’
example and the many incidents of sexual harassment that have resulted from
these conditions, primarily on trains, in Santiago. Many women no longer
feel the Metro is a safe transportation alternative, and therefore find
their options for access to work, education and vital urban goods and
services much limited by this new system.

The failure to integrate bike facilities into Transantiago, which could have
helped to offset the in many cases unacceptably long distances to be
travelled on foot to access the system, was yet another missed opportunity
in planning this new system.

After visiting Bogotá in 2001 and getting a firsthand look at Transmilenio
and then observing Transantiago as closely as possible in the interim,
Transantiago’s errors are largely the result of PLANNING and should have
come as no surprise to those making decisions. The system was planned and
developed by non-users, making the lack of participation from individual
citizens’ and community groups an appalling oversight.

With the government spending more than US$2000 per pax for urban highways,
versus just US$15 per Transantiago passenger (the majority of Chileans!),
this is not simply a technical glitch, but rather reflects a planning
approach that is strongly biased in favour of a small powerful elite, mainly
male and mainly car users, in an environment lacking the participatory
mechanisms that could help offset this.

The overwhelming drive to inaugurate new public works that has marked
presidencial campaigns in recent years was also a contributing factor, with
many (not just Transantiago) being officially opened before they were fully
operacional, a factor that has meant that several have actually been closed
down again or are functioning poorly. This probable explains why in the case
of Transantiago the new system wasn’t gradually phased in, as would have
been recommendable given the depth of the cultural, physical and other
changes required.

Transport and urban planners should therefore be aware, when looking at
Transantiago, of the political and social factors that can weigh more
heavily than technical conditions or expertise, on how systems are planned.
Chile’s authorities have tried to sell Transantiago as both better and
cheaper than systems implemented elsewhere. Events in the past three months,
since implementation began, reveal this is patently false. Perhaps
Shakespeare could have produced a powerful tragedy – or at least a biting
comedy – from such hubris.

In Santiago, meanwhile, Transantiago has become a powerful force in favour
of more car and bike, including motor bike, use – completely the opposite of
what the world needs from BRT today.

All best
Lake

Lake Sagaris
Living City (Ciudad Viva)
Santiago, Chile



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