D4D Document for Debate

110211 CiTi

PROPOSITIVE ANALYSIS STRATEGIC SPATIAL LAND USE MODEL FOR THE CITY OF

DAR ES SALAAM

UNITED REPUBLIC OF TANZANIA FEBRUARY 07, 2011

Metropolitan Model Sub-Saharan Africa Finance, Economics and Urban Department, Urban Unit. FEU UR Documents for Debate (D4D) are not official World Bank policy statements. D4D are Documents to promote Debate on urban and metropolitan spatial issues, ground based for tangible Foreword strategic priorities and action, all spatial focused as an unavoidable complement to socio-economic policies. The aim of this series of Documents is to discuss, internally and externally, the spatial issues of development as an integrated part of economic and social policies, with the aim of providing through this debate insight and criteria for those who participate, and help to focus their policy decisions in the frame of their own responsibilities.
For more information, please contact Pedro Ortiz (FEU UR) Email: portiz1@worldbank.org

Foreword Historical administrative boundaries have been overrun by urban growth and expansion. Governance of these territories confronts the difficulty of interadministrative dialogue among the territorial administrations involved and, in some cases, administrative revision of structures competences and boundaries. This is a process that requires dialogue, compromise, agreements and time. Time is what growth does not respect. Growth will take, and is taking, place whether or not the administrative framework is able to allocate it adequately, respond in the right manner, decide the adequate locations within a sustainable vision of the land use (compatibilities, synergies, bottlenecks) and provide basic urban infrastructural, social, and economic facilities. Growth is taking place and allocation that has to be rationally forecasted and confronted on the territory. World Bank development strategies and policies stand on a three-leg stool: the Economic, the Social and the Spatial built and environmental dimensions of Development. When dealing with physical investments (infrastructure, social facilities, productive equipment), all of which are tangible investments, the spatial component is the support for economic and social policies. Most of time spatial dimension plays an essential role coordinating synergies or antagonisms among other sector policies. Without the Spatial dimension, social or economic policies unrelated to the interaction of the specific location, may be at risk of either being endlessly recurrent (non strategic) or cyclically counterproductive (short-long term incompatibility). Recurrent ignorance of this third leg would produce enormous costs due to metropolitan spatial chaos that very often precludes future reshape, making economic and social development impossible as well. World Bank is well aware of that. The Prospective Analysis series produces a methodological approach to the demand for strategic and physical planning for the rapid growth phenomena of metropolises around the world during the first decades of the 21st century. The methodological approach of Propositive Analysis stands on: 1) The current situation and characteristics of the metropolis 2) Highlighting its assets and potential 3) Applying a set of basic rules for intra land uses location for a sustainable structure (see appendix Urban Regional Charter) 4) Developing a sectorial interdisciplinary rationale for the location of activities in a long-large scenario. Propositive Analysis is an indicative process. Neither the analysis nor the proposed solutions are in any way compulsory. It is a holistic interdisciplinary approach, where the different subsystems that compose the territory (Basically: housing, transport, environment, productive activities and social facilities) are analyzed together and framed in a comprehensive and consistent set of proposed solutions. Propositive Analysis looks to trigger debate. It needs to be fed with specific, detailed data used for the analysis and further development of solutions. The final equilibrium and precision requires the input of the stakeholders of the territory subject to strategic planning. Those inputs, divulgated, contrasted and debated must produce a consensus in society that makes the plan implementable and implementable by all participants, each in their corresponding social role. Propositive Analysis results are input and suggestions for governance.

I) Dar es Salaam Dual Structure

1) Dar Es Salaam has a dual structure. It can be read as an Orbital-Radial structure or as Reticular one. 2) The Orbital structure has its center in the urban downtown. Radial expansion is produced along the coast, to the south and north, inland through Pugu Road and diagonally through A7 Morogoro Road and B2 Kilwa Road. 3) The Reticular structure is defined by the main linear axis of the coastline, doubled by the parallel Nelson Mandela Road and the perpendicular secondary axis of Pugu Road and Sam Nujoma Road.

II) Radial Urban Structure Growth

1) The Radial structure is currently defining the growth pattern of Dar es Salaam. 2) Limitations on extensive provision of road infrastructure prioritize settlements along this facility.

III) Rapid Transport System

1) The Rapid Transport System that is being implemented reflects the Radial urban structure. 2) It responds to and provides service to the demand produced along the Radial urban settlement pattern. 3) Phases 1, 2, 3 and 4 belong to the 4 main radial axes: Morogoro, Kilwa, Nyerere/Pugu and Bagamoyo roads. 4) Orbital, cross-connecting developments of the system would take place in later stages.

IV) Radial Growth: Finger-like Copenhagen Model

1) The Radial structure provides adequate response to the linear provision of public transport systems. 2) It gives priority and accessibility to the center, which is where most activities take place and is the destination of the majority of trips. 3) It is a sound urban structure. 4) There are limits on the extension of the fingers where urban trips would be too far and take too long to be efficient. The 4-hour trip to Julius Nyerere Airport on Pugu Road proves that Dar es Salaam has reached this efficiency limit. 5) The Orbital-Radial model presents diseconomies of scale. It is efficient at small urban scales but collapses when large scales are reached.

V) Collapse of the Urban Radial Copenhagen Model

1) 1st Phase: Growth takes place along the provision of transport infrastructure. 2) 2nd Phase: Cross-connection takes place to avoid over dependency of the center. This would increase non-centripetal trip lengths and produce central congestion. Transversal connections are provided. 3) 3rd Phase: The length of the radial fingers extends to a point where infrastructure provision does not compensate. Interstitial spaces start to fill up. Land for environmental and social assets of the finger structure is taken over and the structure progressively becomes an expansive, oil-stained structure. 4) 4th Phase: The continuous urban pattern of homogenous settlements with multidirectional trips and insufficient traffic space provision develops into a gridlock-congestion model.

5) The Copenhagen Finger urban model has size limitations that need a different response when metropolitan scale is reached.

VI) Dar es Salaam: Uncontrolled Infill Collapse of the Radial Model

1) Dar Es Salaam is experiencing the collapse of the Radial Copenhagen finger model. 2) Inter-finger spaces are being filled in with new urban residential settlements. Some controlled, some uncontrolled. 3) Land use enforcement (discipline) could be increased but social forces, within the power of a democracy, are stronger than the capacity of the public administration to set efficient administrative controls. 4) Traffic situation in Dar es Salaam is the empirical consequence of this urban process. 5) Upgrading settlements would fix the problem. Resettlement in the right metropolitan locations could be envisioned as an alternative or complementary policy within a necessary metropolitan model.

VII) Urban Rail Asset

1) A metropolitan structure based on public mass transport should develop a land policy based on rail infrastructure provision and service development. 2) Dar es Salaam has an important asset in rail right of way within the urban fabric and the metropolitan periphery. 3) The central downtown station at the end of the Pugu Road secondary metropolitan axis is a very important asset that doubles as a primary metropolitan mass transport system and could be complemented by the DART urban transport rapid system with more frequent stops. 4) The loop by the port provides an urban capillarity and enhances the accessibility and potential of the port as an economic, business and job/trip generator. 5) The Morogoro Road line provides a transversal accessibility that opens service to the north of the metropolis. 6) The Kifuru line reinforces the potential line metropolitan vertebration of the Pugu/Nyerere axis.

VIII)

Metropolitan Scale

1) Dar es Salaam has collapsed its urban structure. 2) The size and speed of its metropolitan growth as well as the demand for public services and space has overcome the urban capacity. 3) The limited capacity to respond administratively and financially to the pressures of urbanization has probably accelerated this process and this outcome. 4) Responses have to be provided on a metropolitan scale.

IX) Urban Radial System

1) Dar es Salaam has an urban radial system. From this system the coastal roads (north and south) and Pugu Road coincide with a potential metropolitan reticular system. 2) The diagonals could have an evolving role: a. They could have a metropolitan role (Freeway typology) for the long distances to avoid extra lengthy trips (extra 2). b. They could take an urban role (Avenue typology) within the urban grid of metropolitan structure. In an urban role they will support urban centralities: urban transport, commerce, institutional and social facilities, residential and civic/public space (7 features, see appendix).

X) The Metropolitan Transport Structure

1) Concentration and congestion must be avoided on a metropolitan scale. 2) Urban axes such as Nelson Mandela Road and the Sam Nujoma Road already provide a hint of the natural route implicit in Dar es Salaams metropolitan structure. Nelson Mandela is parallel to the costal road, and Sam Nujoma is perpendicular to it and parallel to Pugu Nyerere Road. Both form the embryo of the metropolitan structure. 3) The south belt road would complete the Metropolitan center distribution ring. The noncentripetal design of these systems avoids excesses traffic pressure on the CBD and distributes accessibility and land use provision in a decongestive system. 4) The elongation of these roads (Freeway typology) both as a coastal gradient and inland penetration provide a spread of accessible land provision that offers alternative locations to the congested metropolitan center. 5) Roads run along administrative boundaries to provide equilibrated and shared benefits to the provinces/municipalities affected.

XI) Metropolitan Rail Network

1) The mass transport of the metropolis has to be built on a commuter train system. 2) Rapid urban transport systems BRTs have scale limitations when it comes to transporting large numbers of people for metropolitan-size distances. BRTs have an urban scale that reach efficiency thresholds when confronted with larger distance scales and larger passenger numbers. 3) The metropolitan commuting system has to make best of existing infrastructure and land right of way assets. 4) On the one hand, the inherited assets have already shaped the metropolis. On the other, they also have to be the support for the future structure of growth.

XII)

Vertebral System

1) Metropolitan models are shaped in the coordination of rail and road accessibility infrastructures. Both vertebrate the metropolis. 2) The versatility and capillarity of the rail network within the urban fabric is not reflected in the metropolitan territory. Rail lines run parallel inwards within Ilala territory. The road and rail systems in Dar es Salaam reinforce the Nyerere Road spines inland access to Kifuru and Mpiji. 3) The preferential growth potential is defined by this characteristic prior to other possible rail network extensions. 4) The road network will have to be diversified to avoid collapse of excess of growth concentration along this vertebral spine. 5) Diversified locations in advance of rail expansion will also avoid an excess of dependency of a linear structure.

XIII)

Urban Rail Service

1) Rail layout is peripheral to the urban fabric and has to be completed with complementary urban transport, feeding routes, BRT and buses. 2) Urban rail accessibility can be well capillarized with a 3 km maximum distance. 3) With an increase number of stations, this distance could be reduced to 1.5 km. That is a 20 minutes pedestrian walk, or a 6 m urban transport ride. 4) A specific and detailed plan needs to be initiated.

XIV)

Growth Potential Within Existing Network

1) The provision of commuter rail services within the existing infrastructure right of way might be a short-term investment policy with important decentralization results. 2) Service could be provided along the 2 existing rail lines with metropolitan rail stations spaced at an average of 5 or 6 km apart from each other. 3) Dense urban settlements can be developed around the intermodal stations, which will become new urban centralities (see appendix). 4) Interstices will be protected to allow for infrastructural, institutional, and commercial facilities. 5) The commuter train would be fed within the urban development unit by complementary urban transport with a maximum distance of 3 km connecting bus stations to the rail stations. 6) The population will reach Dar es Salaams center by train and will bypass and deflate existing traffic problems.

XV)

Future Infrastructure Right of way Provision

1) Rail provision will be Radial to maximize train accessibility to central Dar es Salaam as an alternative to the use of private road transport. 2) Road pattern accessibility would be Reticular to disperse accessibility along a larger welldefined territory that would invite decentralization of economic activities and residential provision. 3) The metropolitan grid will provide possibilities for further equal access decongestive development.

XVI)

Metropolitan Rail Expansion

1) The rail network expansion would be the guideline for metropolitan settlement expansion. The metropolitan transport will shift form road to rail passenger mass transit. 2) The evolving metropolitan diagonals could be the support for rail lines if land provision protection is made early or if finance can confront the underground investment.

3) Urban intermodal centrality will coincide with the reticular pattern. 4) Future rail layout will serve consecutively the areas needed for expansion within the reticular pattern.

XVII) Regional Scale Facilities

Institutional and social regional facilities

1) Regional scale institutional and social facilities include large hospitals, universities, sports grounds, and national and regional government institutions. 2) Institutional and social regional scale facilities must be accessible to both public and private transport. 3) Potential sites for those facilities are the intersections of the metropolitan rail system and the primary road system (see appendix). 4) Selection of the sites should be made by a precise urban plan for the provision of such facilities.

XVIII) Regional Commercial Facilities

Regional commercial

1) Large regional commercial facilities require retail transport, which is made essentially by private transport. 2) Potential locations of those facilities are at the crossing of the primary and secondary road network. 3) Final decisions, in response to private initiatives, should be made with a land use pattern of criteria developed within a specific policy plan.

XIX)

Regional Facilities Land Use Coordination

Institutional and social facilities Regional commercial

1) Socio-institutional and commercial facilities can coexist or function independently, provided they each comply with their location rules pattern. 2) Conflict does not necessarily occur as rules are differentiated, but if it does, planning should provide for resolution. 3) Locations are potential and should be decided according to the capacity to and the necessity of providing a land response for their need to be built.

XX)

Environmental Protection and Provision

1) Environmental capital should permeate the metropolitan fabric. 2) Definition of environmental values must be determined before planning and incorporated as a pre-established policy. 3) Flexibility of the model allows for compatibility between environment and urban development; environment, when overlapping, prevails. 4) The environmental spaces must have continuity for biodiversity networking. 5) Environmental spaces must filter through the metropolitan fabric to reach the core of the urban system. 6) Environmental infrastructure can be enhanced where natural environmental values are insufficient.

XXI)

PRIORITIES

To respond to the challenge of growth within a metropolitan context and within the expansion model, priorities of investment would be: 1) The backbone distributor decongesting freeway: a. Upgrade infrastructure and b. protect rights of way free access 2) The first metropolitan railway line: a. Upgrade and fix infrastructure b. Set up mobile material for mass transit passenger service 3) Urban development: a. Design and management b. Urban intermodal centrality
For more information, please contact Pedro Ortiz (FEU UR) Email: portiz1@worldbank.org

Appendix 1: World Bank Projects

A) East Africa Trade and Transport Facilitation Project

Project ID: P079734 | Project Status: Active Abstract* last updated: 10-AUG-2009

The East Africa Trade and Transport Facilitation Project will improve railway services in Kenya and Uganda. The project consists of the following components: (1) Support to East African Community (EAC) Customs Union Implementation: This will include: (a) long term support to the EAC Secretariat for the implementation of the Customs Union; (b) equipment to implement a modem customs integrated system and common database; and (c) support the strengthening and modernization of national customs departments. (2) Institutional support for Transport Facilitation: This will involve: (a) strengthening of the Northern Corridor Transit Transport Coordination Authority; (b) supporting Governments to establish an appropriate management mechanism for the Central Transport Corridor; and (c) helping improve the regional transport policy and harmonize transport regulations. (3) Investment Support for Trade and Transport Facilitation: The proposed support includes: (a) enhancing security and facilitation in the ports of Mombasa and Dar-es-Salaam; (b) improving goods security by financing a regional/national electronic cargo tracking system from the ports of Mombasa and Dar es Salaam throughout the EAC and Rwanda; (c) financing the establishment of key joint border posts at main cross-border posts within the region; (d) investing in Inland Container Depots, intermodal infrastructure; and (e) supporting the implementation of a common weigh bridges policy. (4) Support to Kenya and Uganda Railways Concessions: This will include: (a) technical support to the Kenya Railways Corporation (KRC) and the Uganda asset holding company; (b) support for the retrenchment and social mitigation of KRC staff; (c) support for establishment of a Pension Fund for the staff of KRC; (d) support for the Kenya Relocation Action Plan implementation; (e) investment support for Uganda Railways Corporation; and (f) support to the Joint Railways Concession through the provision of Partial Risk Guarantees to Rift Valley Railway Consortium subsidiaries.

B) Dar es Salaam Water Supply and Sanitation Project

Project ID: P059073 | Project Status: Closed Abstract* last updated: 21-JUL-2010

The objective of the Dar es Salaam Water Supply and Sanitation Project for Tanzania is to provide a reliable, affordable and sustainable water supply service and improve the sewerage and sanitation in the 'service area' of the Dar es Salaam Water and Sewerage Authority (DAWASA) that includes Dar es Salaam and part of the coast region to help improve public health and well-being in a city prone to cholera outbreaks or other water-borne diseases and support productive activities of the country's main economic center. The completion of this contract will increase the likelihood of sustainability by allowing for the: (i) replacement of aged high lift pumps; and (ii) the procurement of necessary spares deemed essential to the continued functioning of the Upper Ruvu and Lower Ruvu plants. Both have been experiencing frequent breakdowns that have disrupted service delivery to Dar es Salaam. Efforts to procure the pumps begin in June 2009, however, there have been significant delays. The borrower first requested the association's approval to proceed with the purchase of the pumps on July 6, 2009. However, the first attempt to procure the pumps failed as quotations from shortlisted suppliers were considered expensive and the proposed delivery period extended beyond the initial project closing date of December 31, 2009. Processing of a second request for bids was therefore suspended until an extension of the project was granted up to June 30, 2010.

C)

Second Additional Financing for TASAF II

Abstract* last updated 25-MAY-2010

Project ID: P120881 | Project Status: Active

This project paper seeks the approval of the Executive Directors for a credit from the Pilot Crisis Response Window (CRW) resources to the United Republic of Tanzania for the Tanzania Second Social Action Fund (TASAF) Project. The Second Additional Financing (AF-II) will scale up TASAF-II activities in vulnerable districts in the Mainland and in Zanzibar as determined by the Rapid Vulnerability Assessment Report of October 2009. The AF-II will also fund the cost overruns that have arisen because beneficiary communities have not been able to make available the expected contribution for the subprojects due to the negative impacts of the financial and food crisis, as well as natural calamities such as drought and floods on their livelihoods. There have also been price increases for materials and transportation which have contributed to the subproject cost overruns. Completion of the subprojects is required in order to achieve the intended outcomes in the targeted communities. The AF-II will support all three beneficiary groups that are supported under TASAF-II; namely the food-insecure (FI), vulnerable groups (VGs) and service-poor communities (SP). It will finance social protection initiatives such as public works, and support interventions aimed at reaching these three groups to minimize the negative effects of the global financial and food crisis, drought, and flash floods.

D) Local Government Support Project

Project ID: P070736 | Project Status: Active Abstract* last updated 10-JUN-2009

This project paper seeks the approval of the Executive Directors to provide an additional credit in the amount of US $98 million to the United Republic of Tanzania for the Local Government Support Project. Financial terms and conditions, including financial management, reporting, and disbursement arrangements remain essentially unchanged from those applicable to the existing local government support project credit.

E) GEF-Western Indian Ocean Marine Highway Development and Coastal and Marine Contamination Prevention
Project ID: P078643 | Project Status: Active Abstract* last updated 27-DEC-2010

The closing date for the Africa Global Environment Facility (GEF)-Western Indian Ocean Marine Highway Development and Coastal and Marine Contamination Prevention Project will be extended from June 30, 2011 until December 31, 2012. The extension of the closing date is necessary to allow the necessary implementation period to fully deploy the marine highway and achieve all development objectives. Delays at startup (which resulted from the coordination efforts required to bring on board eight countries and several international agencies) have now been overcome. A satisfactory implementation plan has been adopted as part of the mid-term review completed recently. The recipient's request for extension has been endorsed by all participating countries in a Project Steering Committee involving representatives from Comoros, Kenya, Madagascar, Mauritius, Mozambique, Seychelles, South Africa, and Tanzania. This will be the first extension of the project.

F) Marine and Coastal Environment Management

Project ID: P082492 | Project Status: Active Abstract* last updated 06-JUL-2005

The Tanzania Marine and Coastal Environment Management Project aims to strengthen the sustainable management and use of the Borrower's Exclusive Economic Zone, territorial seas, and coastal resources resulting in enhanced revenue collection, reduced threats to the environment, better livelihoods for participating coastal communities living in the Coastal Districts, and improved institutional arrangements. The project consists of the following components: Component 1) will establish and implement a common governance regime for the Exclusive Economic Zone (EEZ) that contributes to the long-term sustainable use and management of EEZ resources.

Component 2) will establish and support a comprehensive system of managed marine areas in the Territorial Seas, building on Integrated Coastal Management (ICM) strategies that empower and benefit coastal communities. Component 3) will empower coastal communities to access opportunities so that they can request, implement and monitor sub-projects that contribute to improved livelihoods and sustainable marine ecosystem management. Component 4) will provide efficient project implementation services.

G) Songo Songo Gas Development and Power Generation Project

Project ID: P002797 | Project Status: Closed Abstract* last updated: 18-OCT-2001

The Songo Songo Gas Development and Power Generation Project aims at developing Tanzania's natural gas reserves, to produce least-cost power generation for domestic, and industrial use, in an environmentally sustainable manner. Components include: 1) developing the Songo Songo natural gas field, to supply gas to about 112MW at the Ubungo Power Plant - to be converted to gas firing under the project - and, to the Twiga cement plant. Works include construction of facilities at three offshore marine platforms, a marine pipeline, and related infrastructure works, to transport gas to the processing plant. The gas processing plant will incorporate gas dehydration, dew point control, and liquids stabilization in storage facilities, and, the marine pipeline will extend in a northwesterly direction, based on oceanographic reviews, seismic surveys, and environmental regulations. The Ubungo power plant will undergo turbine rehabilitation, comprising upgraded gas turbines, including expanded air chillers capacity, for conversion to gas operation (configured to both liquid, and gas fuel); 2) an environmental management plan, and monitoring criteria, to comply with environmental, and social safeguard policies; this includes training, and capacity building. Resettlement, and compensation will be assessed to comply with legal policies, and Bank guidelines; in addition, solar energy, and extension of the power grid will benefit affected populations; and, 3) technical assistance, training, and equipment to assist the Ministry of Energy and Minerals strengthen the gas institutional, and regulatory framework, the energy management information systems, and, review a possible private sector participation.

Appendix 2: The Metropolitan Charter

La Carta de Regin Capital

Bogot / Cundinamarca
99 lineamientos para la Ordenacin Urbana en un Contexto Metropolitano 100606 INTRODUCCIN: DIVERSIDAD en la HOMOGENEIDAD El presente documento contiene un conjunto de principios de localizacin de actividades y usos de suelo a escala local aplicables a un municipio inserto en el marco de crecimiento de una Ciudad-Regin Metropolitana. Este es el caso de los municipios que se encuentran en el mbito de la Sabana de Cundinamarca. Estos principios tienen tambin utilidad para la ordenacin metropolitana de ciudades-regin latinoamericanas que se encuentren ante caractersticas similares de expansin y crecimientos rpidos. Lo ha sido tambin para la Regin de Madrid a lo largo de estos 15 ltimos aos, en el marco de los procesos de ordenacin regional y municipal iniciados con el Plan Regional del 1 Marzo de 1996. Estos lineamientos son una Propuesta de Borrador para ser debatidos entre los protagonistas y responsables de tomar las decisiones de uso de suelo de esos mbitos municipales y regionales. Es necesario conformar y articular dicho debate y consenso. Su vocacin es la de conformar, una vez consensuados, un marco de referencia para las decisiones que se tomen a nivel local en el mbito de competencias de cada municipio. Si los principios de estas decisiones, que se toman con un carcter disgregado sobre el territorio, han sido consensuados y son homogneamente aplicados, el conjunto metropolitano tendr coherencia. Son principios de Buena Prctica profesional urbanstica y de ordenacin territorial. Pueden tener utilidad para cualquiera de los municipios independientemente aunque no hayan sido debatidos y consensuados a una escala metropolitana Aunque sean rechazados por algn municipio que realice su ordenacin territorial sobre otros criterios la alteracin y la excepcionalidad de este caso no reduce la eficacia de su aplicacin al conjunto metropolitano. Se requerir solo un tratamiento diferencial de las polticas metropolitanas ese caso de alteracin de la diversidad homognea generada por estos principios. La metrpolis se ver beneficiada de su aplicacin a pesar de la alteracin circunstancial.

Como Eplogo a La Carta de Regin Capital: Bogot/Cundinamarca, se ofrecen ejemplos e aplicacin practica de estos principios a varios casos especficos de la regin para que se pueda comprobar la flexibilidad y adaptabilidad de la aplicacin de los mismos as como la heterogeneidad de las soluciones, todas ellas en la diversidad homognea antes mencionada.

1) Estructura urbana
1.1) El territorio regional quedar ordenado en unidades municipales, la Manzana Regional (01) 1.2) Cada Manzana Regional contendr, salvo excepcin, un ncleo urbano de poblacin. (02) 1.3) La Manzana Regional queda definida por los segmentos de Lneas Matriz que conforman su permetro. (03) 1.4) El ncleo de poblacin de la Manzana Regional deber quedar localizado lo mas prximo posible a su centro. (04) 1.5) La Centralidad Cvica de la Manzana Regional (unidad municipal) se consigue generando una sinergia por acumulacin de funciones de centralidad urbana complementarias: (05)
1.5.1) Estacin o intercambiador modal de transportes (06) 1.5.2) Espacios cvicos de convivencia. (07) 1.5.3) Actividad comercial de tamao pequeo y/o medio. (08) 1.5.4) Equipamientos Sociales. (09) 1.5.5) Niveles altos de densidad residencial (>40 viv/ha) (10) 1.5.6) Edificios Institucionales pblicos. (11) 1.5.7) Elemento emblemtico referente social. (12)

2) Residencial
2.1) Los nuevos desarrollos residenciales debern tener un diseo de contigidad que alcance la integracin urbana con el ncleo de poblacin existente del casco urbano consolidado. (13) 2.2) La localizacin de los nuevos desarrollos residenciales debern localizarse lo ms prximos posibles a las estaciones de Transporte Colectivo de Alta Capacidad (T.C.A.C), que a su vez adquirirn un carcter de centralidad urbana. (14) 2.3) No deber haber desarrollos residenciales frente a las Lneas Matriz para evitar el impacto medio ambiental y acstico que estas producen sobre la vivienda. (15) 2.4) Si el ncleo poblacional alcanza la Lnea Matriz, la primera lnea edificatoria, la primera manzana urbana, deber ser de usos empresariales, industriales o terciarios de oficinas, para que sean estos los que absorban el impacto acstico de la Lnea Matriz. (16) 2.5) La integracin urbana es un objetivo que se alcanza mediante: 2.5.1) la conexin viaria, tanto de orden urbano como capilar, 2.5.2) la localizacin articuladora de equipamientos cvicos y sociales. (17) (18) (19)

2.5.3) la continuidad residencial, que no sea segmentada por un sistema verde transversal al eje de acceso al centro cvico. (20) 2.6) Densidades 2.6.1) Las densidades residenciales debern ser mas altas en el centro del ncleo (mas de 40 viv/ha). (21) 2.6.2) Las densidades residenciales debern progresivamente ir disminuyendo hacia la periferia. (Menos de 10 viv/ha) (22) 2.7.1) Diversidad 2.7.1) En cada Manzana Regional deber estar representada toda la diversidad tipolgica, todos los regmenes, y la mayor amplitud del espectro de precios de viviendas. (23) 2.7.2) En cada Manzana Regional se debe alcanzar una diversidad social y un beneficioso efecto de integracin, evitando la segregacin territorial y la formacin de guetos. (24)

3) Equipamientos Sociales

3.1) Los equipamientos sociales se localizarn de forma diferente en funcin de su carcter local o regional. (25) 3.2) Los equipamientos sociales de carcter local se localizarn bien en el interior, bien en contigidad, de la trama urbana residencial del ncleo de poblacin. (26) 3.2.1) El dficit actual de equipamientos sociales en el ncleo debern ser compensados por los que aporten los nuevos desarrollos residenciales.

(27)

3.2.2) Los equipamientos sociales de carcter local que requieren fundamentalmente accesibilidad, se localizarn en el interior de la trama urbana, en intersecciones urbanas de primer rango, reforzando el carcter de centralidad cvica que poseen esos nudos. (28) 3.2.3) Los equipamientos sociales de carcter local que requieren espacios ms importantes para su desarrollo, se localizarn en contigidad a los bordes urbanos, entre la trama residencial del ncleo y los parques urbanos que penetran intersticialmente desde los parques peri-urbanos hasta el centro histrico consolidado. (29) 3.3) Los equipamientos sociales de carcter regional inter-municipal se localizarn en la interseccin de las Lneas Matriz con las lneas del sistema ferroviario, buscando la doble accesibilidad regional viaria y ferroviaria. (30) 3.3.1) Los grandes equipamientos sociales de carcter regional, universidades, grandes hospitales, ciudades deportivas, etc., tendrn un servicio ferroviario de estacin de cercanas. (31) 3.3.2) Los estacionamientos de los grandes equipamientos regionales estarn dimensionados para que puedan ejercer complementariamente la funcin de estacionamientos de conveniencia, para evitar el uso indiscriminado del vehculo en el centro urbano. Las poblaciones que no estn directamente servidas por el sistema de cercanas pueden utilizarlos por localizarse a lo largo de su recorrido viario de acceso hasta el centro metropolitano. (32)

4) Actividades Comerciales
4.1) Los equipamientos comerciales se localizarn de forma diferente en funcin de su carcter local o supra-local. (33) 4.2) Los equipamientos comerciales de carcter local, el pequeo y mediano comercio, tendrn una localizacin interna a la trama urbana. (34) 4.2.1) Los equipamientos comerciales de carcter local cumplirn una funcin, complementaria e interactiva, de refuerzo de las centralidades cvicas,

beneficindose de sinergias mutuas.

(35)

4.3) Los equipamientos comerciales de carcter supra-local, las grandes superficies comerciales, se debern localizar en la confluencia del sistema viario primario regional, las Lneas Matriz, con el sistema viario secundario de acceso a las Manzanas. (36) 4.3.1) El impacto econmico de los equipamientos comerciales de carcter supralocal sobre la estructura comercial de las Manzanas afectadas por su radio de influencia requiere un control y limitacin de su tamao, tipologa y superficie. (37) 4.3.2) Los equipamientos comerciales de carcter supra-local estarn territorialmente repartidos de tal forma que se produzca un ratio equivalente de metros cuadrados por habitante equilibrado en cada una de las Manzanas Regionales. (38) 4.3.3) La recalificacin del suelo para estos equipamientos llevar implcita la reconversin del mismo, una vez definitivamente obsoletos y amortizados los equipamientos comerciales, en suelos de equipamientos sociales de carcter periurbano o supra-regional. (39)

5) Actividades Empresariales
5.1) Las actividades econmicas y empresariales, tanto de carcter terciario de oficinas como especialmente las industriales, por sus necesidades de accesibilidad y transporte de carga, estarn localizadas paralelas a las vas regionales y directamente conectadas a estas, las Lneas Matriz. (40) 5.2) Las Lneas Matriz estarn consustancialmente blindadas desde su creacin a interferencias de trfico desde las actividades colindantes. (41) 5.3) Las actividades econmicas y empresariales que no sean plenamente compatibles con la actividad residencial, tanto en su impacto contaminante diario, como por sus necesidades de accesibilidad y transporte de carga, debern localizarse de forma segregada. (42) 5.4) Localizaciones 5.4.1) Intersecciones Lneas Matriz con sistema ferroviario: Las empresas que por su tamao o por su produccin, requieran un transporte pesado, tanto de tipo rodado como ferroviario, se pueden localizar en los puntos de interseccin del sistema ferroviario con las Lneas Fuerza regionales. (43) 5.4.2) Intersecciones Lneas Matriz y sistema viario secundario: Sern las localizaciones prioritarias, buscando una mayor accesibilidad, se encuentren ms prximas a los nudos de conexin del sistema viario secundario, interno a la Manzana,

con el sistema viario principal, las Lneas Fuerza regionales.

(44)

5.4.3) Fachada Lneas Matriz: Los solares empresariales visibles desde las Lneas Fuerza, debido a los importantes trficos que estas vas soportarn, se convertirn en localizaciones escaparate. Tendrn tendencia a alcanzar mayor valor y a ser utilizados prioritariamente para actividades terciarias o para industrias escaparate. (45) 5.4.4) Fachadas a sistema viario secundario: El efecto escaparate que se produce sobre las Lneas Matriz se reproducir con carcter ms local sobre las vas del sistema secundario de acceso a los ncleos urbanos, siendo recomendadas para comercio y servicios. (46) 5.4.5) Fachadas a sistema verde intersticial: Las fachadas interiores de las zonas empresariales, las contrapuestas a las Lneas Matriz, solo adquirirn valor de localizacin si se desarrollan los espacios verdes intersticiales de separacin entre las zonas y los ncleos de poblacin de la Manzana. (47) 5.4.6) Intersecciones de Lneas Matriz 5.4.6.1) Los espacios prximos a los nudos de interseccin de dos Lneas Matriz, debido a su baja accesibilidad por carecer de conexiones o salidas de carcter local, NO debern ser localizaciones prioritarias para actividades de alta intensidad. (48) 5.4.6.2) Los espacios prximos a los nudos de interseccin de dos Lneas Matriz sern espacios codiciados para actividades de alta intensidad debido a su alta visualizacin. (49) 5.4.6.3) Los espacios prximos a los nudos de las Lneas Matriz son puntos de intersecciones de infraestructuras de servicios, (agua, telefona, electricidad, etc). Son lugares adecuados para la localizacin de los centros de control y distribucin de estas redes. (50) 5.4.6.4) Por la fuerte visibilidad de los espacios prximos a los nudos de las Lneas Matriz, es conveniente que los centros de control y distribucin de las infraestructuras asuman un carcter emblemtico y de referente colectivo, recibiendo un tratamiento arquitectnico acorde con este carcter. (51)

6) Transportes Colectivos
Se distingue entre los transportes colectivos de alta capacidad, con marcado carcter regional, de los transportes colectivos de baja/media capacidad, con un carcter ms urbano (52) 6.1) Sistemas de transportes colectivos Alta capacidad (TCAC)

6.1.1) Las lneas de trazado del Transporte Colectivo de Alta Capacidad (TCAC), ferrocarril de cercanas y/o metro, conectarn los diversos ncleos de poblacin que se encuentren entre dos Lneas Matriz. (53) 6.1.2) Las estaciones de Transporte Colectivo de Alta Capacidad (TCAC), cercanas o metro, tendrn dos localizaciones prioritarias: 6.1.2.1) en el ncleo residencial de la Manzana Regional. (54) 6.1.2.2) en la interseccin con el viario de primer orden regional, las Lneas Matriz. (55) 6.1.3) La estacin de TCAC en el ncleo residencial de la Manzana Regional tendr dos localizaciones prioritarias: 6.1.3.1) en el centro del ncleo, y (56) 6.1.3.2) en el borde del ncleo. (57) 6.1.4) Centro de ncleo 6.1.4.1) La estacin de TCAC en el centro del ncleo residencial coincidir con los espacios cvicos de centralidad. (58) 6.1.4.2) La estacin de TCAC en el centro del ncleo se ver reforzada por la acumulacin de funciones urbanas de centralidad. (59) 6.1.5) Borde de ncleo 6.1.5.1) La estacin de TCAC en borde del ncleo residencial deber aprovechar su potencial de centralidad para generar una centralidad urbana que alimente, y se alimente, de futuros desarrollos residenciales urbanos. (60) 6.1.5.2) En el entorno de las estaciones de TCAC debe producirse la sinergia de una acumulacin de funciones de centralidad (acceso, espacio cvico, residencia, comercio, equipamiento social, institucional y referencial) (61) 6.1.6) La estacin de TCAC en la interseccin con una Lnea Matriz se deber establecer solamente en funcin de su servicio a un gran equipamiento de carcter regional: universidad, hospital, ciudad deportiva, etc. (62) 6.1.7) Los nuevos trazados de transporte ferroviario se producirn en trinchera para no seccionar irremediablemente el potencial de continuidad de la trama urbana en superficie. (63) 6.2) Sistemas de transportes colectivos de Baja capacidad (TCBC) 6.2.1) Las cabeceras del sistema de Transporte Colectivo de Baja Capacidad (TCBC), autobuses y taxis, debern localizarse en las estaciones del sistema de alta capacidad. (64) 6.2.2) El recorrido de las lneas de TCBC podrn hacerse de dos formas:

6.2.2.1) en bucle interno a la manzana regional. (65) 6.2.2.2) abierta entre dos o varias manzanas regionales. (66) 6.2.2) El recorrido en bucle del TCBC tendr origen y destino en el mismo intercambiador modal. (67) 6.2.3) El recorrido abierto del TCBC tendr origen y destino en dos intercambiadores modales distintos. (68) 6.2.4) Los sistemas de Alta y Baja Capacidad trabajaran de manera complementaria. (69) 6.2.4.1) La complementariedad entre Baja y Alta Capacidad podr ser por prolongacin, cuando la demanda no alcanza los umbrales de viabilidad del TCAC. (70) 6.2.4.2) La complementariedad entre Baja y Alta Capacidad podr ser por inter-conexin, para crear relaciones perpendiculares y transversales entre las diversas lneas de TCAC. (71) 6.2.4.3) La complementariedad entre Baja y Alta Capacidad podr ser por superposicin de trazado, para pormenorizar la accesibilidad local con una mayor frecuencia de paradas. (72) 6.2.5) La modalidad de Transporte Colectivo de Baja Capacidad, (taxi, microbs, autobs, autobs guiado, tranva) se seleccionar en funcin de los umbrales de eficacia de cada sistema. (73)

7) Viario
7.1) El sistema viario de primer rango, las Lneas Matriz, estar protegido a lo largo de todo su recorrido. (74) 7.2) El sistema viario secundario establece la accesibilidad entre los ncleos urbanos de las Manzanas y el sistema viario de primer rango, la retcula regional de Lneas Matriz. (75) 7.3) El sistema viario terciario dar servicio al interior de la trama urbana. Estar compuesto por la red del sistema arterial urbano de rango superior. (76) 7.4) El sistema viario cuaternario estar compuesto por el sistema capilar de accesibilidad interna de carcter local. (77) 7.5) Cada una de las tipologas tendrn un perfil y unas caractersticas tipolgicas propias. (78)

8) Medio Ambiente
8.1) La estructura regional de parques superar el concepto bsico de una simple proteccin del patrimonio medio ambiental. Incorporar el concepto de incremento de capital fijo medio ambiental mediante la inversin en creacin de patrimonio. No solo proteger, crear patrimonio medio-ambiental. (79) 8.2) El sistema medio ambiental, etolgico, de la regin tendr por objetivo la continuidad espacial desde los espacios de rango supra-regional hasta los de rango urbano. (80) 8.3) El sistema de espacios verdes debe evitar la confluencia y compactacin de las zonas urbanas en expansin. El objetivo del sistema medio ambiental continuo, adems de por razones internas de continuidad de los flujos territoriales de la biodiversidad, tiene por objetivo evitar la convergencia de las diversas zonas urbanas alcanzando una conurbacin continua que no permite la localizacin de las infraestructuras, y equipamientos sociales regionales necesarias as como un esponjamiento territorial sostenible. (81) 8.4) El sistema medioambiental regional se compone de espacios de diverso rango, especializacin y caracterizacin: (82) 8.4.1) Urbano, (83) 8.4.2) Peri-urbano, (84) 8.4.3) Regional y (85) 8.4.4) Supra-regional. (86) 8.5) Cada rango cumplir funciones y soportar equipamientos y actividades diferentes debido al papel que desempea y le corresponde ejercer en el conjunto urbano y regional. Estos deben ser definidos. (87) 8.6) Un entorno medio ambiental no podr estar encerrado entre viarios de alta capacidad (autovas). En tal caso se le tendr que dar continuidad en, al menos, dos puntos. (88) 8.7) En estos puntos se producirn puentes ecolgicos. Es decir, el viario ser soterrado para que se produzca una continuidad ecolgica en superficie que permita las transferencias de biodiversidad. (89)

9) Estructura regional
9.1) Las Lneas Matriz se situarn en los espacios intersticiales entre los ncleos de la poblacin. (90) 9.2) Las Lneas Matriz soportarn los trazados supra-municipales de las infraestructuras de transporte y servicios (autopistas, autovas, electricidad de alto voltaje,

abastecimiento de agua, gaseoductos, oleoductos, sistema primario de fibra ptica, telefona mvil,...) (91) 9.3) El ferrocarril de cercanas, Transporte Colectivo de Alta Capacidad, seguir lneas intermedias entre las Lneas Matriz. Al tener que servir los centros de los ncleos de poblacin, no deber tener un recorrido intersticial, evitando los ncleos, sino un recorrido de enlace, conectando dichos ncleos. (92) 9.4) Las Lneas Matriz son reservas de trazado de potenciales infraestructuras. Son lneas de reserva, no son lneas de oferta de infraestructura. Son lneas conceptuales, no son lneas que deban ser necesariamente construidas. (93) 9.5) Las Lneas Matriz son lneas conceptuales de rango regional prioritario que cualifican un territorio inicialmente isomorfo. (94) 9.6) Las Lneas Matriz estarn compuestas de segmentos. (95) 9.6.1) La infraestructura que se construya sobre cada uno de los segmentos de una Lnea Matriz ser en cada momento la adecuada para la demanda a la que haya de satisfacer. (96) 9.6.2) Si no existe demanda no ser necesario construirla, salvo que exista una poltica de induccin a la demanda por razones estratgicas. (97) 9.6.3) Si la Lnea Matriz en alguno de sus segmentos atraviesa un espacio de alto valor medio ambiental, o ecolgico, no deber soportar ninguna infraestructura que pueda daar esos valores. (98) 9.6.4) Las Lneas Matriz debern evitar aquellos segmentos urbanos que puedan atravesar y daar zonas consolidadas que no deben soportar una compleja intervencin de ciruga, dolorosa social y econmicamente. (99)

Ncleo y accesibilidad hist Tren Cercanas Sistema viario Primario y Secundario

Cundinamarca, 06 de Junio de 2010

EPLOGO Ejemplos de aplicacin de La Carta de Ciudad Regin a algunos casos municipales del mbito de la Sabana de Cundinamarca Los resultados de la aplicacin de los lineamientos y principios a cada uno de los territorios de ejemplo requiere una argumentacin del proceso y de las conclusiones que no estn incorporados al presente Eplogo. Los mismos pueden y deben ser debatidos, uno a uno, con cada uno de los municipios y con sus responsables municipales para incorporar aspectos especficos y pormenorizados que pueden requerir una adaptacin o flexibilizacin de las propuestas. Los ejemplos se aportan para explicitar dicha flexibilidad en el proceso de aplicacin, as como para ilustrar la riqueza de soluciones. Se produce un beneficio general metropolitano regional al alcanzar el territorio una estructura de diversidad dentro de la homogeneidad. Se alcanza con ello una racionalidad en la asignacin de localizaciones para los usos del suelo tanto al nivel del mbito regional como en el mbito municipal

Ejemplo: Facatativ

Ejemplo: Funza, Mosquera y Madrid

Ejemplo: Cajic

Appendix 3: Urban References

ASIA - Philippines: - Japan: - China: Manila, Vigan, Tokyo, Kamakura, Narita, Kyoto, Kobe, Hiroshima, Miyajima, Fukuoka, Aso, Nagasaki, Beijing, Shanghai, Xian, Shanxi, Pingyiao, Nanjing, Taihan, Qufu, Lou Guan Dai, Pingliang, Haidong, Golmud Hong Kong, Taiwan: Taipei, Hsinchu, Tainan, Kaohsiung, Tibet: Lhasa, Shigatse, Gyangze Bangkok, New Delhi, Agra, Benares, Jaipur, Bhubaneswar, Kathmandu, Durbar, Patan, Lumbini

- Thailand: - India: - Nepal:

MIDDLE EAST and NORTH AFRICA - Israel: Tel Aviv, Jerusalem, Masada, Jericho, Tiberias, Nazareth, Bethlehem, - Egypt: El Cairo, Giza, Karnack, - Morocco: Rabat, Tangier, Meknes, Fez, Chaoun, Tetouan, - Tunisia: Tunis, Cartago, Utica, Bizarta, Hammamet, Sousse, El Djem, SUB SAHARAN AFRICA - Ivory Coast: - Kenya: - Ethiopia: - South Africa: - La Runion: EUROPA - Crete: - Greece: - Turkey: - Bulgaria: - Rumania: - Ukraine: - Russia: - Lithuania - Poland: - Check Republic: - Slovakia: - Austria: - Liechtenstein: - Germany:

Abidjan, Grand Bassam, Assini, Nairobi Addis Ababa Johannesburg, South Western Townships (SoWeTo), Sun City Saint Denis, Le Port, Pleine des Cafres, Le Tampon

- Belgium: - Luxemburg: - Holland: - United Kingdom:

Heraklion, Knossos, Phaistos, Athens, Pireo, Egina, Corinth, Epidaurus, Sparta, Micenas, Argos, Nauplia, Pilos, Olympia, Delphos, Marathon, Istanbul, Edirne, Sofia, Dimitrovgrad, Bucharest, Kiev, Bila-Tcherca, Moscow, Riga, Warsaw, Gdansk, Gdynia. Prague Bratislava, Vienna, Salzburg, Innsbruck, Vaduz Berlin, Stralsund, Rostock, Leipzig, Dresden, Fribourg, Mnchen, Oberammergau, Augsburg, Nuremberg, Wartburg, Wurzburg, Baden-Baden, Frankfurt, Kln, Brussels, Antwerp, Gent, Bruges, Luxemburg, The Hague, Amsterdam, Delft, Rotterdam, Eindhoven England: London, Manchester, Liverpool, Dover, Canterbury, Hastings, Brighton, Portsmouth, Plymouth, Exeter, Penzance, Bath, Bristol, Gloucester, Worcester, Reading, Oxford, Coventry, Birmingham, Chester, Blackpool, Lancaster, Leeds, Cambridge, Wales: Cardiff, Swansea, Aberyswyth, Caernaerfon,

- Northern Ireland: - Ireland: - France:

- Andorra: - Monaco: - Switzerland: - Italia:

- Portugal:

- Spain:

Scotland: Glasgow, Edinburgh, Aberdeen, Inverness, Kirkwall, Oban, Belfast, Dublin, Paris, Marseille, Lyon, Bordeaux, Calais, Boulogne, Deauville, Le Havre, Caen, Rennes, Le Mans, Chartres, Rheims, Nancy, Strasburg, Belfort, Besanon, Cluny, Vichy, Clermont-Ferrant, Avignon, Monaco, Cannes Nice, Arles, Nimes, Montpelier, Perpignan, Toulouse, Anguleme, Poitiers, Tours, Nantes, La Rochelle, Blaye, Bayonne, Pau, Andorra Monaco, Monte Carlo Genve, Lausanne, Neuchtel, Emmental, Fribourg, Bern, Basle, Luzern, Zrich, St. Gall, Davos, St Moritz, Lugarno, Interlaken, Zermatt, Roma, Eur, Este, Orvieto, Siena, Florence, Venice, Padua, Ampezzo, Bronico, Trento, Verona, Milano, Torino, Como, Bergamo, Genoa, Napoli, Amalfi, Pescara, Bari, Cosenza, Messina, Palermo, Marsala, Agrigento, Siracusa. Vatican. Priorato di Malta. San Marino Lisbon, Oporto, Viana, Braganza, Braga, Aveiro, Coimbra, Busaco, Viseu, Guarda, Batalha, Nazar, Alcobasa, Santarm, Sintra, Cascais, Setubal, Faro, Beja, Evora, Elvas, All but Menorca, Ibiza

LATIN AMERICA and CARAIBE - Chile: Santiago, Valparaiso, Via del Mar, San Felipe, Roncagua, Aconcagua, Temuco, Pucon, Puerto Montt, Punta Arenas, Isla Grande de Tierra de Fuego, Puerto Natales, Torres del Paine - Argentina: Buenos Aires, Tigre, Iguau, - Uruguay: Montevideo, Colonia - Brazil: Rio de Janeiro, - Paraguay: Ciudad del Este, - Peru: Lima, Callao - Ecuador: Quito, Salcedo, Ambato, Shell, Ashuar - Colombia: Bogot, Soacha, Medellin, Santa Fe de Antioquia, Cartagena, Barranquilla, Santa Marta, Cali, - Mxico: Mxico, Puebla, Queretaro, Guanajuato, Guadalajara, Moralia, Patzcuaro, - Cuba: La Habana, Cay Largo, - Dominican Republic: Santo Domingo, Altagracia, - Puerto Rico: San Juan, NORTH AMERICA - United States:

- Canada:

Alaska: Anchorage, Port David. Washington: Seattle. Oregon: Portland California: San Francisco, San Jose, Monterrey, Los Angeles, San Bernardino. Utah: Salt Lake City. Nevada: Las Vegas. Arizona: Flagstaff. New Mexico: Albuquerque, Los Alamos, Santa Fe, Taos Colorado: Denver, Coal Creek. Texas: Amarillo, Houston, Dallas, Galveston. Oklahoma: Oklahoma City, Guthrie. Arkansas: Little Rock. Indiana: Indianapolis. Illinois: Chicago. Tennessee: Memphis, Nashville. Mississippi: Jackson. Louisiana: Baton Rouge, New Orleans. Alabama: Mobile, Montgomery. Florida: Key West, Orlando, Celebration, Naples, Miami. Georgia: Atlanta. North Carolina: Charlotte. Virginia: Roanoke, Charlottesville, Alexandria. Maryland: Annapolis, Baltimore. Delaware: Wilmington. Pennsylvania: York, Lancaster, Philadelphia. New Jersey: Atlantic City. New York: Saranac, Albany, NY, Greenport. Vermont: White River. New Hampshire: Lebanon, Manchester. Massachusetts: Lenox, Boston, Provincetown. Rhode Island: Fall River, Newport. Connecticut: Hartford. New Haven Montreal, Ottawa, Halifax,