Mobility in developing world cities is a very peculiar challenge, because different from health or education or housing, it tends to get worse as societies become richer. Clearly, a unsustainable model. Mobility, as most other developing country problems, more than a matter of money or technology, is a matter of equality, equity. The great inequality in developing countries makes it difficult to see, for example, that in terms of transport, an advanced city is not one where even the poor use cars, but rather one where even the rich use public transport. Or bicycles: For example, in Amsterdam, more than 30 percent of the population uses bicycles, despite the fact that the Netherlands has a higher income per capita than the United States. There is a conflict in developing world cities for money, for government investment. If more money is invested in highways, of course there is less money for housing, for schools, for hospitals, and also there is a conflict for space. There is a conflict for space between those with cars and those without them. Most of us accept today that private property and a market economy is the best way to manage most of society's resources. However, there is a problem with that, that market economy needs inequality of income in order to work. Some people must make more money, some others less. Some companies succeed. Others fail. Then what kind of equality can we hope for today with a market economy?
Garapenerako bidean dauden hirietan mugikortasuna erronka berezia da, osasunarekin, hezkuntzarekin edo etxebizitzarekin gertatzen ez den bezala hau okertzen baitoa gizartea aberasten doan heinean. Argi eta garbi, jasangarria ez den eredu bat. Garapenerako bidean dauden herrialdeetako arazoetako asko bezala, mugikortasuna diruari edo teknologiari lotutako gauza bat baino, berdintasunari, ekitasunari lotutako gauza bat da. Garapen bidean dauden herrialdeetako desberdintasunek zaildu egiten dute hainbat gauza ikustea, esaterako garraioari dagokionez hiri aurreratu bat ez dela aurreratua txiroek ere autoak dituztelako, baizik eta aberatsek ere garraio publikoa erabiltzen dutelako. Edo bizikletak: Amsterdamen esaterako hiritarren %30ak baino gehiagok bizikleta erabiltzen du, nahiz eta Holandak Estatu Batuek baino renta per capita handiagoa izan. Garapen bidean dauden herrialdeetan, diruak, gobernuak egiten duen inbertsioak gatazka eragiten du. Autobidean diru gehiago inbertitzen bada, etxebizitzetarako, ospitaleetarako, eskoletarako diru gutxiago geratzen da, eta gainera lekuarengatik ere gatazka egon ohi da. Lekuagatik lehia egon ohi da, autoa dutenen eta ez dutenen artean. Gutako askok onartzen dugu egun propietate pribatua eta merkatu ekonomia dela errekurtso sozialak kudeatzeko modurik onena. Baina arazo bat dago: merkatu ekonomiak diru-sarreren desberdintasuna behar du funtzionatu ahal izateko. Batzuek diru gehiago egin behar dute, eta beste batzuek gutxiago. Enpresa batzuek arrakasta izan behar dute, beste batzuek hondoa jo. Eta orduan, zer nolako berdintasuna espero dezakegu merkatuko ekonomia batean?
I would propose two kinds which both have much to do with cities. The first one is equality of quality of life, especially for children, that all children should have, beyond the obvious health and education, access to green spaces, to sports facilities, to swimming pools, to music lessons. And the second kind of equality is one which we could call "democratic equality." The first article in every constitution states that all citizens are equal before the law. That is not just poetry. It's a very powerful principle. For example, if that is true, a bus with 80 passengers has a right to 80 times more road space than a car with one.
Nik bi proposatuko nituzke, hiriekin zerikusi handia duten bi. Lehendabizikoa, bizi kalitatearen berdintasuna litzateke, bereziki haurrengan, haur guztiek izan beharko luketena, ebidenteak diren osasuna eta hezkuntzaz gain, gune berdeetarako, kirol-guneetarako, igerilekuetarako, musika eskoletarako sarbidea. Eta bigarren berdintasun mota, "berdinatsun demokratikoa" deitu dezakegu. Konstituzio guztietako lehen artikuluak zera dio hiritar guztiak berdinak direla legearen aurrean. Hori ez da poesia hutsa. Oso printzipio indartsua da. Esaterako hori egia bada, 80 bidaiari dituen autobus batek bidaiari bakarra duen auto batek baino 80 aldiz leku gehiagotarako eskubidea du errepidean.
We have been so used to inequality, sometimes, that it's before our noses and we do not see it. Less than 100 years ago, women could not vote, and it seemed normal, in the same way that it seems normal today to see a bus in traffic. In fact, when I became mayor, applying that democratic principle that public good prevails over private interest, that a bus with 100 people has a right to 100 times more road space than a car, we implemented a mass transit system based on buses in exclusive lanes. We called it TransMilenio, in order to make buses sexier. And one thing is that it is also a very beautiful democratic symbol, because as buses zoom by, expensive cars stuck in traffic, it clearly is almost a picture of democracy at work. In fact, it's not just a matter of equity. It doesn't take Ph.D.'s. A committee of 12-year-old children would find out in 20 minutes that the most efficient way to use scarce road space is with exclusive lanes for buses. In fact, buses are not sexy, but they are the only possible means to bring mass transit to all areas of fast growing developing cities. They also have great capacity. For example, this system in Guangzhou is moving more passengers our direction than all subway lines in China, except for one line in Beijing, at a fraction of the cost.
Desberdintasunera hainbeste ohitu gara, zenbaitetan gure aurrean egon arren ez dugula ikusten. Duela ehun urte baino gutxiago, emakumezkoek ezin zuten botua eman eta horrek normala zirudien, era berean egun normala iruditzen zaigu autobus bat trafikoaren erdian ikustea. Izatez, alkate izan nintzenean, ongizate publikoa interes pribatuaren gainetik dagoela dioen printzipio demokratiko hori aplikatuz, eta ehun pertsona dituen autobus batek auto batek baino ehun aldiz leku gehiagorako eskubidea duela kontuan hartuz, autobusentzat soilik ziren errepide batzuk zituen sistema bat aplikatu genuen. TransMilenio deitu genion sexy-agoa bihurtzeko. Eta sinbolo demokratiko polit bat da, autobusak abiada bizian pasatzen diren bitartean autoak trafikoaren erdian ez aurrera eta ez atzera geratzen direlako. Ia ia funtzionamentuan dagoen demokrazia baten marrazkia da. Izatez ez da ekitate kontua soilik. Ez da doktoratu bat behar. 12 urteko haurren komite batek 20 minutuan asmatuko luke errepideetako lekua erabiltzeko modurik efizienteena autobusentzat soilik diren errailak direla. Errealitatean, autobusak ez dira sexy-ak, baina jende asko leku guztietara eraman ahal izateko modu bakarra dira azkar handiagotzen ari diren garapen bidean dauden hirietan. Kapazitate handia dute. Adibidez, sistema honek Guangzhou-n Txinako metroko linea guztiak baino bidaiari gehiago mugitzen ditu, Pekin-eko bat kenduta, kostuaren zati batekin.
We fought not just for space for buses, but we fought for space for people, and that was even more difficult. Cities are human habitats, and we humans are pedestrians. Just as fish need to swim or birds need to fly or deer need to run, we need to walk. There is a really enormous conflict, when we are talking about developing country cities, between pedestrians and cars. Here, what you see is a picture that shows insufficient democracy. What this shows is that people who walk are third-class citizens while those who go in cars are first-class citizens. In terms of transport infrastructure, what really makes a difference between advanced and backward cities is not highways or subways but quality sidewalks. Here they made a flyover, probably very useless, and they forgot to make a sidewalk. This is prevailing all over the world. Not even schoolchildren are more important than cars.
Gure borroka ez da izan autobusentzat lekua lortzeko soilik, pertsonentzako lekuagatik ere borrokatu gara, eta hori are zailagoa izan da. Hiriak giza habitat-a dira, eta gizakiak oinezkoak gara. Arrainek igeri, eta txoriek hegan edo oreinek korrika egin behar duten bezala, guk ibili beharra dugu. Benetan gatazka handi bat dago garapenerako bidean dauden hirietaz ari garenean, oinezkoen eta autoen artean. Hemen ikusten duzuen hau, nahikoa ez den demokrazia bat islatzen duen irudi bat da. Bertan oinez dabiltzan pertsonak hirugarren mailako hiritarrak direla ikusten da, autoz doanak lehen mailako hiritarrak diren bitartean. Garraio azpiegiturako terminoetan, hiri aurreratu eta atzeratuen artean benetako desberdinatsuna sortzen duena ez dira autobideak edo metroak, kalitatezko espaloiak baizik. Hemen ziurrenik nahiko alferrikako goi-pasabide bat egin zuten, eta espaloi bat egitea ahaztu zitzaien. Hau mundu guztian gailentzen da. Eskolara doazen haurrek ere ez dute autoek baino garrantzi handiagorik.
In my city of Bogotá, we fought a very difficult battle in order to take space from cars, which had been parking on sidewalks for decades, in order to make space for people that should reflect dignity of human beings, and to make space for protected bikeways. First of all, I had black hair before that. (Laughter) And I was almost impeached in the process. It is a very difficult battle. However, it was possible, finally, after very difficult battles, to make a city that would reflect some respect for human dignity, that would show that those who walk are equally important to those who have cars. Indeed, a very important ideological and political issue anywhere is how to distribute that most valuable resource of a city, which is road space. A city could find oil or diamonds underground and it would not be so valuable as road space. How to distribute it between pedestrians, bicycles, public transport and cars? This is not a technological issue, and we should remember that in no constitution parking is a constitutional right when we make that distribution.
Nire hirian, Bogotan borroka gogorra izan genuen espaloietan hamarkadak aparkatuta zeramatzaten autoei lekua kendu eta pertsonentzat eta bizikletentzat babestutako errailak eta lekuak egiteko. Horrek gizakien duintasuna islatu beharko luke. Lehendabizi, guzti honen aurretik ez neukan ile zuririk. (Barreak) Eta ia ia prozesuan nire izena belztu zuten. Oso borroka zaila da. Baina, azkenean posible izan da, oso borroka latzen ostean, gizakion duintasunagatik errespetua islatzen zuen, eta oinez dabiltzanak autoa dutenak bezain garrantzitsuak direla erakusten duen hiri bat sortzea. Izatez, guzti honetan bada gai ideologiko eta politiko garrantzitsu bat, hiri bateko errekurtso garrantzitsuena, errepideetako lekua banatzea bezala baita. Hiri batek lurrazpian petrolioa edo diamanteak aurki ditzake eta hala ere ez da errepideetako lekua bezain garrantzitsua. Nola banatu oinezko, bizikleta, garraio publiko eta autoen artean? Ez da teknologiari lotutako kontu bat, eta banaketa hori egitean, kontuan izan behar dugu inolako konstituzioetan ez dela agertzen aparkatzeko eskubide konstituzionalik.
We also built, and this was 15 years ago, before there were bikeways in New York or in Paris or in London, it was a very difficult battle as well, more than 350 kilometers of protected bicycle ways. I don't think protected bicycle ways are a cute architectural feature. They are a right, just as sidewalks are, unless we believe that only those with access to a motor vehicle have a right to safe mobility, without the risk of getting killed. And just as busways are, protected bikeways also are a powerful symbol of democracy, because they show that a citizen on a $30 bicycle is equally important to one in a $30,000 car.
Duela 15 urte, New York, Paris edo Londres-eko bizikletentzako erreilen aurretik borroka gogor baten ostean 350 km baino gehiagoko bizikleta erreilak ere sortu genituen. Ez dut uste bizikletentzako erreilak elementu arkitektoniko ederrak direnik. Eskubide bat dira, espaloiak bezala, ez badugu uste behintzat, motordun ibilgailu bat dutenek soilik dutela hiltzeko arriskurik gabeko mugikortasun seguru bat izateko eskubidea. Eta autobusen erreilen antzera bizikleten erreilak ere sinbolo demokratiko boteretsu bat dira, 30$ balio duen bizikleta bat duen hiritarra 30000$ balio duen autoa duen hitarra bezain garrantzitsua dela adierazten duelako.
And we are living in a unique moment in history. In the next 50 years, more than half of those cities which will exist in the year 2060 will be built. In many developing country cities, more than 80 and 90 percent of the city which will exist in 2060 will be built over the next four or five decades.
Eta historian une berezia bizi dugu. Datorren 50 urteetan 2060. urtean egongo diren hirien erdiak eraikiko dira. Garapenerako bidean dauden hainbat herrialdeetan, 2060an izango diren hirien %80 eta %90 baino gehiago datozen 4 edo 5 hamarkadetan sortuko dira.
But this is not just a matter for developing country cities. In the United States, for example, more than 70 million new homes must be built over the next 40 or 50 years. That's more than all the homes that today exist in Britain, France and Canada put together. And I believe that our cities today have severe flaws, and that different, better ones could be built.
Baina hau ez doa garapen bidean dauden herrialdeekin bakarrik. Estatu Batuetan esaterako, 70 milioi etxebizitza berri baino gehiago sortuko dira datozen 40 edo 50 urteetan. Hauek egun Britainia Handian, Frantzian eta Kanadan dauden etxebizitza guztiak baino gehiago dira. Uste dut gure hiriek egun akats larriak dituztela, eta ezberdinak eta hobeak liratekeen batzuk sor daitezkeela.
What is wrong with our cities today? Well, for example, if we tell any three-year-old child who is barely learning to speak in any city in the world today, "Watch out, a car," the child will jump in fright, and with a very good reason, because there are more than 10,000 children who are killed by cars every year in the world. We have had cities for 8,000 years, and children could walk out of home and play. In fact, only very recently, towards 1900, there were no cars. Cars have been here for really less than 100 years. They completely changed cities. In 1900, for example, nobody was killed by cars in the United States. Only 20 years later, between 1920 and 1930, almost 200,000 people were killed by cars in the United States. Only in 1925, almost 7,000 children were killed by cars in the United States. So we could make different cities, cities that will give more priority to human beings than to cars, that will give more public space to human beings than to cars, cities which show great respect for those most vulnerable citizens, such as children or the elderly.
Zein dira ba egungo hiriek dituzten akatsak? Beno, esaterako, mintzatzen ikasten ari den 3 urteko haur bati munduko edozein hiritan, "kontuz! auto bat!" esaten badiogu, haurrak beldurtuta erantzungo du eta arrazoia izango du, urtero munduan 10 mila haur baino gehiago hiltzen baitira auto batek harrapatuta. Hiriak izan ditugu 8 mila urtetan zehar eta haurrak etxetik irten eta jolastu zezaketen. Izatez orain gutxi arte, 1900 urte ingururarte, ez zegoen autorik. Berez autoek gurekin 100 urte baino gutxiago daramate. Eta hiriak erabat eraldatu dituzte. 1900. urtean esaterako, ez zen inor hil auto batek harrapatuta Estatu Batuetan, 20 urte geroago, 1920 eta 1930 urte artean, ia 200 mila pertsona izan ziren auto batek harrapatu eta hil zirenak Estatu Batuetan. 1935. urtean soilik, ia 7000 haur hil ziren auto batek harrapatuta Estatu Batuetan. Beraz hiri ezberdinak eraiki genitzake, gizakiei autoei baino lehentasun gehiago emango lioketen hiriak. Gizakiei autoei baino esparru publiko gehiago emango lioketen hiriak, ahulenak diren hiritarrei, haurrei eta zaharrei adibidez, errespetu handi bat erakutsiko lioketen hiriak.
I will propose to you a couple of ingredients which I think would make cities much better, and it would be very simple to implement them in the new cities which are only being created. Hundreds of kilometers of greenways criss-crossing cities in all directions. Children will walk out of homes into safe spaces. They could go for dozens of kilometers safely without any risk in wonderful greenways, sort of bicycle highways, and I would invite you to imagine the following: a city in which every other street would be a street only for pedestrians and bicycles. In new cities which are going to be built, this would not be particularly difficult. When I was mayor of Bogotá, in only three years, we were able to create 70 kilometers, in one of the most dense cities in the world, of these bicycle highways. And this changes the way people live, move, enjoy the city. In this picture, you see in one of the very poor neighborhoods, we have a luxury pedestrian bicycle street, and the cars still in the mud. Of course, I would love to pave this street for cars. But what do we do first? Ninety-nine percent of the people in those neighborhoods don't have cars. But you see, when a city is only being created, it's very easy to incorporate this kind of infrastructure. Then the city grows around it. And of course this is just a glimpse of something which could be much better if we just create it, and it changes the way of life.
Hiriak askoz hobeak egingo lituzketen, eta eraikitzen ari diren hirietan aplikatzeko oso errazak diren osagai pare bat proposatuko dizkizuet. Hiriak norabide guztietan zeharkatuko lituzketen ehundaka kilometro gune berde. Haurrak etxetik gune seguruetara irtengo lirateke. Oinez dozenaka kilometrotan modu seguruan ibili ahalko lukete, arriskurik gabe, gune berde ederretatik, bizikletentzako autobideak balira bezala, eta hau imaginatzera gonbidatzen zaituztet: autoentzako bi errepideren artean, bat oinezko eta bizikletentzat bakarrik legokeen hiri bat. Eraikitzeko dauden hiri berrietan hori ez litzateke bereziki zaila. Bogotako alkate izan nintzenean, 3 urtetan soilik bizikletentzako horrelako autobideko 70 km sortu ahal izan genituen, munduko hiririk populatuenetako batean. Eta honek jendeak duen bizitzeko modua, mugitzeko modua eta hiriaz gozatzeko modua aldatzen du. Irudi honetan ikus dezakezue auzo txiroenetariko batean oinezkoentzan dugun luxuzko erraila, bizikletentzako dugun erraila, eta autoak oraindik lokatzetatik nola doazen. Argi dago auto hauentzat erraila asfaltatu nahiko nukeela, baina zer egingo dugu lehenago? Auzo hauetan jendearen %99ak ez dauka autorik. Baina ikus dezakezue hiri bat sortzen hastean oso erraza dela modu honetako azpiegitura txertatzea. Hiria bere inguruan hazten da. Eta noski, hau askoz hobea izan zitekeenaren zantzu bat besterik ez da, eta bizitzeko modua aldatzen du. Mugikortasuna konponduko lukeen bigarren osagaia,
And the second ingredient, which would solve mobility, that very difficult challenge in developing countries, in a very low-cost and simple way, would be to have hundreds of kilometers of streets only for buses, buses and bicycles and pedestrians. This would be, again, a very low-cost solution if implemented from the start, low cost, pleasant transit with natural sunlight.
garapenerako bidean dauden herrialdeetan dagoen erronka zail hori, modu sinple eta merkean konponduko lukeena, ehundaka kilometro luzeko autobusentzako errailak lirateke; autobusak, bizikletak eta oinezkoak. Berriz diot, konponbide merkea litzateke hasiera batetik aplikatuko bagenu. Kostu baxuko garraio eroso bat, eta argi naturalduna. Baina zoritxarrez, errealitatea ez da nire ametsetan bezain ona.
But unfortunately, reality is not as good as my dreams. Because of private property of land and high land prices, all developing country cities have a large problem of slums. In my country of Colombia, almost half the homes in cities initially were illegal developments. And of course it's very difficult to have mass transit or to use bicycles in such environments. But even legal developments have also been located in the wrong places, very far from the city centers where it's impossible to provide low-cost, high-frequency public transport. As a Latin American, and Latin America was the most recently organized region in the world, I would recommend, respectfully, passionately, to those countries which are yet to urbanize -- Latin America went from 40 percent urban in 1950 to 80 percent urban in 2010 -- I would recommend Asian and African countries which are yet to urbanize, such as India which is only 33 percent urban now, that governments should acquire all land around cities. In this way, their cities could grow in the right places with the right spaces, with the parks, with the greenways, with the busways.
Lurraren pribatutasunagatik eta prezio altuagatik, garapen bidean dauden herrailde guztiek arazo handi bat dute auzo txiroetan. Nire herrialdean, Kolonbian, ia hirian dauden etxebizitzen erdiak legez kanpoko asentatzeak ziren hasieran. Eta noski oso zaila da leku horietan garraio publikoa izatea edo bizikletak erabiltzea. Baina legez kanpoko asentatzeak ere toki okerretan ipini dira, hiriguneetatik urrun, frekuentzia altuko eta koste baxuko garraio publikoa ipintzea posible ez den lekuan. Latinoamerikar bezala, eta latinoamerika da berrikien estruturatu den munduko lurraldea, errespetu guztiz eta pasio handiz zera gomendatuko nieke oraindik urbanizatzeko dauden herrialdeei, -Latinoamerika 1950an %40ko hiri-populazio batetik 2010ean %80ra pasa zen- Asiako eta Afrikako oraindik urbanizatzeko dauden herrialdeei India bezalakoei, %33ko hiri populazioa duelarik, gobernuek hirien inguruko lurraldea eskura dezatela. Modu honetan, hiriak leku egokietan haziko lirateke, leku egokiekin, parkeekin, gune berdeekin, autobusentzako erreilekin. Datozen 50 urteetan
The cities we are going to build over the next 50 years will determine quality of life and even happiness for billions of people towards the future. What a fantastic opportunity for leaders and many young leaders to come, especially in the developing countries. They can create a much happier life for billions towards the future. I am sure, I am optimistic, that they will make cities better than our most ambitious dreams.
eraikiko ditugun herrialdeak etorkizuneko milaka milioika pertsonen bizi kalitatea eta zoriontasuna erabakiko dute. Hau bai aukera ederra oraingo eta etorkizuneko agintarientzat. Bizitza askoz zoriontsuago bat sortu dezakete milaka milioika pertsonentzako. Ziur nago, eta honetan optimista naiz, geure amets onenetako hiriak baino hobeak sortuko dituztela. (Txaloak)
(Applause)