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Spring 2016 | Department of Urban Studies and Planning | MIT Copyright ©MIT Department of Urban Studies and Planning All Rights Reserved Spring 2016 | Department of Urban Studies and Planning | MIT Copyright ©MIT Department of Urban Studies and Planning All rights reserved Faculty P. Christoper Zegras, Associate Professor, MIT Onesimo Flores Dewey, Visiting Scholar, MIT Ricardo Martinez Campos, Teaching Assistant, MIT Students Kelly Blynn Erin Kenney Sonja Boet-Whitaker Noelle Marcus Carlos Sainz Caccia Fernando Montejo Jonathan Campbell Devaditya Mukherjee Carey Dunfey Javier Leal Navarro Toño Mendoza Garcia Santiago Fernandez Reyes Fernando Granados Annie Ryan Dennis Harvey Edoardo Saba Rebecca Heywood Transit Oriented Development For Mexico City Spring 2016 | Department of Urban Studies and Planning | MIT About This Document Acknowledgements The writers of this document are 17 urban planning We are grateful to Group PRODI for choosing us to students at MIT who, with this document, seek to provide pursue this research project and for hosting us during urban practitioners, private developers, and the public our trips to Mexico City. We wish to thank in particular, sector a means through which TOD can be considered José Miguel, Florencia Serranía, and Xavier Gómez a viable factor in improving the transportation, housing, Daza for their countless hours of support and guidance and urban form issues confronting the modern Mexico throughout the course of this project. City. Through the analysis of four metro stations, El Rosario, Cuatro Caminos, San Joaquin, and Tacubaya, as case studies, we developed a framework that addresses Additionally, the following organizations and individuals the major concerns and areas for potential improvement were instrumental in the writing and producing of this at each site. Through the use of extensive research, report. interviewing, and data analysis our research shows the potential for the implementation of successful plans and Daniel Rodriguez, Professor, UNC-Chapel Hill policies that will improve the vibrancy of street life above Erik Vergel, PhD Candidate, UNC-Chapel Hill and below ground in Mexico City. We see great potential Yu-Hung Hong, Director, Samuel Tak Lee Real Estate for successful urban growth and development in this Entrepreneurship LAB city and we encourage you to engage critically with this Noah Maslan, Principal, Eden Properties document and the arguments posed. Arturo Ardila-Gómez, Lead Transport Economist, World Bank This document is intended for use by urban practitioners, Annette Kim, Associate Professor, USC public policy makers, and private developers interested Brittany Montgomery, PhD Candidate, MIT in developing TOD in Mexico City. The executive summary Arturo Cadena, Flocktracker provided above details how, when, and why the project Ángel Molinero, USTRAN was carried out and by and for whom. The academic Roberto Remes, Coordinador General, Autoridad del body of the document is then comprised of the following Espacio Público four sections: Rodrigo Díaz, Consultant Pedestre ― Chapter 2: Provides the country context, an overview Bernardo Farill, Remes Farill Ciudad of transit-oriented development (TOD), Mexico City, Bernardo Baranda, ITDP México and the application of TOD principles to Mexico City Manuel Cervantes, Architect Marco López-Silva, Fundación IDEA ― Chapter 3: Contains our assessment of TOD, Salvador Herrera, Urbanística developed explicitly in a thematic framework that focuses on accessibility, affordability, design, and governance and implementation and from which Most importantly, we wish to thank the people comes a preliminary set of typologies for the metro of Mexico City, who inspired us to reimagine new stations. possibilities for high quality, affordable, transit-oriented ― Chapter 4: Lists recommendations for implementing neighborhoods and the systems that integrate them. successful TOD, based on the analysis of four intensively studied stations – Cuatro Caminos, El Rosario, San Joaquín, and Tacubaya ― Chapter 5: Explains our integrated policy package for TOD Following these sections, we provide a conclusion with our overall private and public sector recommendations, an appendix with further information, and a guide to the sources we consulted in organizing and executing this research. We hope this research provides a legible way to contribute to the development of equitable and accessible TOD across the Mexico City metropolitan region. iv Contents 1 Introduction: Mexico City and TOD 8 What is TOD? 8 Why use TOD? 8 Existing Examples 8 Why Mexico City? 10 Applying TOD Principles to Mexico City 10 2 Why Mexico City Needs a TOD Policy 14 Disorganized Growth 16 Related Problems 18 A TOD-Based Policy 18 3 Assessment of TOD in Mexico City 22 Framework 24 Themes 25 Station Typologies 32 Applying the Framework 38 4 Leveraging Sites for TOD 58 San Joaquín Station Area Recommendations 60 Cuatro Caminos Station Area Recommendations 74 Tacubaya Station Area Recommendations 86 El Rosario Station Area Recommendations 100 5 Implementation and City-Wide Policy Package 114 Implementation Introduction 114 Challenges for Implementation 116 City-wide TOD Policy Proposal 120 Policies and Programs for Transit-Oriented Affordable Housing 122 Examples of City-Wide TOD Policies 124 6 Conclusion: Moving Towards a TOD Future 128 References 133 v 7 Introduction: Mexico City and TOD Why TOD is a Viable and Necessary Policy for Mexico City WHAT IS TOD? WHY USE TOD? Transit-oriented development (TOD) is an urban development There are numerous expected benefits of TOD. These strategy that takes advantage of transit-served areas benefits range from enhanced social capital, to overall to support car-free travel, prioritize pedestrian and non- healthier lifestyles for residents, to possible mode shifts, to motorized mobility, and improve features of the neighborhood greater property values, to environmental friendliness, to (EMBARQ, 2014). In particular, ideal TOD creates a agglomeration economies, to lessened congestion, and also multidimensional place, complete with “live, work, shop, and to cheaper commutes (Noland et al., 2014). relax” options (Jacobson et al., 2008, p. 54). Our ideal version of transit-oriented development (TOD) takes advantage of transit-served areas to support: ― Non-motorized travel and walkability EXISTING EXAMPLES ― Affordable neighborhood development ― Dense housing development close to transit stops Some global examples of successful TOD include: ― Accessible public space ― Copenhagen’s “Finger Plan” – Uses rail lines to support radial development, extending outward from the city center ― A streetscape that promotes an active, diverse, and (Suzuki et al., 2012, p. 4) inclusive urban form ― Singapore’s “Constellation Plan” – Creates a network of To tailor this definition to the Mexico City context, we towns around the city center with “ring”-like connections developed our own framework for evaluating TOD and criteria (Suzuki et al., 2012, p. 5) for achieving “ideal” TOD. This framework, to be introduced in Section 3, relies heavily on existing TOD literature while also ― Rosslyn, Virginia’s Rosslyn Sector Plan – Revitalized the incorporating our knowledge of Mexico City-specific concerns. town of Rosslyn during the 1970s with incentive zoning (Jacobson et al., 2008 p. 62) ― Curitiba, Brazil BRT – Increased transit use and development potential by adding BRT (Rodriguez and Vergel, 2013) 8 Introduction: Mexico City and TOD 1 Existing transit station and surrounding neighborhood conditions in Mexico City 9 1 Introduction: Mexico City and TOD WHY MEXICO CITY? Room for Improvement While the transportation system is extensive, our research highlights the need for further development at transport sites to: ― Provide new and maintain existing affordable housing Urban Context + Development ― Encourage vibrant street life through better vendor design Mexico City is a sprawling metropolis that spreads across and attractive commercial space two distinct yet interconnected federally recognized areas: the State of Mexico and the formerly named Federal District, ― Construct consolidated bus stations, especially at the which has recently been recognized as a federal state under CETRAMs the name Mexico City. The two geographically connected ― Redesign street and pedestrian networks to improve urbanized areas, commonly referred to together at the Zona accessibility Metropolitana del Valle de Mexico (ZMVM), the Valley of Mexico Metropolitan Area, combined contain a population of over 20 million people, many of whom travel by public transportation daily to reach jobs in the central economic districts of the city. The average daily commute time is about an hour and a half for residents. Low-density urban sprawl in the far suburbs has contributed to extensive car usage APPLYING TOD PRINCIPLES TO and growing traffic congestion has added to already high levels of pollution. Meanwhile, most subway lines are at or MEXICO CITY nearing capacity, increasing fears associated with ageing infrastructure and congested wagons. These factors highlight Although there are some successful examples of TOD in just a bit of the reasons for why Mexico City could benefit existence, there is certainly room to improve implementation. from extensive TOD that prioritizes non-motorized transit and Mexico City, with its complex governance structure, large affordable, dense housing development. metropolitan area, and active informal sector, presents unique challenges to this model. A successful application of a TOD framework to Mexico City requires a greater focus on affordability and the informal sector than current literature provides. Existing
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