A survey by AGS Real Estate Vision showed that half of the Metro lines have a population density of less than 1,000 inhabitants per hectarewhich represents a waste of space with the best mobility options in the country. This is the extension of Line 1 with an average of 883 inhabitants per hectare, 4 together with 4a with 615 and 489 people per hectare respectively, and 5 with 958 people.
“There is no doubt that a waste of public investment relating to the Metro network where the average gross densities are between 500 and 1,200 inhabitants/ha in a 500 meter buffer around the existing and projected stations. For lines 1, 4, 4a, 5, and 7, the gross average densities are equal to or less than 1,000 inhabitants/ha, which generates lower social profitability and urban impact on the benefits of public transport,” says David. Briones Head of AGS Strategic Consulting.
Half of the Metro lines have low population density
There are only three metro lines with a population density of more than 1,000 inhabitants per hectare: line 6 with 1,006 inhabitants/ha; 3 with 1,248 inhabitants/ha; and 2 with 1,281 inhabitants/ha.
Meanwhile, line 7 will have an average gross density of 817 inhabitants per hectare in the future, close to the 19 new stations that will be incorporated here. line. Of these, Cerro Navia, Santiago, Recoleta, Las Condes are modifying their Common Regulatory Plans (PRC).
The latter represents “an opportunity to incorporate regulatory conditions around stations, hubs and/or sub-centres that allow the generation of greater social profitability from investment in public transport,” announced David Briones. In that sense, he says it could promote the consolidation of new sub-centres around the stations and so on alleviating urban deficits in housing, equipment, services, green areas, among others.
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Half of the Metro lines have low population density. In the image, Line 7 construction.
So far, the figures show “the lack of integration of Territorial Planning Instruments, both at the community and city level, in relation to the areas with immediate influence of the Metro, which is one of the main indicators of urban and land development. market in Greater Santiago, which tends to waste its advantages, so in the case of communes such as Puente Alto, Vitacura and Cerro Navia that “They present average gross densities of less than 250 inhabitants/ha around existing and projected Metro stations.”he added.
Specifically, the figures compiled by the AGS show that 54% of the area analyzed has a gross density of less than 1,200 inhabitants per hectare. While 24% have free density because community regulations are out of date or non-existent. In fact, 21% of the 34 communes of Greater Santiago, such as El Bosque, San Ramón, Pedro Aguirre Cerca and Quilicura, do not have a Common Control Plan (PRC).
“Currently, there are no conditions or regulatory incentives in the Territorial Planning Instruments that promote balanced density around the stations of the Metro and Metrotren network since urban planning mainly concerns the municipalities, which is why there is no vision comprehensive and urban scale in it, generating a fragmented territory without connection between them, which is reflected in the dissimilar regulatory conditions contained in the Regulatory Plans,” said Briones.
Half of the Metro lines have low population density
To address this issue, the head of strategic consulting at AGS Visión Inmobiliaria says that “a comprehensive vision is needed on a city scale, which promotes the sustainable and harmonious development of the city. For this, The first step would be to update the Santiago City Regulatory Plan (PRMS) incorporating regulatory conditions and incentives that promote balanced and densified processes in the structuring of road axes, Metro and Metrotren stations. and urban sub-centres to increase the benefits of public investment; which would create better availability of land, housing supply, investment in equipment and services, and consequently, a better right to the city and quality of life for its inhabitants,” he suggests.
According to the executive, there is no consensus regarding the best regulatory conditions for the vicinity of Metro or Metrotren stations. However, there are documents such as the National Center for Urban Development’s Acceleration Reference Guide, which would allow us to estimate this. An appropriate range would be between 1,500 and 2,000 inhabitants/ha and a maximum building height of 10 to 12 stories, ie where the application of regulatory incentives could be included.
Time.news Interview: Examining Urban Density and Public Transport Planning in Greater Santiago
Editor: Welcome, David Briones, Head of AGS Strategic Consulting. Your recent survey revealed some startling statistics about the Metro lines in Greater Santiago, particularly regarding population density. Can you summarize your findings for our audience?
David Briones: Thank you for having me. Our survey highlighted that half of the Metro lines in Greater Santiago exhibit a troubling trend: a population density of less than 1,000 inhabitants per hectare. This translates into underutilized space around key mobility options. For example, Line 1 averages just 883 inhabitants per hectare, while Lines 4, 4a, and 5 fall even lower, with figures of 615 and 489, respectively.
Editor: That’s quite alarming. What are the implications of such low population densities around these Metro lines?
David Briones: Low population density means we’re not maximizing our public investment in the Metro network. With average densities ranging from 500 to 1,200 inhabitants per hectare within a 500-meter radius of existing and projected stations, we see reduced social profitability and urban impact. This limits the benefits of public transport, as a thriving urban environment is crucial for public transport systems to function effectively.
Editor: You mentioned that only a few lines surpass the 1,000 inhabitants per hectare mark. Which lines are those, and what does this data signify for urban development?
David Briones: Yes, only three Metro lines currently have densities over 1,000 inhabitants per hectare: Line 6, with 1,006; Line 3, with 1,248; and Line 2, at 1,281. These figures indicate areas where urbanization has successfully aligned with public transport. There’s an opportunity to replicate this model by modifying the Common Regulatory Plans (PRC) around upcoming stations, like those on Line 7, to encourage denser, well-planned communities.
Editor: That sounds promising. How do you envision this regulatory change affecting the urban landscape of Greater Santiago?
David Briones: Incorporating more strategic regulatory conditions can lead to the development of new sub-centers around these stations. This would alleviate several urban deficiencies, such as inadequate housing, insufficient services, and a lack of green spaces. We need comprehensive planning that connects these areas and fosters a vibrant urban fabric, rather than leaving them fragmented and disconnected.
Editor: You’ve raised a critical point about the lack of integration in urban planning. Can you elaborate on how this fragmentation impacts communities?
David Briones: Absolutely. Currently, we see a disconnect between regional and community-level planning. For example, 54% of the area we analyzed has a gross density of less than 1,200 inhabitants per hectare, and a significant proportion of communes, like Puente Alto and Vitacura, have densities below 250. This results in underdeveloped communities that miss out on the benefits of proximity to Metro stations, such as increased accessibility and economic opportunities.
Editor: Given these insights, what steps do you think local authorities should take to rectify these issues?
David Briones: It’s essential for local authorities to create a cohesive urban vision that transcends individual municipalities. They should also develop contemporary Common Control Plans (PRC) that promote balanced density around transport hubs. Ending the regulatory disarray is crucial. Only by ensuring that our urban spaces are connected and well-planned can we truly leverage our public transport infrastructure for greater societal benefit.
Editor: Thank you, David. Your insights offer a thorough understanding of the complex relationship between urban density and public transport. It’s clear that intentional planning is vital for the future of Greater Santiago.
David Briones: Thank you for having me. It’s been a pleasure to share these findings. I hope we can foster a more integrated approach to urban development that maximizes the potential of our public transport systems.