Curitiba, Brasil is one of the most amazing success stories of urban, environmentally-friendly policies. It's success is even more significant since it implemented these policies with third-world funding and a population with low income levels. These success stories began with the election of Jaime Lerner, and architect who was the nephew of the guy who was supposed to be elected. Lerner stood in for his uncle, and began surprising the conventional thinkers.
Lerner had some first world problems, but among his initial difficulties were cleaning up the dilapidated, third-world barrios near the city. These had streets too narrow for conventional trash collection. So what did he do? He sent trucks with bags of food. He would trade residents a bag of food for a bag of garbage. Presto! One health hazard gone, and the barrios were clean and more habitable!
Curitiba is a large city, with more than a million residents, so Brazil's central government sent it money to build a subway. Subways (heavy rail) are about ten times more expensive than light rail, which, in turn, is about ten times more expensive than buses. The problem with buses, however, is that you need to employ a driver for every 80 or so passengers, whereas the trains can simply add cars to accommodate larger loads.
Lerner collaborated with Volvo to produce multi-section buses, and designed the Bus Rapid Transit (BRT), or "Speedybus," stops to mimic train stations, and provide all the handicap access, rather than burden buses with special lifts and equipment. At one point, Volvo was going to suggest an automated docking system to align with the stations' doors, but a driver suggested painting a line in the road, and so they avoided even that expense.
Incidentally, the stops and fares are publically owned and controlled. The buses are funded by private companies.
So Curitiba was able to have 100 times the subway distance served by BRT, and has one of the most successful transit systems in the world. It's well used, and well-funded. In fact it makes money.
Part of making this work is that the land use reflects the Speedybus routes. Higher density housing is adjacent to the BRT stops. Feeder buses and vans serve nearby lower density housing.
One other land-use consideration: Curitiba has lots of floodplain. Rather than develop it, and maintain expensive levees, the city bought the floodplain, and now Curitiba is a world leader in park acreage per capita.
But Curitiba was too poor to mow and maintain this expanse as park with lawns. Enter the "municipal sheep," who trim the grass and provide wool that funds other programs. These other programs include mentorship programs. Those barrio residents now can intern with maintenance workers for the city.
Curitiba also had a harbor full of junk discarded during previous administrations. Lerner proposed paying the fisherman as much as they would get for fish for the junk they retrieved. His harbor was cleaned up at a fraction of the cost of a formal cleanup operation.
Lerner was so successful that other cities emulate his BRT and other solutions. Lerner himself successfully ran for governor of the Brasilian state, Parana. His innovations remain an inspiration for those of us in much wealthier countries, though.
Lerner had some first world problems, but among his initial difficulties were cleaning up the dilapidated, third-world barrios near the city. These had streets too narrow for conventional trash collection. So what did he do? He sent trucks with bags of food. He would trade residents a bag of food for a bag of garbage. Presto! One health hazard gone, and the barrios were clean and more habitable!
Curitiba is a large city, with more than a million residents, so Brazil's central government sent it money to build a subway. Subways (heavy rail) are about ten times more expensive than light rail, which, in turn, is about ten times more expensive than buses. The problem with buses, however, is that you need to employ a driver for every 80 or so passengers, whereas the trains can simply add cars to accommodate larger loads.
Lerner collaborated with Volvo to produce multi-section buses, and designed the Bus Rapid Transit (BRT), or "Speedybus," stops to mimic train stations, and provide all the handicap access, rather than burden buses with special lifts and equipment. At one point, Volvo was going to suggest an automated docking system to align with the stations' doors, but a driver suggested painting a line in the road, and so they avoided even that expense.
Incidentally, the stops and fares are publically owned and controlled. The buses are funded by private companies.
So Curitiba was able to have 100 times the subway distance served by BRT, and has one of the most successful transit systems in the world. It's well used, and well-funded. In fact it makes money.
Part of making this work is that the land use reflects the Speedybus routes. Higher density housing is adjacent to the BRT stops. Feeder buses and vans serve nearby lower density housing.
One other land-use consideration: Curitiba has lots of floodplain. Rather than develop it, and maintain expensive levees, the city bought the floodplain, and now Curitiba is a world leader in park acreage per capita.
But Curitiba was too poor to mow and maintain this expanse as park with lawns. Enter the "municipal sheep," who trim the grass and provide wool that funds other programs. These other programs include mentorship programs. Those barrio residents now can intern with maintenance workers for the city.
Curitiba also had a harbor full of junk discarded during previous administrations. Lerner proposed paying the fisherman as much as they would get for fish for the junk they retrieved. His harbor was cleaned up at a fraction of the cost of a formal cleanup operation.
Lerner was so successful that other cities emulate his BRT and other solutions. Lerner himself successfully ran for governor of the Brasilian state, Parana. His innovations remain an inspiration for those of us in much wealthier countries, though.
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