Management of urban mobility to control climate change in cities in Spain

The need to decarbonize urban mobility is one of the main motivations for all countries to achieve reduction targets for greenhouse gas (GHG) emissions. In general, the transport modes that have experienced the most growth in recent years tend to be the most polluting. Most efforts have focused on improvements in vehicle efficiency and on the renewal of vehicle fleets; more emphasis should be placed on strategies related to the management of urban mobility and modal share. Research of individual travel that analyzes carbon dioxide (CO2) emissions and car and public transport share in daily mobility will enable better assessments of the potential of urban mobility measures introduced to limit GHG emissions produced by transport in cities. The climate change impacts of daily mobility in Spain are explored with data from two national travel surveys in 2000 and 2006, and a method for estimating the CO2 emissions associated with each journey and each surveyed individual is provided. The results demonstrate that from 2000 to 2006, daily mobility has increased and has led to a 17% increase in CO2 emissions. When these results are separated by transport mode, cars prove to be the main contributor to that increase, followed by public transport. More focus should be directed toward modal shift strategies, which take into account not only the number of journeys but also the distance traveled. These contributions have potential applications in the assessment of current and future urban transport policies related to low-carbon urban transportation.

Multi-resolution model-based traffic sign detection and tracking

In this paper we propose an innovative approach to tackle the problem of traffic sign detection using a computer vision algorithm and taking into account real-time operation constraints, trying to establish intelligent strategies to simplify as much as possible the algorithm complexity and to speed up the process. Firstly, a set of candidates is generated according to a color segmentation stage, followed by a region analysis strategy, where spatial characteristic of previously detected objects are taken into account. Finally, temporal coherence is introduced by means of a tracking scheme, performed using a Kalman filter for each potential candidate. Taking into consideration time constraints, efficiency is achieved two-fold: on the one side, a multi-resolution strategy is adopted for segmentation, where global operation will be applied only to low-resolution images, increasing the resolution to the maximum only when a potential road sign is being tracked. On the other side, we take advantage of the expected spacing between traffic signs. Namely, the tracking of objects of interest allows to generate inhibition areas, which are those ones where no new traffic signs are expected to appear due to the existence of a TS in the neighborhood. The proposed solution has been tested with real sequences in both urban areas and highways, and proved to achieve higher computational efficiency, especially as a result of the multi-resolution approach.

Efficient hybrid monocular-stereo approach to on-board, video-based traffic sign detection and tracking

In this paper we propose an innovative method for the automatic detection and tracking of road traffic signs using an onboard stereo camera. It involves a combination of monocular and stereo analysis strategies to increase the reliability of the detections such that it can boost the performance of any traffic sign recognition scheme. Firstly, an adaptive color and appearance based detection is applied at single camera level to generate a set of traffic sign hypotheses. In turn, stereo information allows for sparse 3D reconstruction of potential traffic signs through a SURF-based matching strategy. Namely, the plane that best fits the cloud of 3D points traced back from feature matches is estimated using a RANSAC based approach to improve robustness to outliers. Temporal consistency of the 3D information is ensured through a Kalman-based tracking stage. This also allows for the generation of a predicted 3D traffic sign model, which is in turn used to enhance the previously mentioned color-based detector through a feedback loop, thus improving detection accuracy. The proposed solution has been tested with real sequences under several illumination conditions and in both urban areas and highways, achieving very high detection rates in challenging environments, including rapid motion and significant perspective distortion

Sensing Aeropolis. Urban air monitoring devices in Madrid, 2006-2010

Esta tesis examina las implicaciones técnicas, políticas y espaciales del aire urbano, y en concreto, de la calidad del aire, para tenerlo en cuenta desde una perspectiva arquitectónica. En oposición a formas de entender el aire como un vacío o como una metáfora, este proyecto propone abordarlo desde un acercamiento material y tecnológico, trayendo el entorno al primer plano y reconociendo sus múltiples agencias. Debido a la escasa bibliografía detectada en el campo de la arquitectura, el objetivo es construir un marco teórico-analítico para considerar el aire urbano. Para ello el trabajo construye Aeropolis, una metáfora heurística que describe el ensamblaje sociotecnico de la ciudad. Situada en la intersección de determinadas ramas de la filosofía de la cultura, los estudios sobre ciencia y tecnología y estudios feministas de la ciencia este nuevo paisaje conceptual ofrece una metodología y herramientas para abordar el objeto de estudio desde distintos ángulos. Estas herramientas metodológicas han sido desarrolladas en el contexto específico de Madrid, ciudad muy contaminada cuyo aire ha sido objeto de controversias políticas y sociales, y donde las políticas y tecnologías para reducir sus niveles no han sido exitosas. Para encontrar una implicación alternativa con el aire esta tesis propone un método de investigación de agentes invisibles a partir del análisis de sus dispositivos epistémicos. Se centra, en concreto, en los instrumentos que miden, visualizan y comunican la calidad del aire, proponiendo que no sólo lo representan, sino que son también instrumentos que diseñan el aire y la ciudad. La noción de “sensing” (en castellano medir y sentir) es expandida, reconociendo distintas prácticas que reconstruyen el aire de Madrid. El resultado de esta estrategia no es sólo la ampliación de los espacios desde los que relacionarnos con el aire, sino también la legitimación de prácticas existentes fuera de contextos científicos y administrativos, como por ejemplo prácticas relacionadas con el cuerpo, así como la redistribución de agencias entre más actores. Así, esta tesis trata sobre toxicidad, la Unión Europea, producción colaborativa, modelos de computación, dolores de cabeza, kits DIY, gases, cuerpos humanos, salas de control, sangre o políticos, entre otros. Los dispositivos que sirven de datos empíricos sirven como un ejemplo excepcional para investigar infraestructuras digitales, permitiendo desafiar nociones sobre Ciudades Inteligentes. La tesis pone especial atención en los efectos del aire en el espacio público, reconociendo los procesos de invisibilización que han sufrido sus infraestructuras de monitorización. Para terminar se exponen líneas de trabajo y oportunidades para la arquitectura y el diseño urbano a través de nuevas relaciones entre infraestructuras urbanas, el medio construido, espacios domésticos y públicos y humanos y no humanos, para crear nuevas ecologías políticas urbanas (queer). ABSTRACT This thesis examines the technical, political and spatial implications of urban air, and more specifically "air quality", in order to consider it from an architectural perspective. In opposition to understandings of the air either as a void or as a metaphor, this project proposes to inspect it from a material and technical approach, bringing the background to the fore and acknowledging its multiple agencies. Due to the scarce bibliography within the architectural field, its first aim is to construct a theoretical and analytical framework from which to consider urban air. For this purpose, the work attempts the construction of Aeropolis, a heuristic metaphor that describes the city's aero socio-material assemblage. Located at the intersection of certain currents in cultural philosophy, science and technology studies as well as feminist studies in technoscience, this framework enables a methodology and toolset to be extracted in order to approach the subject matter from different angles. The methodological tools stemming from this purpose-built framework were put to the test in a specific case study: Madrid, a highly polluted city whose air has been subject to political and social controversies, and where no effective policies or technologies have been successful in reducing its levels of pollution. In order to engage with the air, the thesis suggests a method for researching invisible agents by examining the epistemic devices involved. It locates and focuses on the instruments that sense, visualise and communicate urban air, claiming that they do not only represent it, but are also instruments that design the air and the city. The notion of "sensing" is then expanded by recognising different practices which enact the air in Madrid. The work claims that the result of this is not only the opening up of spaces for engagement but also the legitimisation of existing practices outside science and policymaking environments, such as embodied practices, as well as the redistribution of agency among more actors. So this is a thesis about toxicity, the European Union, collaborative production, scientific computational models, headaches, DIY kits, gases, human bodies, control rooms, blood, or politicians, among many others. The devices found throughout the work serve as an exceptional substrate for an investigation of digital infrastructures, enabling to challenge Smart City tropes. There is special attention paid to the effects of the air on the public space, acknowledging the silencing processes these infrastructures have been subjected to. Finally there is an outline of the opportunities arising for architecture and urban design when taking the air into account, to create new (queer) urban political ecologies between the air, urban infrastructures, the built environment, public and domestic spaces, and humans and more than humans.

The role of the urban support in the regeneration of vulnerable neighbourhoods

The processes of social and urban segregation have got worse during the last decades. Several studies have deepened into the analysis of the causes and consequences of these processes and have tried to define solutions that beyond eradicating some specific problems, were aimed at the consolidation of sustainable urban environments. This paper presents an approach to the problem of urban inequality based on the concept of urban vulnerability as something that goes beyond the social and economic problems. In exclusion processes it is very important to consider the urban context and the physical and structural conditions not only in each neighborhood but also in the city as a whole. The paper seeks to pose a reflection on the urban support, which is understood in all its complexity and thought to be a key to ensure access and the right to the city of the citizens most in need.

Debating contemporary urban conflicts: A survey of selected scholars

This survey presents the results of a questionnaire sent to a list of key scholars and professionals in fields related to urban processes and planning – town planning, geography, sociology, architecture and anthropology. The survey raised four simple, straightforward questions. What are the most pressing conflicts with regard to contemporary cities? What are the main fields of action for solving them? How can your discipline contribute with respect to this task? Could you mention an intervention that could serve as an example of that line of work? The response represents a plural and multidisciplinary perspective on contemporary urban issues from which a series of research and intervention perspectives emerges.

Bio-climatic Design Handbook: designing public space to reach urban sustainability.

The "Bio-climatic Design Handbook: guidelines for the development of planning regulations" is a tool for urban planning and design professionals planning for the construction of public space taking into account bioclimatic and environmental standards. Based on environmental conditions assessment, urban design guidelines are given. These take into account various scales; from the territory to the microclimatic reality. From these general keys for the design of public space the handbook performs recommendations on specific case studies. The application of bioclimatic techniques in urban design promotes comfort in the public space and the respect for the existing environment, while it influences the energy consumption of buildings that conform this open space. The tool was developed in the context of BIOURB project, where Spain and Portugal cooperate writing this bilingual handbook. The case studies are located in this cross-border region.

Spatial and temporal variations of trace element distribution in soils and street dust of an industrial town in NW Spain: 15 years of study

Extensive spatial and temporal surveys, over 15 years, have been conducted in soil in urban parks and street dusts in one of the most polluted cities in western Europe, Avilés (NW Spain). The first survey was carried out in 1996, and since then monitoring has been undertaken every five years. Whilst the sampling site is a relatively small town, industrial activities (mainly the steel industry and Zn and Al metallurgy) and other less significant urban sources, such as traffic, strongly affect the load of heavy metals in the urban aerosol. Elemental tracers have been used to characterise the influence of these sources on the composition of soil and dust. Although PM10 has decreased over these years as a result of environmental measures undertaken in the city, some of the “industrial” elements still remain in concentrations of concern for example, up to 4.6% and 0.5% of Zn in dust and soil, respectively. Spatial trends in metals such as Zn and Cd clearly reflect sources from the processing industries. The concentrations of these elements across Europe have reduced over time, however the most recent results from Avilés revealed an upward trend in concentration for Zn, Cd, Hg and As. A risk assessment of the soil highlighted As as an element of concern since its cancer risk in adults was more than double the value above which regulatory agencies deem it to be unacceptable. If children were considered to be the receptors, then the risk nearly doubles from this element.

High-speed trains and tourists: what is the link? Evidence from the French and Spanish capitals

The objective of this paper is to analyse the factors influencing tourists? choice of a destination and the role of High Speed Rail (HSR) systems in this choice. The methodology proposed consists in analysing two capitals in Europe, i.e. Paris and Madrid where HSR services are important, to investigate the factors influencing holidaymakers in choosing these cities, and the role of HSR in this choice. The main outcome of this paper is to show that several factors influence the choice of a tourist, like the presence of architectural sites, the quality of promotion of the destination itself, the presence of events, and also HSR services. However we found that the HSR system has affected the choice of Paris and Madrid in a different way. Concerning the French case study, HSR is considered a real transport mode alternative among tourists, therefore HSR is chosen to reach Paris as well as for revisiting it. On the other hand, Madrid is chosen by tourists irrespective on the presence of HSR, while HSR is chosen for reaching cities close to Madrid. Data collected from the two surveys have been used for a further quantitative analysis. Models have been specified and calibrated to identify the factors influencing holidaymakers to revisit Paris and Madrid and the role of HSR in this choice has been highlighted.

Accessibility instruments for planning practice: bridging the gap between academic research and decision-making.

One of the core objectives of urban planning practice is to provide spatial equity in terms of opportunities and use of public space and facilities. Accessibility is the element that serves this purpose as a concept linking the reciprocal relationship between transport and land use, thus shaping individual potential mobility to reach the desired destinations. Accessibility concepts are increasingly acknowledged as fundamental to understand the functioning of cities and urban regions. Indeed, by introducing them in planning practice, better solutions can be achieved in terms of spatial equity. The COST Action TU1002 "Accessibility instruments for planning practice" was specifically designed to address the gap between scientific research in measuring and modelling accessibility, and the current use of indicators of accessibility in urban planning practice. This paper shows the full process of introducing an easily understandable measure of accessibility to planning practitioners in Madrid, which is one of the case studies of the above-mentioned COST action. Changes in accessibility after the opening of a new metro line using contour measures were analyzed and then presented to a selection of urban planners and practitioners in Madrid as part of a workshop to evaluate the usefulness of this tool for planning practice. Isochrone maps were confirmed as an effective tool, as their utility can be supplemented by other indicators, and being GIS-based, it can be easily computed (when compared with transport models) and integrated with other datasets.

Assessment methodology to make urban transport interchanges attractive for users

En las ciudades europeas, los patrones de movilidad son cada vez más complejos debido fundamentalmente a un crecimiento sostenido de la población así como a la tendencia de dispersión de los núcleos urbanos. En consecuencia, muchos de los usuarios del transporte público se ven obligados a combinar varios modos o servicios de transporte para completar sus viajes diarios. Por tanto, el mayor reto de las ciudades es conseguir una mejora e incremento en la movilidad mientras que al mismo tiempo se reducen problemas como la congestión, los accidentes y la contaminación (COM, 2006). Un principio básico para lograr una movilidad sostenible es reducir los inconvenientes y molestias derivados de la transferencia o ruptura del viaje. En este sentido, los intercambiadores de transporte público juegan un papel fundamental como nodos de la red urbana de transporte y la calidad del servicio prestado en ellos tiene una influencia directa sobre la experiencia diaria de los viajeros. Como señaló Terzis and Last (2002), un intercambiador de transportes urbano eficiente debe ser competitivo y al mismo tiempo, debe ser atractivo para los usuarios dado que sus experiencias físicas y sus reacciones psicológicas se ven influenciadas de manera significativa por el diseño y operación del intercambiador. Sin embargo, todavía no existen standards o normativas a nivel europeo que especifiquen como deberían ser estos intercambiadores. Esta tesis doctoral proporciona conocimientos y herramientas de análisis dirigidas a planificadores y gestores de los propios intercambiadores con el fin de entender mejor el funcionamiento de los intercambiadores y gestionar así los recursos disponibles. Así mismo, esta tesis identifica los factores clave en el diseño y operación de intercambiadores urbanos de transporte y proporciona algunas guías generales de planificación en base a ellos. Dado que las percepciones de los usuarios son particularmente importantes para definir políticas adecuadas para intercambiadores, se diseñó y se llevó a cabo en 2013 una encuesta de satisfacción al viajero en tres intercambiadores de transporte urbano europeos: Moncloa (Madrid, España), Kamppi (Helsinki, Finlandia) e Ilford Railway Station ( Londres, Reino Unido). En resumen, esta tesis pone de relieve la naturaleza ambivalente de los intercambiadores urbanos de transporte, es decir, como nodos de la red de transporte y como lugares en sí mismos donde los usuarios pasan tiempo dentro de ellos y propone algunas recomendaciones para hacer más atractivos los intercambiadores a los usuarios. Travel patterns in European urban areas are becoming increasingly complex due to a sustained increase in the urban population and the trend towards urban sprawl. Consequently, many public transport users need to combine several modes or transport services to complete their daily trips. Therefore, the challenge facing all major cities is how to increase mobility while at the same time reducing congestion, accididents and pollution (COM, 2006). Reducing the inconvenience inherent in transferring between modes is a basic principle for achieving sustainable mobility. In this regard, transport interchanges play a key role as urban transport network nodes, and the quality of the service provided in them has a direct influence on travellers' daily experience. As noted by Terzis and Last (2000), an efficient urban transport interchange must be competitive and, at the same time, be attractive for users given that their physical experiences and psychological reactions are significantly influenced by the design and operation of the interchange. However, yet there are no standards or regulations specifying the form these interchanges should take in Europe. This doctoral thesis provides knowledge and analysis tools addressed to developers and managers in order to understand better the performance of an urban transport interchange and manage the available resources properly. Likewise, key factors of the design and operation of urban transport interchanges are identified and some 'Planning guidelines' are proposed on the basis on them. Since the users' perceptions of their experience are particularly important for achieving the most appropriate policy measures for interchanges, an ad‐hoc travellers' satisfaction survey was designed and carried out in 2013 at three European transport interchanges: Moncloa (Madrid, Spain), Kamppi (Helsinki, Finland) and Ilford Railway Station (London, United Kingdom) In summary, this thesis highlights the ambivalent nature of the urban transport interchanges, i.e. as nodes within the transport network and as places where users spending time and proposes some policy recommendations in order to make urban transport interchanges attractive for users.

Methods and Techniques for Segmentation of Consumers in Social Media

Los medios sociales han revolucionado la manera en la que los consumidores se relacionan entre sí y con las marcas. Las opiniones publicadas en dichos medios tienen un poder de influencia en las decisiones de compra tan importante como las campañas de publicidad. En consecuencia, los profesionales del marketing cada vez dedican mayores esfuerzos e inversión a la obtención de indicadores que permitan medir el estado de salud de las marcas a partir de los contenidos digitales generados por sus consumidores. Dada la naturaleza no estructurada de los contenidos publicados en los medios sociales, la tecnología usada para procesar dichos contenidos ha menudo implementa técnicas de Inteligencia Artificial, tales como algoritmos de procesamiento de lenguaje natural, aprendizaje automático y análisis semántico. Esta tesis, contribuye al estado de la cuestión, con un modelo que permite estructurar e integrar la información publicada en medios sociales, y una serie de técnicas cuyos objetivos son la identificación de consumidores, así como la segmentación psicográfica y sociodemográfica de los mismos. La técnica de identificación de consumidores se basa en la huella digital de los dispositivos que utilizan para navegar por la Web y es tolerante a los cambios que se producen con frecuencia en dicha huella digital. Las técnicas de segmentación psicográfica descritas obtienen la posición en el embudo de compra de los consumidores y permiten clasificar las opiniones en función de una serie de atributos de marketing. Finalmente, las técnicas de segmentación sociodemográfica permiten obtener el lugar de residencia y el género de los consumidores. ABSTRACT Social media has revolutionised the way in which consumers relate to each other and with brands. The opinions published in social media have a power of influencing purchase decisions as important as advertising campaigns. Consequently, marketers are increasing efforts and investments for obtaining indicators to measure brand health from the digital content generated by consumers. Given the unstructured nature of social media contents, the technology used for processing such contents often implements Artificial Intelligence techniques, such as natural language processing, machine learning and semantic analysis algorithms. This thesis contributes to the State of the Art, with a model for structuring and integrating the information posted on social media, and a number of techniques whose objectives are the identification of consumers, as well as their socio-demographic and psychographic segmentation. The consumer identification technique is based on the fingerprint of the devices they use to surf the Web and is tolerant to the changes that occur frequently in such fingerprint. The psychographic profiling techniques described infer the position of consumer in the purchase funnel, and allow to classify the opinions based on a series of marketing attributes. Finally, the socio-demographic profiling techniques allow to obtain the residence and gender of consumers.

The role of visualizations in urban forestry. Conclusions from managers’ perspectives

La presente tesis examina el uso potencial y actual de las técnicas de simulación visual aplicadas al campo de la gestión y la planificación del arbolado urbano. El estudio incluye las aplicaciones potenciales de las visualizaciones por ordenador, así como los beneficios que esto acarrearía. También se analizan las posibles barreras que surgirían de la implementación de esta nueva herramienta y se ofrece una lista de recomendaciones para superarlas. La investigación tiene un carácter exploratorio que utiliza una combinación de técnicas de investigación cuantitativas y cualitativas, dónde se emplean cuestionarios y entrevistas personales semi-estructuradas para estudiar y analizar las opiniones y reacciones de los gestores de arbolado urbano de los distritos de la ciudad de Londres (Reino Unido), denominados Tree Officers (LTOs). Para el desarrollo de la tesis se recopilaron y analizaron las respuestas al cuestionario del 41 por ciento de los LTOs pertenecientes al 88 por ciento de los distritos de Londres y se realizaron un total de 17 entrevistas personales. Los resultados del análisis estadístico de las respuestas del cuestionario y los análisis cruzados de las distintas variables se complementaron con las conclusiones obtenidas del análisis temático de los datos cualitativos recopilados durante las entrevistas. Los usos potenciales de las técnicas de simulación visual aplicadas a la gestión y planificación del arbolado urbano sugeridos fueron obtenidos combinado las conclusiones de, primero, la comparación de las cuestiones que los LTOs consideraron que más tiempo y recursos necesitaban y que actualmente no era posible resolverlas satisfactoriamente con las herramientas y los procesos disponibles, con la información acerca de cómo se habían empleado las visualizaciones en situaciones similares en otros campos tales como planificación urbano, el paisajismo o la gestión forestal. Segundo, se analizaron las reacciones y opiniones de los LTOs ante un conjunto de visualizaciones presentadas durante las entrevistas, desarrolladas ad hoc para mostrar un abanico representativo de ejemplos de utilización de las técnicas de simulación visual, que, a su vez se complementaron con los usos adicionales que los propios LTOs sugirieron tras ver las visualizaciones presentadas. Los resultados muestran que el uso actual de simulaciones visuales por parte de los LTOs es muy limitado pero si que reciben un gran número de visualizaciones de otros departamentos y como parte de la documentación presentada en las solicitudes de permisos para edificación o desarrollo urbanístico. Los resultados indican que las visualizaciones que son presentadas a los LTOs no son objetivas ni precisas por lo que se argumenta que esta situación es un factor importante que impide una toma de decisiones adecuada y una correcta transmisión de infracción al público y al resto de partes implicadas. Se sugiere la creación de un código que regule el uso de visualizaciones en el campo de la gestión y planificación del arbolado urbano. ABSTRACT This thesis examined the use of computer visualizations in urban forestry management and planning. Potential roles of visualizations were determined the benefits that its use would provide. Additionally, the possible barriers in the implementation of visualizations in urban forestry management and planning were also studied and recommendations on how to overcome them were provided The research conducted was an exploratory study using survey research methods and personal semi-structured interviews. The perspectives and reactions of London (UK) boroughs’ tree officers (LTOs) were analysed combining quantitative and qualitative research methods. The study surveyed 41 percent of all Tree Officers in London, obtaining responses from 88 percent of the boroughs and performed 17 personal interviews. Statistical analysis of the data and cross-variables analysis provided rich information that was then complemented with the conclusions from thematic analysis of the qualitative data from the interviews. Potential roles of visualizations were determined first by understanding the challenges that LTOs are facing today and comparing them with how visualizations have helped in similar situations in urban forestry and other related fields like landscape architecture, urban planning and forestry; second, the reactions of LTOs to a set of examples of proposed uses of visualizations were also complemented with the additional uses proposed by LTOs after seeing the visualizations. The visualizations were created ad hoc to show a variety of representative examples of the sue of visualization in urban forestry management and planning and were presented during the interviews to LTOS. Results show that the current production of visualizations is very reduced among tree officers but that they are frequent receptors of visualizations coming from other departments and as part of the documentation of planning applications. Findings show that the current visualizations that get to Tree Officers are biased and inaccurate and therefore it is argued the the current use of visualizations is a threat to legitimate informed decision making and public information. The development of a code for the use of visualizations in urban forestry management and planning is suggested.

Thermal characterization of urban heat island (UHI) according to urban morphology of Madrid

Present research is framed within the project MODIFICA (MODelo predictivo - edIFIcios - Isla de Calor Urbana) aimed at developing a predictive model for dwelling energy performance under the urban heat island effect in order to implement it in the evaluation of real energy demand and consumption of dwellings as well as in the selection of energy retrofitting strategies. It is funded by Programa de I+D+i orientada a los retos de la sociedad 'Retos Investigación' 2013. The scope of our predictive model is defined by the heat island effect (UHI) of urban structures that compose the city of Madrid. In particular, we focus on the homogeneous areas for urban structures with the same urban and building characteristics. Data sources for the definition of such homogeneous areas were provided by previous research on the UHI of Madrid. The objective is to establish a critical analysis of climate records used for energy simulation tools, which data come from weather stations placed in decontextualized areas from the usual urban reality, where the thermal conditions differs by up to 6ºC. In this way, we intend to develop a new predictive model for the consumption and demand in buildings depending on their location, the urban structure and the associated UHI, improving the future energy rehabilitation interventions

La Ordenación del Territorio en las Ciudades Globales Europeas: El caso de Madrid

En la Comunidad de Madrid el modelo de ocupación del territorio en las dos últimas décadas ha obedecido a factores de oferta del mercado y no a las necesidades de la población, ello provoca un consumo de suelo y de recursos que conducen a una sobrexplotación insostenible. Las metrópolis globales están experimentando rápidas e intensas transformaciones, basadas en los paradigmas emergentes de la globalización, la gobernanza, la metropolizacion y la dispersión de las actividades en el territorio y a través de ellos se abordan los planes de Londres, París y las tentativas de Madrid. La globalización provoca la pérdida de soberanía de las administraciones publicas y la competitividad entre las ciudades globales en Europa, Londres, Paris y Madrid, son centros de poder, de concentración y crecimiento donde se produce la dualización del espacio y donde la desigualdad participa de la restructuración urbana, concentración de pobreza frente a espacios de la nueva clase emergente en donde dominan los sectores de servicios y las tecnologías de la información. Frente al desarrollo urbano neoliberal de regulación a través del mercado y basada en criterios de eficiencia de la Nueva Gestión Pública, se vislumbra la posibilidad de que la sociedad se administre a si misma por medio de acciones voluntarias y responsables que promuevan los intereses colectivos mediante el reconocimiento de su propia identidad, introduciendo el concepto de gobernanza. Frente, a la explotación del territorio por parte de la sociedad extractiva que genera corrupcion, se propone un modelo de cooperación público-privada basado en la confianza mutua, un marco regulador estable, la transparencia y la información a cuyo flujo más homogéneo contribuirán sin duda las TICs. En todo este proceso, las regiones metropolitanas en Europa se erigen como motores del crecimiento, donde los límites administrativos son superados, en un territorio cada vez más extendido y donde los gobiernos locales tienen que organizarse mediante un proceso de cooperación en la provisión de servicios que ayuden a evitar los desequilibrios territoriales. El fenómeno de la dispersión urbana en desarrollos de baja densidad, los centros comerciales periféricos, la expulsión hacia la periferia de las actividades de menor valor añadido y la concentración de funciones directivas en el centro, conducen a una fragmentación del territorio en islas dependientes del automóvil y a procesos de exclusión social por la huida de las rentas altas y la expulsión de las rentas bajas de los centros urbanos. Se crean fragmentos monofuncionales y discontinuos, apoyados en las autovías, lugares carentes de identidad y generadores de despilfarro de recursos y una falta de sostenibilidad ambiental, económica y social. El estudio de la cultura de la planificación en Europa ayuda a comprender los diferentes enfoques en la ordenación del territorio y el proceso de convergencia entre las diferentes regiones. Los documentos de la UE se basan en la necesidad de la competitividad para el crecimiento europeo y la cohesión social y en relación al territorio en los desarrollos policéntricos, la resolución del dualismo campo-ciudad, el acceso equilibrado a las infraestructuras, la gestión prudente de la naturaleza, el patrimonio y el fomento de la identidad. Se proponen dos niveles de estudio uno actual, los últimos planes de Londres y Paris y el otro la evolución de las tentativas de planes en la Región madrileña siempre en relación a los paradigmas emergentes señalados y su reflejo en los documentos. El Plan de Londres es estratégico, con una visión a largo plazo, donde se confiere un gran interés al proceso, al papel del alcalde como líder y su adaptación a las circunstancias cambiantes, sujeto a las incertidumbres de una ciudad global. El desarrollo del mismo se concibe a través de la colaboración y cooperación entre las administraciones y actores. La estructura del documento es flexible, establece orientaciones y guías indicativas, para la redacción de los planes locales, no siendo las mismas vinculantes y con escasa representación grafica. El Plan de París es más un plan físico, similar al de otros centros europeos, trabaja sobre los sectores y sobre los territorios, con información extensa, con características de “Plan Latino” por la fuerza de la expresión gráfica, pero al mismo tiempo contiene una visión estratégica. Es vinculante en sus determinaciones y normativas, se plantea fomentar, pero también prohibir. Ambos planes tratan la competitividad internacional de sus centros urbanos, la igualdad social, la inclusión de todos los grupos sociales y la vivienda como una cuestión de dignidad humana. Londres plantea la gobernanza como cooperación entre sector público-privado y la necesaria cooperación con las regiones limítrofes, en París las relaciones están más institucionalizadas resaltando la colaboración vertical entre administraciones. Ambos plantean la densificación de nodos servidos por transporte público, modos blandos y el uso los TODs y la preservación de la infraestructura verde jerarquizada, la potenciación de la red azul y la mejora del paisaje de las periferias. En las “tentativas” de planes territoriales de Madrid se constata que estuvieron sujetas a los ciclos económicos. El primer Documento las DOT del año 1984, no planteaba crecimiento, ni económico ni demográfico, a medio plazo y por ello no proponía una modificación del modelo radio concéntrico. Se trataba de un Plan rígido volcado en la recuperación del medio rural, de la ciudad, el dimensionamiento de los crecimientos en función de las dotaciones e infraestructuras existentes. Aboga por la intervención de la administración pública y la promoción del pequeño comercio. Destaca el desequilibrio social en función de la renta, la marginación de determinados grupos sociales, el desequilibrio residencia/empleo y la excesiva densidad. Incide en la necesidad de viviendas para los más desfavorecidos mediante el alquiler, la promoción suelo público y la promoción del ferrocarril para dar accesibilidad al espacio central. Aboga por el equipamiento de proximidad y de pequeño tamaño, el tratamiento paisajístico de los límites urbanos de los núcleos y el control de las actividades ilegales señalando orientaciones para el planeamiento urbano. Las Estrategias (1989) contienen una visión: la modificación del modelo territorial, mediante la intervención pública a través de proyectos. Plantea la reestructuración económica del territorio, la reconversión del aparato productivo, la deslocalización de actividades de escaso valor añadido y una mayor ubicuidad de la actividad económica. Incide en la difusión de la centralidad hacia el territorio del sur, equilibrándolo con el norte, tratando de recomponer empleo y residencia, integrando al desarrollo económico las periferias entre sí y con el centro. Las actuaciones de transporte consolidarían las actuaciones, modificando el modelo radio concéntrico facilitando la movilidad mediante la red de cercanías y la intermodalidad. El plan se basaba en el liderazgo del Consejero, no integrando sectores como el medio ambiente, ni estableciendo un documento de seguimiento de las actuaciones que evaluara los efectos de las políticas y su aportación al equilibrio territorial, a través de los proyectos realizados. El Documento Preparatorio de las Bases (1995), es más de un compendio o plan de planes, recoge análisis y propuestas de los documentos anteriores y de planes sectoriales de otros departamentos. Presenta una doble estructura: un plan físico integrador clásico, que abarca los sectores y territorios, y recoge las Estrategias previas añadiendo puntos fuertes, como el malestar urbano y la rehabilitación el centro. Plantea la consecución del equilibrio ambiental mediante el crecimiento de las ciudades existentes, la vertebración territorial basada en la movilidad y en la potenciación de nuevas centralidades, la mejora de la habitabilidad y rehabilitación integral del Centro Urbano de Madrid, y la modernización del tejido productivo existente. No existe una idea-fuerza que aglutine todo el documento, parte del reconocimiento de un modelo existente concentrado y congestivo, un centro urbano dual y dos periferias al este y sur con un declive urbano y obsolescencia productiva y al oeste y norte con una dispersión que amenaza al equilibrio medioambiental. Señala como aspectos relevantes, la creciente polarización y segregación social, la deslocalización industrial, la aparición de las actividades de servicios a las empresas instaladas en las áreas metropolitanas, y la dispersión de las actividades económicas en el territorio por la banalización del uso del automóvil. Se plantea el reto de hacer ciudad de la extensión suburbana y su conexión con el sistema metropolitano, mediante una red de ciudades integrada y complementaria, en búsqueda de un mayor equilibrio y solidaridad territorial. Las Bases del PRET (1997) tenían como propósito iniciar el proceso de concertación en que debe basarse la elaboración del Plan. Parte de la ciudad mediterránea compacta, y diversa, y de la necesidad de que las actividades económicas, los servicios y la residencia estén en proximidad, resolviéndolo mediante una potente red de transporte público que permitiese una accesibilidad integrada al territorio. El flujo de residencia hacia la periferia, con un modelo ajeno de vivienda unifamiliar y la concentración del empleo en el centro producen desequilibrio territorial. Madrid manifiesta siempre apostó por la densificación del espacio central urbanizado, produciendo su congestión, frente al desarrollo de nuevos suelos que permitieran su expansión territorial. Precisa que es necesario preservar los valores de centralidad de Madrid, como generador de riqueza, canalizando toda aquella demanda de centralidad, hacia espacios más periféricos. El problema de la vivienda no lo ve solo como social, sino como económico, debido a la pérdida de empleos que supone su paralización. Observa ya los crecimientos residenciales en el borde de la region por el menor valor del suelo. Plantea como la política de oferta ha dado lugar a un modelo de crecimiento fragmentado, desequilibrado, desestructurado, con fuertes déficits dotacionales y de equipamiento, que inciden en la segregación espacial de las rentas, agravando el proceso de falta de identidad morfológica y de desarraigo de los valores urbanos. El plan señalaba que la presión sobre el territorio creaba su densificación por las limitaciones de espacio, Incidía en limitar el peso de la intervención pública, no planteando propuestas de cooperación público-privado. La mayor incoherencia estriba en que los objetivos eran innovadores y coinciden en su mayoría con las propuestas estudiadas de Londres o Paris, pero se intentan implementar a través de un cambio hacia un modelo reticulado homogéneo, expansivo sobre el territorio, que supone un consumo de suelo y de infraestructuras para solucionar un problema inexistente, la gestión de la densidad. Durante las dos últimas décadas en ausencia de un plan regional, la postura neoliberal fue la de un exclusivo control de legalidad del planeamiento, los municipios entraron en un proceso de competencia para aprovechar las iniciales ventajas económicas de los crecimientos detectados, que proporcionaban una base económica “sólida” a unos municipios con escasos recursos en sus presupuestos municipales. La legislación se modifica a requerimiento de grupos interesados, no existiendo un marco estable. Se pierde la figura del plan no solo a nivel regional, si no en los sectores y el planeamiento municipal donde los municipios tiende a basarse en modificaciones puntuales con la subsiguiente pérdida del modelo urbanístico. La protección ambiental se estructura mediante un extenso nivel de figuras, con diversidad de competencias que impide su efectiva protección y control. Este proceso produce un despilfarro en la ocupación del suelo, apoyada en las infraestructuras viarias, y un crecimiento disperso y de baja densidad, cada vez más periférico, produciéndose una segmentación social por dualización del espacio en función de niveles de renta. Al amparo del boom inmobiliario, se produce una falta de política social de vivienda pública, más basada en la dinamización del mercado con producción de viviendas para rentas medias que en políticas de alquiler para determinados grupos concentrándose estas en los barrios desfavorecidos y en la periferia sur. Se produce un incremento de la vivienda unifamiliar, muchas veces amparada en políticas públicas, la misma se localiza en el oeste principalmente, en espacios de valor como el entorno del Guadarrama o con viviendas más baratas por la popularización de la tipología en la frontera de la Región. El territorio se especializa a modo de islas monofuncionales, las actividades financieras y de servicios avanzados a las empresas se localizan en el norte y oeste próximo, se pierde actividad industrial que se dispersa más al sur, muchas veces fuera de la región. Se incrementan los grandes centros comerciales colgados de las autovías y sin población en su entorno. Todo este proceso ha provocado una pérdida de utilización del transporte público y un aumento significativo del uso del vehículo privado. En la dos últimas décadas se ha producido en la región de Madrid desequilibrio territorial y segmentación social, falta de implicación de la sociedad en el territorio, dispersión del crecimiento y un incremento de los costes ambientales, sociales y económicos, situación, que solo, a través del uso racional del territorio se puede reconducir, apoyado en una planificación integrada sensible y participativa. ABSTRACT In Madrid the model of land occupation in the past two decades has been driven by market supply factors rather than the needs of the population. This results in a consumption of land and resources that leads to unsustainable overexploitation. Addressing this issue must be done through sensitive and participatory integrated planning. Global cities are experiencing rapid and intense change based on the emerging paradigms of globalization, governance, metropolization and the dispersion of activities in the territory. Through this context, a closer look will be taken at the London and Paris plans as well as the tentative plans of Madrid. Globalization causes the loss of state sovereignty and the competitiveness among global cities in Europe; London, Paris and Madrid. These are centres of power, concentration and growth where the duality of space is produced, and where inequality plays a part in urban restructuration. There are concentrated areas of poverty versus areas with a new emerging class where the services sector and information technologies are dominant. The introduction of ICTs contributes to a more homogeneous flow of information leading, us to the concept of governance. Against neoliberal urban development based on free market regulations and efficiency criteria as established by the “New Public Management”, emerge new ways where society administers itself through voluntary and responsible actions to promote collective interests by recognizing their own identity. A new model of public-private partnerships surfaces that is based on mutual trust, transparency, information and a stable regulatory framework in light of territorial exploitation by the “extractive society” that generates corruption. Throughout this process, European metropolitan regions become motors of growth where administrative boundaries are overcome in an ever expanding territory where government is organized through cooperative processes to provide services that protect against regional imbalances. Urban sprawl or low-density development as seen in peripheral shopping centres, the off-shoring of low added-value activities to the periphery, and the concentration of business and top management functions in the centre, leads to a fragmentation of the territory in automobile dependent islands and a process of social exclusion brought on by the disappearance of high incomes. Another effect is the elimination of low income populations from urban centres. In consequence, discontinuous expansions and mono-functional places that lack identity materialize supported by a highway network and high resource consumption. Studying the culture of urban planning in Europe provides better insight into different approaches to spatial planning and the process of convergence between different regions. EU documents are based on the need of competitiveness for European growth and social cohesion. In relation to polycentric development territory they are based on a necessity to solve the dualism between field and city, balanced access to infrastructures, prudent management of nature and solidifying heritage and identity Two levels of study unfold, the first being the current plans of London and Île-de-France and the second being the evolution of tentative plans for the Madrid region as related to emerging paradigms and how this is reflected in documents. The London Plan is strategic with a long-term vision that focuses on operation, the role of the mayor as a pivotal leader, and the adaptability to changing circumstances brought on by the uncertainties of a global city. Its development is conceived through collaboration and cooperation between governments and stakeholders. The document structure is flexible, providing guidance and indicative guidelines on how to draft local plans so they are not binding, and it contains scarce graphic representation. The Plan of Paris takes on a more physical form and is similar to plans of other European centres. It emphasizes sectors and territories, using extensive information, and is more characteristic of a “Latin Plan” as seen in its detailed graphic expression. However, it also contains a strategic vision. Binding in its determinations and policy, it proposes advancement but also prohibition. Both plans address the international competitiveness of urban centres, social equality, inclusion of all social groups and housing as issues of human dignity. London raises governance and cooperation between public and private sector and the need for cooperation with neighbouring regions. In Paris, the relations are more institutionalized highlighting vertical collaboration between administrations. Both propose nodes of densification served by public transportation, soft modes and the use of TOD, the preservation of a hierarchical green infrastructure, and enhancing the landscape in urban peripheries. The tentative territorial plans for the Madrid region provide evidence that they were subject to economic cycles. The first document of master guidelines (1984) does not address either economic or demographic growth in the mid term and therefore does not propose the modification of the radio-concentric model. It is a rigid plan focused on rural and urban recovery and the dimensioning of growth that depends on endowments and infrastructures. It advocates government intervention and promotes small business. The plan emphasizes social imbalance in terms of income, marginalization of certain social groups, the imbalance of residence/employment and excessive density. It stresses the need for social rent housing for the underprivileged, promotes public land, and the supports rail accessibility to the central area. It backs facilities of proximity and small size, enhancing the landscaping of city borders, controlling illegal activities and draws out guidelines for urban planning. The strategies (1989) contain a vision: Changing the territorial model through public intervention by means of projects. They bring to light economic restructuring of territory, the reconversion of the productive apparatus, relocation of low value-added activities, and greater ubiquity of economic activity. They also propose the diffusion of centrality towards southern territories, balancing it with the north in an attempt to reset employment and residence that integrates peripheral economic development both in the periphery and the centre. Transport would consolidate the project, changing the radius-concentric model and facilitating mobility through a commuter and inter-modality network. The plan derives itself from the leadership of the minister and does not integrate sectors such as environment. It also does not incorporate the existence of a written document that monitors performance to evaluate the effects of policies and their contribution to the territorial balance. The Preparatory Document of the Bases, (1995) is more a compendium, or plan of plans, that compiles analysis and proposals from previous documents and sectorial plans from other departments. It has a dual structure: An integrating physical plan covering the sectors and territories that includes the previous strategies while adding some strengths. One such point is the urban discomfort and the rehabilitation of the centre. It also poses the achievement of environmental balance through the growth of existing cities, the territorial linking based on mobility, strengthening new centres, improving the liveability and comprehensive rehabilitation of downtown Madrid, and the modernization of the existing production network. There is no one powerful idea that binds this document. This is due to the recognition of an existing concentrate and congestive model, a dual urban centre, two eastern and southern suburbs suffering from urban decay, and an obsolescent productive north and west whose dispersion threatens the environmental balance. Relevant aspects the document highlights are increasing polarization and social segregation, industrial relocation, the emergence of service activities to centralized companies in metropolitan areas and the dispersion of economic activities in the territory by the trivialization of car use. It proposes making the city from the suburban sprawl and its connection to the metropolitan system through a network of integrated and complementary cities in search of a better balance and territorial solidarity. The Bases of PRET (1997) aims to start the consultation process that must underpin the development of the plan. It stems from a compact and diverse Mediterranean city along with the need for economic activities, services and residences that are close. To resolve the issue, it presents a powerful network of public transport that allows integrated accessibility to the territory. The flow of residence to the periphery based on a foreign model of detached housing and an employment concentration in the centre produces territorial imbalance. Madrid always opted for the densification of the central space, producing its congestion, against the development of new land that would allow its territorial expansion. The document states that the necessity to preserve the values of the housing problem is not only viewed as social, but also economic due to the loss of jobs resulting from their paralysis. It notes the residential growth in the regional border due to the low price of land and argues that the policy of supply has led to a fragmented model of growth that is unbalanced, unstructured, with strong infrastructure and facility deficits that affect the spatial segregation of income and aggravate the lack of morphological identity, uprooting urban values. The pressure on the territory caused its densification due to space limitation; the proposed grid model causes land consumption and infrastructure to solve a non-problem, density. Focusing on limiting the weight of public intervention, it does not raise proposals for public-private cooperation. The biggest discrepancy is that the targets were innovative and mostly align with the proposals in London and Paris. However, it proposes to be implemented through a shift towards a uniform gridded model that is expansive over territory. During the last two decades, due to the absence of a regional plan, a neoliberal stance held exclusive control of the legality of urban planning. The municipalities entered a competition process to take advantage of initial economic benefits of such growth. This provided a “solid” economic base for some municipalities with limited resources in their municipal budgets. The law was amended without a legal stable framework at the request of stakeholders. The character of the plan is lost not only regionally, but also in the sectors and municipal planning. This tends to be based on specific changes with the loss of an urban model. Environmental protection is organized through an extensive number of protection figures with diverse competencies that prevent its effective protection. This process squanders the use of the land, backed by increasing road infrastructure, dispersed occupations with low-density growth causing a social segmentation due to space duality based on income levels. During the housing boom, there is a reduction in social public housing policy mostly due to a boost in the market of housing production for average incomes than in rental policies for needy social groups that focus on disadvantaged neighbourhoods and southern suburbs. As a result, there is an increase in single-family housing, often protected by public policy. This is located primarily in the west in areas of high environmental value such as Guadarrama. There is also cheaper housing due to the popularization of typology in the border region. There, territory works as a mono-functional islands. Financial activities and advanced services for companies are located to the north and west where industrial activity is lost as it migrates south, often outside the region. The number of large shopping centres hanging off the highway infrastructure with little to no surrounding population increases. This process leads to the loss of dependency on public transport and a significant increase in the use of private vehicles. The absence of regional planning has produced more imbalance, more social segmentation, more dispersed growth and a lot of environmental, social and economic costs that can only be redirected through rational territorial.