VISION AND IMPLEMENTATION STRATEGY FOR A TOD PILOT

IN LA MAGDALENA STATION

QUITO METRO

CONTEXT

WHY DON´T THINK ABOUT A TOD FOR QUITO?

SCOPE OF THE TOD PROPOSALPROJECT PHASES FLOWCHART

Phase I:INPUTS

Phase II: RESEARCHPhase 0:

DIAGNOSISPhase III: RESULTS

METROPOLITAN CORRIDOR

PILOT STATION 800 m LEVEL 250 m LEVEL SELECTED SOLUTION

• Urban Framework• EconomicFramework• InstitutionalFramework• RegulatoryFramework• 3V Approach• Selection

• Concept Design• EconomicFramework• Socio-SpatialAnalysisRegulatoryFramework• Planning and regulatory tools• Stakeholders

• DesignAlternatives• EconomicActivity• Mobility• Implementationand regulatoryfeasibility• Stakeholders

• Design strategy: functional and formal• EconomicDisseminationStrategy• Regulatoryproposal• Stakeholders

• Master Plan• Developmentscheme• Market Strategy• Regulatory tools• Implementationworksheet• Acceptance test with Stakeholders

S c e n a r i o sD e f i n i t i o n

S c e n a r i o sA s s e s s m e n t

1. INCEPTION REPORT

2. INPUTS 3. RESEARCH 4. RESULTS

SCALE

RESULTS

PRODUCTS

TOOLS• REFERENCE FRAMEWORK• STATION SELECTION

• URBAN FRAMEWORK• ECONOMIC FRAMEWORK• INSTITUTIONAL FRAMEWORK• STAKEHOLDER ANALYSIS

• MARKET STUDY• STRATEGIC DESIGN• URBAN DEVELOPMENT

• MASTER PLAN• INSTITUTIONAL ARRANGEEMNTS• BUSINESS MODEL• IMPLEMENTATION ROADMAP

TRANSIT ORIENTED DEVELOPMENT WHY IS IT SO IMPORTANT FOR QUITO?

TOD INCREASES ACCESSIBILITY TO MASSTRANSPORT AND PROMOTES CONNECTED,SUSTAINABLE, COMPACT, ACTIVE AND INCLUSIVEURBAN CENTRES.

SPECIFIC OBJECTIVES

SOCIAL

• IMPROVE THE INFRASTRUCTURE AND PUBLIC FACILITIES

• PROMOTE SOCIAL HOUSING

URBAN

• PROMOTE MIXED USE• INCREASE DENSITY

ECONOMIC

• FINANCING URBAN INTERVENTIONS. LAND VALUE INCREASE AROUND METRO STATIONS

ENVIRONMENTAL

• SUSTAINABLE URBAN MOBILITY NODES AND INTERMODALITY

LA MAGDALENATOD PILOT STATION

EL RECREOCALZADO

UCE

JIPIJACA

PHASE I: INPUTS3V APPROACH AND LOCATION ANALYSIS

PHASE I: INPUTSLA MAGDALENA PILOT. MAIN CHARACTERISTICS

• THE METRO STATION AREA OF INFLUENCE HASCONSOLIDATED NEIGHBORHOODS WITH STRONG SENSE OFIDENTITY AND ORGANIZATIONAL CAPACITY.

• THERE IS A COMMUNITY DESIRE TO GENERATE URBANDEVELOPMENT THROUGH A COMMUNITY PARTICIPATIONPROCESS.

• THERE ARE LARGE PLOTS NEAR THE METRO STATION THATCOULD ATTRACT PRIVATE INVESTMENTS FOR THE SPECIALARCHITECTURAL URBAN PROJECTS (PUAES)DEVELOPMENT.

• THE NEW METRO CONNECTIVITY CAN CREATEOPPORTUNITIES IN LA MAGDALENA EXISTING SPACES TOBE LANDMARKS OF ATTRACTION.

• LA MAGDALENA COULD BE CONSOLIDATED AS THE MAINCENTER IN THE SOUTH OF QUITO

PHASE I: INPUTSLA MAGDALENA PILOT. BUIDABILITY

BUILDABILITY BY PUOS VS CURRENT BUILDABILITY BY ZONING

CONSTRUCTION AREA BY PUOS

PUOS construction area Current construction area

PHASE I: INPUTSLA MAGDALENA PILOT. REGULATORY FRAMEWORK

SIGNIFICANT ADVANTAGES

MAIN INSTRUMENTS STUDIED

DECENTRALIZATION PROCESS THAT HAS ALLOWED QUITO TO HAVE SPECIFIC COMPETENCIES TO MAKE DECISIONS ON URBAN DEVELOPMENT AND TRANSPORT WITH A SIGNIFICANT DEGREE OF INDEPENDENCE

LEGAL FRAMEWORK THAT ALLOWS LAND MANAGEMENT AND VALUE CAPTURE INSTRUMENTS: STRUCTURED PLANNING SYSTEM WITH SPECIFIC MECHANISMS

PHASE II: RESEARCHURBAN STRATEGY-AREA OF INTERVENTION

TOD INTERVENTION AREA

PHASE II: RESEARCHURBAN STRATEGY- PUBLIC TRANSPORT ACCESSIBILITY

PHASE II: RESEARCHURBAN STRATEGY-COMMUNITY PARTICIPATION

PHASE II: RESEARCHURBAN STRATEGY-REPRESENTATIVE LANDMARKS

PHASE II: RESEARCHURBAN STRATEGY-PLOTS OPPORTUNITY AND CONNECTOR ROUTES

OPPORTUNITY PLOTS

PUAE-PARTIAL PLANCONNECTORS ROUTES

REPRESENTATIVE LANDMARKS SYSTEM

PHASE III: OUTPUT

1. TOD MASTERPLAN. LA MAGDALENA STATION

MODIFIES THE LAND USE FROM THE PUOS FOR THE TOD AREA OF INFLUENCE

CONSOLIDATES: THE PROPOSAL FOR SPATIAL PLANNING AND POSSIBLE URBAN INTERVENTIONS AND THE INSTRUMENTSFOR LAND VALUE CAPTURE.

SPECIAL PLAN

SETS SPECIFIC PARAMETERS FOR BUILDING ELIGIBILITY ASSIGNMENT

STABLISHES SPECIFIC BUILDING ELEGIBILITY PARAMETERS

DEFINES A MANAGEMENT SCHEME TO ASSIGN URBAN

LOADS

PHASE III: OUTPUT

2. URBAN PROPOSAL-LAND OCCUPATION AND BUILDABILITY

PHASE III: OUTPUT

2. URBAN PROPOSAL-LAND LAND USE

PHASE III: OUTPUT

2. URBAN PROPOSAL-LAND TRAFFIC CONTROL STRATEGIES (PEDESTRIANS AND VEHICLES)

PHASE III: OUTPUT

2. URBAN PROPOSAL-ROADS CATEGORY

Reference: Street Types Matrix used by Transport for London

PEDESTRIAN AND VEHICLE FLUX IS BASED IN AHIERARCHICAL MATRIX THAT CATEGORIZES ASTREET DEPENDING ON HIS PLACE VALUE ANDITS MOVEMENT

PHASE III: OUTPUT

2. URBAN PROPOSAL-ROADS CATEGORY

ARTERIAL L1

PHASE III: OUTPUT

2. URBAN PROPOSAL-ROADS CATEGORY

SUBCATEGORIES L3

PHASE III: OUTPUT

2. URBAN PROPOSAL-ROADS CATEGORY

SUBCATEGORIES M1 L3

PHASE III: OUTPUT

2. URBAN PROPOSAL-BYCICLE LANES, GREEN CORRIDORS AND PUBLIC SPACES

PHASE III: OUTPUT

2. URBAN PROPOSAL-URBAN AXIS REFURBISHMENT

PHASE III: OUTPUT

2. URBAN PROPOSAL-INTERVENTIONS (ARCHITECTURAL URBAN SPECIAL PLANS, PUAES

AND PARTIAL PLANS)

PHASE III: OUTPUT

2. “CUARTEL PUAE”

PLOT AREA57,036 m2

BUILT AREA119,242 m2

BUILDING COS261

SOCIAL HOUSING UNITS205

UNITS1,600

HOUSING107,855m2

OFFICE21,571m2

COMMERCE17,381m2

EDUCATION40,000m2

SCHOOL5,120m2

NEW PARK8,555m2

NEW ROADS15,534m2

PHASE III: OUTPUT

2. “CUARTEL PUAE”

PHASE III: OUTPUT

3. MANAGEMENT STRATEGIES-LAND CAPTURE AND MANAGEMENT TOOLS

PHASE III: OUTPUT

3. MANAGEMENT STRATEGY

THE SPECIAL PLAN’S MANAGEMENTSTRATEGY IS BASED IN THE FOLLOWINGPRINCIPLES:

1. THAT PROPERTY HAS A SOCIALINCLUSION AND ENVIRONMENTALFUNCTION.

2. THE RIGHT TO BUILD ENTAILS URBANOBLIGATIONS.

PHASE III: OUTPUT

3. BUSSINESS MODEL

STEPS FOR THE DEFINITION OF A SELF-SUSTAINABLE BASE CASE

STEP 1: DEFINE A SUSTAINABLE SCENARIO FOR EACH PUAE/PPSTEP 2: DEFINITION OF A VIABLE REVENUE AND COST SCHEDULE FOR THE MUNICIPALITY

HYPOTHESIS

CONSTRUCTION: Construction schedule, cost per m2 and type of building, construction area, land cost, etc.

MAINTENANCE AND OPERATION: General expenses, administrativeexpenses, etc.

REVENUES: Sales Schedule, m2 Price and type of Building, sale área, etc.

FINANCING: financing structure and financing conditions

OTHERS: Accounting assumptions, fiscal and macroeconomics

MUNICIPALITY REVENUES

VALUE CAPTURE INSTRUMENTS:

• Special contribution per land created;

• Onerous concession of rights;

• Special contribution for improvements;

• property tax increase and capital gains tax increase; and

• new commercial areas for rental

COSTS OF THE MUNICIPALITY

• PUAEs and PPs not included loads

• Public Infrastructure and equipment maintenance

REVENUES>COSTS?

LOADS SCHEDULE AND % SPECIAL CONTRIBUTION PER LAND IMPROVEMENTS

USE LOADS DISTRIBUTION,

DENSITY

DOES IT MEET THE SUSTAINABILITY CRITERIA?

• Market return

• Financing condicions

• Urban Appeal

• Social considerations (place making)

PHASE III: OUTPUT

4. MAIN PROBLEMS IDENTIFIED

RELEVANT PROBLEMS

INADEQUATE WASTE

DISPOSAL

INSECURITY HIGH CRIME RATE

HIGH LEVEL OF DRUG USE AND

SALE

INFORMAL COMMERCE

UNCONTROLLED URBAN

DEVELOPMENT

DEFICIENT SEWERAGE

SYSTEM

THE COMMUNITY EXPECTED FROM TOD PROPOSAL:

BETTER MOBILITY

ECONOMICOPPORTUNITIES

BETTER INFRASTRUCTU

RE

SOCIAL PROBLEMS MORE SECURITY

ENVIRONMENTAL CONCERNS

MORE RECREATIONAL

AREAS

HOUSING IMPROVEMENT

THANK YOU

ANNEX

LA MAGDALENA

EL RECREO

CALZADO

UCE

JIPIJACA

CENTRALITYPROXIMITY

DIVERSITY OF USESPEDESTRIAN ACCESSIBILITY

ECOEFFICIENCY

INTERVENTION URBAN AREAS

OCCUPATION (BRT Terminals)

PASSENGER FLUX

INTEGRATION (Betweeness)

3V APPROACH

PHASE III: OUTPUT

3. MANAGEMENT STRATEGY

PHASE I: INPUTSLA MAGDALENA PILOT. ANALYZING THE URBAN EXPERIENCE

FACADES CATEGORIZATION

PHASE III: OUTPUT

4. STAKEHOLDERS ENGAGEMENT

COMMUNITY

AZEA

STHV

QUITO CHAMBER OF COMMERCE

PRODUCTION AND INDUSTRY CHAMBER

PUCE

ARCHITECT SCHOOL

RENAREC

PLANNING SECRETARIES

QUITO TOURISM

QUITO METRO

DEVELOPERS

MAGINALS

GOODS AND SERVICES PROVIDERS

(TELECO, CITY 4.0)

COMMERCE AND CONTROL AGENCY

FIREFIGHTERS

METROPOLITAN COUNCIL

PUBLIC TRANSPORT COMPANY

OTHER MUNICIPAL INSTITUTIONS