Angelica Rigo - Portfolio (English) by AngÃ©lica Rigo

Portfolio

AngĂŠlica Magrini Rigo Architect + Urbanist selected work 2010|2015

+55 51 9119 2542 angelicamrigo@gmail.com angelica.magrinirigo.com issuu: angelica.rigo

Resumé Education

Universidade Federal do Rio Grande do Sul Bachelor of Architecture and Urbanism Porto Alegre, Brazil Instituto Superior Técnico de Lisboa Student exchange| Lisbon, Portugal Universidad de la República Student exchange | Montevideo, Uruguay

Courses and workshops

Accessibility in Cultural Environments

Awards

Architecture National Competition University of São Paulo Law School |The New Library Design| 1st Place Erasmus Mundus Scholarship

2004-2011

2010-2011 2009

2015 2011 2011 2009

2013 2010

Skills

Languages

2010 & 2013 on

Professional experience 3C Arquitetura e Urbanismo

Architect and Urbanist | Porto Alegre, Brazil Bolaxa Stream Urban Park Design | Rio Grande, Brazil Requalification of the Usina do Gasômetro Cultural Center | P. Alegre, Brazil Water Resilience Study | Uruguaiana, Brazil Urban Project of the Industrial District | Rio Grande, Brazil Bicycle Master Plan | Canoas, Brazil Sector Plan of the Central Area | Rio Pardo, Brazil Restoration of the Instituto de Educação G. F. da Cunha | Porto Alegre, Brazil Local Housing Plan | São Francisco de Paula, Brazil Quarry Urban Park Design | Ijuí, Brazil

2015 -2016

University of Rio de Janeiro Researcher | Porto Alegre, Brazil Accessibility Study on the Points of Culture (local cultural organizations) of Brazil

2009 & 2012

Pixel Planejamento Architect and Urbanist | Porto Alegre, Brazil City Master Plan | Júlio de Castilho, Brazil Preservation Plan of the Urbanistic Complex of Brasilia | Brasília, Brazil

2012

Fundación Catalina Muñoz & Colombia Inmediata Architect | Bogotá, Colombia Housing construction for vulnerable population Global Fund Project to reduce the morbidity and mortality on account of HIV/AIDS

2009

Núcleo de Tecnologias Urbanas | UFRGS Architect and Urbanist intern| Porto Alegre, Brazil Local Housing Plan | Canela, Brazil

Areas of interest

Urban Planning Urban Design Urban Mobility Accessibility Community Participation

Contents A Street Retrofit 6 Graduation Project Design

Mobility Assessment 17 Urban Management

Adaptive Waterscapes 22 Workshop on water resilience

Social housing 26 Local Housing Plan

Social Architecture 30 Voluntary work

Bicycle Planning 34 Urban Mobility Plan

A Street Retrofit Graduation Project Design In the historic district of Porto Alegre, Brazil, there is an important street called Andradas Street. One of the firsts streets of the city, it is popularly and sweetly known as Beach Street (Rua da Praia, in Portuguese), since it used to be in the waterfront, before some landfills were built. My graduation project relates to this iconic street and the reason for this choice was because it has been left without care by the municipal government, although being an effervescent street, with a mix of uses and people. The street nowadays shows lack of accessibility, quality, urbanity and identity. Aiming at bringing the street back to its golden ages, as a reference or a symbol of Porto Alegre, I proposed a retrofit project, qualifying the street for everyone to use it and to admire it.

Downtown

Brazil

Porto Alegre Porto Alegre

raia

aP ua d

Localization of the studied street in Porto Alegre downtown

Previous characterization

Rua da Praia has always been an emblematic space: a stage for many social and politic events, a connection between important buildings and squares, and a miscellaneous of street markets, street performers and other uses. As time passed by, its role has changed, but it has been always an effusive and lively street. Nowadays, it is mainly a cultural and commercial area. Quantitative and qualitative data were collected and analyzed, concerning uses, function, transportation, topography, environmental conditions, open spaces, historical zones, important buildings, levels of service, connectivity and a gathering of all the municipality projects and rules that fall upon it.

pedestrian flow (intensity) pedestrian crossing public spaces trip generator centers

² ² ² ²

² ² ²

² ²

Characteristics of the street

A strategy to face the problem Despite its very complex space, I could identify seven homogeneous areas from all the analysis made. For each single area, which I named after an important element of them, a SWOT analysis was undertaken. Based on that, I defined strategies to improve the public space, respecting its current use and taking advantage of its potential. Also, according to its cultural background, I chose some general parameters to be applied to the street as a whole, thereby bringing back its unity. These parameters have to do mainly with infrastructure, covering, urban furniture, wayfinding signage and vegetation.

Mário Quintana Cultural Center

Alfândega Square

Esquina Democrática

ES DOR DAS TOR SEC

CALÇADÃO SECTOR

Q CCM

IRO ADE CTOR G I R B SE PAIO SAM

praça comércio local populoso transporte coletivo proxim. Gasômetro

falta de garagens pouco apelo visual pouca arborização pav. s/ manutenção falta acessibilidade

espaço alargar o passeio bonde facilidade p/ ”zona 30” atividades na praça

vigilância 24h equip. culturais igreja restaurada

pouco movimento pouca diversidade

casa de cultura teatros e cinema bares e restaurantes diversidade de usos muitos escritórios arborização qualif. dos bares uso da faixa de estacionamento para outras funções

turismo eventos

Identity:

TOR

SEC

Das Dores Church and military buildings

Brigadeiro Sampaio Park

Identity:

INTERFACE SECTOR

ESQUINA DEMOCRÁTICA SECTOR

EGA ÂND ALF CTOR SE

calçadas estreitas pav. s/ manutenção edifícios abandonados

Identity:

Andradas Historic Paving

história praça/espaço verde equip. de cultura diversidade de usos retrofit em curso calçadão bonde bares/cafes resgate histórico eventos centro cultural Caixa

falta de sinalização proposta reabertura rua vendedores ambulantes

Identity:

diversidade de usos comércio e serviços uso intenso centro cultural CEEE proximidade vários terminais tranp.

vazia à noite excesso elem. urb. public. desordenada

uso noturno permissão passagem carros à noite

bonde insegurança à noite edifícios degradados

Identity:

história localização [cruzam. andradas x borges] vigilância da brigada patrimônio munic. história localização [cruzam. andradas x borges] vigilância da brigada patrimônio munic.

sem tratamento sem manutenção sem caráter sem uso esquecimento da história

Identity:

comércio e serviços patrimônio munic. proximidade vários terminais tranp. ciclovia planejada

cruzamentos [ptos de conflito] pavimento s/manutenção calçadas estreitas por mobiliário edifício degradados declividade bonde ciclovia

Identity:

RESIDENCIAL

INSTITUCIONAL

BARS /OFFICES

CULTURAL

COMERCIAL

NODAL POINT

COMERCIAL

Zone 30 Greenstreet Traffic calming

Greenstreet Cultural Corridor

Shared space Traffic calming

Pedestrian street Existent project of the square

Reorganization Requalification

Revalorization as a historic mark

Shared space Traffic calming

Elements:

Elements: RUA

XXXXXX

Elements: RUA

XXXXXX

Elements: RUA

XXXXXX

Elements: RUA

XXXXXX

Elements: RUA

XXXXXX

Elements: RUA

XXXXXX

RUA

XXXXXX

ESTAÇÃO METRÔ

AV. BORGES DE MEDEIROS

R. F. PEIXOTO

R. URUGUAI

R. GAL CÂMARA

Photomontage of the intervention on the intersection indicated in the plan below. On the right, an example of a totem of the wayfinding system. Below, part of the plan of the entirely street.

STIAN

R. GAL

AV.

SALU

PRE

SIDE

NTE

JOÃ

O GOU

LAR

5m in ca

O ALVE

R. GAL

VASC

INHO

PORT

da ha in m

R. GAL

BARR

CANA

AV. Á

MAU

R. GAL

INS

O MART

R. BENT

R. SIQU CAM

DE O

ANDR

MBR

POS

DOS

SETE

RUA

MANUE

EIRA

R. SETE

R. JOÃO

ADAS AS JR.

R. CALD

R. RIACHUELO

R. DUQUE DE CAXIAS

SANTANDER CULTURAL R. GAL CAMARA

R. ANDRADE

R. JERÔNIMO COELHO

R. MAL FLORIANO

R. URUGUAI

NEVES

AV. BORGES DE B=MEDEIROS

PEIXOTO AV. OTÁVIO ROCHA

AV. SALGADO

R. VIG. JOSÉ INÁCIO

FILHO

RUA DR. FLORES

AN DR É

ROF

. ANN

RO A CH

DIA

R. GAL VITORINO

R. R.P

R. SR

ARANHA

RES R. DR. FL O

J. INÁCIO R. VIGÁR IO

AÇ

IAN

LIC

AV. INDEPENDÊNCIA

AV. OSVALDO

SSOS

OS PA

.D R. SR TERMINAL DE ÔNIBUS PRAÇA DOM FELICIANO

DOS

PASSO

R. PINTO BANDEIRA

Designing a renovated Rua da Praia The main goals of my project were to bring to light the streetâ&#x20AC;&#x2122;s identity as an important place of the city and to make it comfortable and qualified for everyone. After defining the strategies and elements, then the arrangement and coordination all the infrastructure and superstructure components were made. To organize this process, I created some grids and rules, which made it logical, not only for the design, but mostly regarding the future perception of the space.

Photomontage of the street renewed.

A AIX

F ES

PA E F ÇO A AC ÉR HA EO DA S NÍV EL DO SO LO SU

Axonometric of a segment of the street

Some patterns and symbols were built up to integrate the whole street. It was accomplished by treating Rua da Praia as a cultural route, where one could walk about and come across many signs of its history and its unity (like totems, signage, pavement patterns, furniture, etc.). Yet, depending on the area, some particular elements were used to assure its functionality and uniqueness. Furthermore, some rules for the private sector were created concerning the treatment of the street façades, the maximum space on sidewalks to be used with for commercial purposes, and a reduced time and areas for parking and for loading/unloading.

O ER

IÇO

E ES

TIV D FE IXA DE IO E FA A IX SE FA PAS

40 cm

80 cm

placa publicitária [máximo 40 x 80cm]

250 cm

fita de sinalização dos eletrodutos da rede elétrica basalto vermelho serrado natural [placas de 50x50 cm, esp. 8cm]

mín 10 cm: camada de brita 6 cm: pó de brita argamassa com areia fina para assentamento e rejunte basalto cinza serrado natural [placas de 46x46 cm, esp. 8cm]

terra compactada

200 cm [faixa de serviço]

variável [passeio e faixa livre junto à fachada]

detalhe fachada 1:25

10°

10 cm: mistura de cimento e areia

9°

projetor de embutir no solo Philips, DecoScene, modelo DPB521 pedra portuguesa branca molde para colocação do pavimento 15 cm: solo cimento 2,5 cm: mistura betuminosa 1,5 cm: camada de desgaste compactada [com óxido de ferro]

mín 10 cm: camada de brita 6 cm: pó de brita argamassa com areia fina para assentamento e rejunte

7°

6°

5°

4°

[1]

corte típico trecho interface 1:75

9,00 m 6,00 m 2,50 m 2,10 m

2° 1°

3°

[2]

2°

[3] [4]

[5]

[4]

[6] [7]

[10]

[8]

[9]

i=2%

[11]

[5]

1°

variável [passeio]

42 cm

50 cm [mosaico português]

150 cm [ciclovia]

1. cabos de aço para sustentar telas de proteção solar 2. luminária fixada na fachada 3. luminária antiga a ser mantida 5. faixa de passeio [basalto regular cinza]

6. faixa cultural [mosaico português e projetor de embutir no piso] 7. ciclovia 8. faixa para veículos [bloco de concreto permeável]

5cm [drenagem]

400cm pista de rolamento

detalhe piso 1:25

15 cm: sub-base de brita 5 a 10 cm: camada de areia paralelepípedo de granito [12x12x20 cm]

4. placa publicitária

3°

terra compactada

lixeira

mín 10 cm: camada de brita

tampa de superfície sistema hidráulico para içar o contâiner

6 cm: pó de brita argamassa com areia fina para assentamento e rejunte

contâiner enterrado [Solrie]

basalto cinza serrado natural [placas de 46x46 cm, esp. 8cm]

caixa de concreto, paredes de 12cm

vala técnica para compartilhamento subterrâneo dos dutos de: telecomunicações, iluminação púb., rede de e. elétrica

terra compactada

400cm 140 cm [pista de rolamento] [caixa do contâiner enterrado]

variável [passeio]

det. subsolo 1:25

argamassa com areia fina para assentamento e rejunte basalto cinza serrado nat. [placas de 46x46 cm] 6 cm: pó de brita mín 10 cm: camada de brita

paredes estruturais em concreto 45 cm: solo apto para o plantio 30 cm: camada brita duto para transbordamento 30 cm: canteiro de infiltração

canal de drenagem tipo ranhura [Hauraton] concreto armado, moldado in loco

15 cm: sub-base de brita 5 a 10 cm: camada de areia paralel. de granito 12x12x20

9. faixa de serviço [basalto regular vermelho]

75 cm

8°

210 cm

8°

15 cm: sub-base de brita 5 a 10 cm: camada de areia paralelepípedo de granito [12x12x20 cm]

75 cm

basalto cinza serrado natural [placas de 46x46 cm, esp. 8cm]

canal de drenagem tipo ranhura [Hauraton] concreto armado, moldado in loco

10. canal de drenagem, tipo ranhura 11. vala técnica para compartilhamento de dutos subterrâneos [telecomunicação, iluminação pública, rede de energia elétrica]

42 cm terra compactada

variável [passeio]

250 cm [jardim de chuva]

5cm variável [drenagem] pista de rolamento

det. canteiro 1:25

Section of the Interface Sector

Photomontage of the nightlife of the renewed street

ciclovia prevista no Plano Diretor Cicloviário quiosques bonde

faixa de passeio efetivo e faixa livre junto à fachada faixa informativa/cultural

luminária fixada na fachada calçamento tombado bicicletário

ciclovia

faixa do bonde e transporte individual faixa de serviço faixa de passeio efetivo

2,2

2,0

12,40 4,00 0,5 4,8

planta baixa trecho calçadão e interface 1:200

entradas placa sinalizando início da área de espaço compartilhado

16 Model of the CCMQ Sector

Mobility Assessment Urban Management My final work for the course Urban Mobility Management consisted on the assessment of the accessibility of a neighborhood in Lisbon, followed by a proposal for improving the pedestrian mobility and accessibility in this area. The study was divided in three steps. First, my group and I collected data to characterize the area, such as geographical inputs, demographic analysis, transport system, etc. It was followed by a deeper study on the accessibility, quantifying and qualifying it through several methodologies and instruments. Finally, we presented a proposal for interventions that should be made to solve the problems detected and to enhance the local accessibility.

Characterization The neighborhood (Freguesia, in Portuguese) of São Mamede is located in northwest Lisbon. It comprises an underground train station, called Rato Station, some parks and squares and a shopping mall. Besides that, Equipaments/facilities of the area.

the neighborhood is embraced and crossed by important avenues. Those facilities and infrastructure generate a great amount of traffic of people and vehicles. Its population is significantly old, therefore disabled at some degree in terms of mobility and hearing/visual capacities. In fact, the 2011 census points out that 11% of the neighborhood population shows some kind of disability. Regarding building environment, it can be said that, first, most of the buildings don’t provide universal access. Second, the streets are very poor in accessibility, especially

Streets and vehicles flows.

sidewalks. And third, public transport, although generous in types and number, offer few options for physical impaired people.

600 inhabitants

1991 2001

500 400 300 200

Slope.

100

+ 100

95 - 99

90 - 94

85 - 89

80 - 84

75 - 79

65 - 69 70 - 74

60 - 64

55 - 59

50 - 54

45 - 49

40 - 44

35 - 39

30 - 34

25 - 29

20 - 24

15 - 19

10 - 14

5-9

Years 0-4

Comparison of the age pyramids of São Mamede neighborhood. (Census 1991 and 2001)

Sidewalk width.

Street width Speed limit Street island (crossing)

ENVIRONMENTAL COMFORT Walking space in the sidewalk

Lighting Trees

TRAFFIC LANES

Sidewalk gaps Traffic sign period Traffic calming

CONFLICTS

Sidewalk width Obstructions on the sidewalk Alternatives routes

CRITERIA

FEATURES FOR PEDESTRIANS

Number of lanes Street LOS

MAINTENANCE Existence and frequence

PUBLIC TRANSPORT Types and quantity

PHYSICAL EXERTION 0

Slope

A B C D E F

Scale of the levels of service and criteria adopted.

Analysis According to the Portuguese accessibility law, and pursuing a spatial quality of the public space, we assessed the aspects linked to mobility/ accessibility in order to support our proposal. Basically, we used the methodology of the levels of service to evaluate the area. Nonetheless, our focus in this case was the non-motorized means of transport, and therefore we had to adapt the categories of the method to the perspective of the cyclists and the pedestrians. Our analysis comprised measurements, quantifications and observations applied to each portion (face of a block) of the streets, resulting in a map where it is possible to identify the problematic sections.

Spatialization of the LOS results. < Examples of streets with diferent LOS. From top to botton: Level A, Level B and Level D.

Proposal The proposal goes toward the inclusive design. This means that it is planned for all people, which made us give a special attention to people with disability. Once the most severe case is attended, everyone would be included and satisfied. As a way to facilitate the future application of the interventions, we divided the sections by likelihood, resulting in three categories of streets. For each one, we formulated a strategy of intervention, which included physical, function and legibility improvements: _ Strategy 1: sidewalk qualification. It comprises the wider streets. Since they are already in accordance to the law and technical stan-

dards, we recommended improvements concerning urban furniture, tactile paving, wayfinding and the introduction of smart systems. _ Strategy 2: sidewalk and traffic lane qualification. In this case, the intervention considered the whole section, since both needed improvements and space was limited. We advised restrictions to urban furniture installation, introduction of smart systems, tactile paving and aid systems in steep streets. _ Strategy 3: shared space implementation. For the local streets with low flow of motorized vehicles. We recommended the implementation of shared space due to the lack of space for segregation and considering the street hierarchy. This solution prioritizes pedestrians, that are not restricted to sidewalks and it determines a low maximum speed for motorized vehicles (20 to 30 km/h). We also suggested the installation of bollards to prevent cars to be parked close to the faรงades.

Strategy 1: complement Strategy 2: improve Strategy 3: transform Map of the strategies of intervention Above, some of the elements suggested

Adaptive Waterscapes Workshop on water resilience In 2011, I took part in a workshop on water management, urban design and landscape architecture. It was a multidisciplinary workshop organized by The Flood Resilience Group (UNESCO-IHE/TU Delft) to discuss the flood events in Brazilian cities, more precisely, in Porto Alegre, a city in the south of Brazil. Porto Alegre has a great urban waterfront along the GuaĂba Lake. The city has, indeed, grown up from the lake. And although the water can be used for many purposes, it has also being an enormous problem to the city because of the lakeâ&#x20AC;&#x2122;s floods. One particular event, the flood of 1941, has been so disastrous that a dyke was built all along the shore and after that the lake became also less accessible to the people. Using creativity and some water management solutions, we had to face this big issue: the disconnection of the city with its waterfront.

BRAZIL URBAN WATERFRONT

PORTO ALEGRE

Our work started with the analysis of the city and its waterfront. It is a very heterogeneous area, in terms of use and density and there is a great amount of urban facilities all along it. To deal with it, we divided it in eight homogenous areas and applied a SWOT analysis to it. From this point, we focused on creating an identity to Porto Alegre, thinking of its waterfront as its main symbol. For doing so, we had to think of it as a complete urban design strategy. Each part was treated according to its use and potential, but to make it possible economically, the public and leisure areas would be paid off by the intense urbanized areas. It was also estimated that the whole city would benefit from this project, not only for facilitating the access of the people to the shore, but also by increasing land and property values, tourism and mobility.

Disconnection between the city and its waterfront

Analysis of the current waterfront.

Startup Harbor. An area for business incubators and a link to the waterfront through the dyke.

Rendezvour Harbor. Bars and restaurants in the old docks and stores to urbanize the wall.

Beach Harbor. The park contiguous to the lake beach. A passage above the dyke.

Business Harbor. From yacht clubs to business offices.

The strategies of this project included changes in land use, modifications in the mobility system, architectural retrofits and water management design solutions. Different approaches on how to transpose the flood protection system (dyke and wall) were created according to the section. Specifically for each section, we had: _Archipelago Harbor: nearby the Soccer Field. This area, with low lands, is swamped for a long period of the year. The idea was to create small islands and leave the water coming in and out freely. _Startup Harbor: there is a small harbor. The idea was to transform the port into a business incubator. _Conference Harbor: area of warehouses (empty or with public services). The proposal was to use the empty warehouses for temporary events, such as conferences. _Rendezvous Harbor: there are some antique and empty docks and the protection against floods is a wall. The idea was to turn the docks into bars/restaurants and to integrate the wall with the city by putting stores along it. _Sport Harbor: a green area without good infrastructure. The proposal was a gradient: from tall buildings close to the city to plain sports areas by the waterfront. _Beach Harbor: there is a big park. Having the water of the lake cleaned by artificial wetland, it could be once again a lakeâ&#x20AC;&#x2122;s beach, connected to the park. _Party Harbor: nearby the Beira Rio Stadium. A connection between the stadium and the lake was proposed, creating an area of floating bars and night life activities. _Business Harbor: there is a big shopping mall close by. The idea was to make pedestrian connections from the mall to the waterfront, where it would be allowed business offices, restaurants and leisure activities.

Strategies for the new waterfront, observing its diversity.

Social housing Local Housing Plan Since 2005 the Federal Government of Brazil has established that the municipalities should draw up a social housing plan to be eligible to receive federal resources to be applied in that area. During my internship at the Urban Technology Research Center (in Portuguese NĂşcleo de Tecnologias Urbanas - NTU), I took part in the development of the Local Plan for Social Housing of the city of Canela, RS. The Plan intended to quantify the housing shortage in Canela, and to present solutions for that problem, based on previous characterization and analysis. The work involved spatial analysis, mapping, data gathering and interpretation, creation of scenarios, work with the community and public hearings.

BRAZIL

CANELA

Urban area Rural area Main roads Localization of the town of Canela and its urban area.

Canela is a town in the south of Brazil. Along with its neighbor city, Gramado, both are touristic cities, renowned in the country, due to their climate/topography (mountains) and the many events that take place there (festivals, fairs, conferences, etc.). With a population of almost 40.000 people, Canela has grown fast since the 70s because of the migration flows motivated by the tourist industry. But along with its growth, poverty areas started to emerge. Those areas were mapped and classified as irregular land division, land invasion, housing in hazardous areas or in permanent protection areas. The number of houses/families in those areas were quantified and qualified accordingly to the type of shortage. Quantitave shortage Qualitative shortage

29% 475 houses

71%

1415 houses

34% 66%

Qualitative shortage: Precariouness, density and lack of infrastructure Legal irregularity

Areas with precariousness housing.

Having identified the areas and the number of families, the possible solutions for the problems were studied. The main strategies comprised: _ requalification of the houses with the necessary infrastructure; _ urban and legal regularization; _ construction of social housing units. For this third strategy, it was necessary to show how and by which means it could be feasible. Then, three studies were developed: pointing out the land lots compatible to this income bracket; defining the Above, single-family dwelling unit suggested. Below, a simulation of the occupation of an available area with multi-dwelling-units

best housing typology and evaluating the cost of urbanization. The urban land lots and areas were selected according to their real state value, infrastructure availability, accessibility and legal and technical restrictions. It was showed the three typologies of housing, the single-family dwelling unit and two types of multi-dwelling unit.

According to that typology, the cost of urbanization was calculated for one unit of each type. With these data, it was possible to define the lots to be destined to social hosing and the most suitable typologies for each one, according to the size of the area and the population to be achieved. Since the main objectives of the Plan were to reduce the quantitative and the qualitative housing shortage, a schedule was designed where many actions were listed, together with their costs. The actions were: land acquisition, construction of new houses,

Map showing the empty lots of the town (in red).

improvement of existing houses and/or urban infrastructure, and regularization of occupied areas. Lastly, some sources of financing and resources, either from the federal, state and municipal government were indicated for the implementation of this Plan, as well as the definition of a monitoring and a

2018 to 2020

5.000

2016 to 2018

10.000

2012 to 14

15.000

2012 to 2014

2008 to 2010

(x 1.000 R$) 20.000

2010 to 2012

management system.

Municipal Government

29%

Map showing the most suitable areas for social housing. It was obtained crossing data about real state value, infrastructure availability, accessibility and technical and legal restrictions.

State Government Federal Government

66%

Requirement of investment of each government level to implement the Plan, along the planned time frame.

29 Map showing areas that should be prioritized for social housing

Social Architecture Voluntary work Catalina Muñoz Foundation is a non-profit organization based in Bogotá, Colombia. Since 2004, the Foundation has developed its work providing housing for the vulnerable population that lives in poor neighborhoods of Colombian cities. The houses are built with the aid of voluntary work and here is where I fit in. I’ve worked within the Foundation as a volunteer in the year 2012. I took a role in several tasks, including families follow up, house construction and other side projects that were going on by that time.

Category Professional | Voluntary work Institution Fundación Catalina Muñoz Place | Year Bogotá | Colombia | 2012 Web fundacioncatalinamunoz.org/funda/

Volunteers building a house. Photo: AngĂŠlica M. Rigo

The Methodology The Foundation has developed its own methodology to choose the families that would receive the houses. First, there is a gathering within the community to identify the families that meet pre-established criteria. Then, the social worker team interviews and decides whether the family really needs help and how urgent that should happen. Finally, the architects come into play, visiting the chosen families, and assisting them in building the house foundation. After the architects give their approval on this step, the construction of the house is scheduled and a group of volunteers is convened for it. Last, when the family is settled in the house, the social workers return to the area to ensure that everything is going well and that the family still remains in the house.

31 Template of the house built by the Foundation.

The Houses The house consists of pre-fabricated steel frame, reinforced concrete panels, fiber-cement roof tiles and metal window and door frames. The construction takes a day to be finished. The family receives it without any finishing. Plaster, painting, floor, electric and plumbing installations were tasks to be carried out by the owners, whenever they had financial resources to do so. Shanty town where the work was being developed

Me, explaining how the families should proceed

The family with their new house and the volunteer group

Volunteers at work. Photo: AngĂŠlica M. Rigo >

Bicycle Planning Urban Mobility Plan Canoas is a flat compact city in the south of Brazil. Its inhabitants have always made large use of bicycles, as it is an inexpensive way to move around the city. Despite being an option (sometimes the only one) of its population, the Municipality had never treated the issue with much seriousness until 2014, when a Bicycle Plan for Canoas was established as a government goal. I was part of the group of professionals who developed the Plan. We worked on it along the year of 2014 and in the beginning of 2015 it was passed as a municipal law. By the time of its approval, it was one of the few Bicycle Plans to become official in Brazil. By my experience of being close to the community, I believe the implementation of this Plan is going to be a great deal for the people of Canoas, in terms of urbanity, safety, accessibility and mobility.

476000

478000

480000

482000

484000

486000

488000

490000

SAPUCAIA DO SUL

Leg

6696000

ESTEIO

NOVA SANTA RITA

Red

R.Car

los Drum

R. 7

Estr. do

Naz

R. Uruguai

R. Farroupilha

44 8 BR

ário

R. Canadá

6694000

R. Sen. Salgado Filho

BR38

R. Ramiro Barcelos

R. J. L. de Carvalho

R. Berto Círio

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BR116

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Av. das Ca

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Above, map of the planned bycicle network. Below, principles of a good cycle network.

pave par m k

t TED er ro u t e s en eeded

CO NE

SAFE

ti c y c li s ip a equ

n Y m t h e t ra ﬃ c e nt ( b i ke )

YCLING

M R

ATTR

ACTIV

safe accessi rout bl

es outes er

d slope t an en ng space i FO

_ compilation of the final document of the Plan.

_ proposition and its evaluation by the community;

inte gr

_ analysis of the data produced and gathered;

als od

_ field research: assessment of the city’s mobility;

h d wit other ate easy access m REN HE

The Plan was developed in four phases:

h st ra i g w h s e ro u t

Siste Datu Unid

Field survey The surveys comprised traffic counting (motorized and non-motorized vehicles), origin-destination survey and interviews with cyclists and non-cyclists. Analysis of the reality With all the information from the field survey and the data obtained from the Municipality, it was possible to understand the current situation and to design some technical solutions for the city. Community participation It was, then, time to check the built-up scenarios with the community. This step was made through many channels. There were meetings with politicians and the technical staff from the Municipality, many seminars around the city and a final public hearing. These many events provided a chance to the population to interfere in the process and to build their Plan the way they really wanted it. During the design process, the community could improve the cycling network suggesting better routes, pointing out the best places for major cycling infrastructure and voting for what they considered to be the priorities for the network implementation.

Brigadeira

Industrial

São José São Luis Guajuviras

Igara

Mathias Velho

Harmonia Centro

Marechal Rondon

Estância Velha Olaria

Mato Grande

Nossa Senhora das Graças Fátima

Ilha das Graças

Niterói Rio Branco

Origem-destino dos ciclistas Distância lineares (m) 200 a 500m 500 a 1000m 1000 a 2500m 2500 a 5000m 5000 a 9000m

n 0 0,5

2 Km

Spatial data gathered for the analysis: topography, accidents involving cyclists, bike travels counting, bike travels destinations, public transportion, land use.

Activity with the community to check the cycling network proposed: groups working and some of the maps produced.

ACTIONS

PROGRAMS

STRATEGIC LINES

INFRASTRUCTURE

bycicle network bike facilities

rede estrutural rede alimentadora manutenção da rede mobiliário urbano sinalização paisagismo

management structure

comitê gestor lei do plano

regulation

compatibilização outros instrumentos

ﬁscalization

articulação com o transporte coletivo

intermodality

orçamento municipal

capacitação de agentes de trânsito

MANAGEMENT

articulação com municípios da RMPA PPPs

ﬁnancial instruments

contrapartidas e contribuições privadas ferramentas de participação na escola no trânsito

community participation educational programs

nas empresas material pedagógico incentivo ao uso eventos ciclísticos

PROMOTION

marketing campaigns

publicidade da rede instituições de ensino cicloativistas

partnerships

entidades comunitárias

Diagram fo the strategic lines, its programs and actions.

The Plan Last, the Plan was worked out to gather the contributions of every stakeholder and match it with our technical knowledge. The final document points out three strategic lines: _ Infrastructure: this line’s objective is to implement a legible and efficient cycling structure and to promote the intermodal integration. It comprises the cycling network, furniture, signaling, landscaping and the maintenance of all. _ Management: it intends to establish a management structure and promote collaboration among the government body. It includes a management committee, the approval of the law, articulation with other modes of transport and with neighbor cities, traffic control, financial instruments and community participation.

_ Promotion: its objective is to promote the bicycle culture through policies, publicity and educational programs. It embraces advertising campaigns, educational programs and partnership with public and private bodies. Each strategic line was detailed with full technical information to guarantee its accomplishment and effectiveness. The cycling network was detailed with typologies accordingly to the streets and also the order in which it should be implemented. Signaling and furniture were detailed and best practices were indicated. A Management Committee structure was built up and each task from each entity of the group was described, from the means to the execution. Also, indicators were pointed out to monitor and evaluate the process. And a bunch of programs and actions were described and suggested to promote the bicycle culture and all that comes with it. Finally, all what has been mentioned before was showed in an implementation schedule, as well as its budget. This document was part of the law of the Plan, which was unanimous approved by the City Council in July 28th, 2015.

Technical detail of the vertical signaling

< Map of the typologies of bike paths and lanes. Below, three examples of the typologies of the Plan. From left to right: C1.3 - Unidirection cycle lane, C3.3 - Unidirection cycle path with alternate car parking, C4.1 - Cycle path without car parking.

AV. BERTO CÍRIO

C 3.1

.1 C 3.1

C 3.1

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C 3.1

BR-116

AV. SANTOS FER

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C 2.1

IRÚ R. CA

AV. GUILHERME SCHELL

C 2.1

AV. ENG. IRINEU C. BRAGA

C 3.1

C 4.3

C 2.1

C 1 .2

C 4.1

C 3.1

Gravataí Rio

Tipologias correspondentes ao PDUA

C 3: Tipologia p/ Coletoras

C 1: Tipologia p/ vias especiais

C 4: Tipologia p/ Vias Locais

C 2: Tipologia p/ Perimetrais e Arteriais

0,5

2 Km

variável (14 a 20m)

variável (12 a 16m)

BR-116

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< Map of the implementation phases of the network. Below, technical details for the junctions (design of the bike path and signaling). AV. BERTO CÍRIO

7D AV .1

AV. BOQUEIRÃO

AV. VIC

BR-116

RIO

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Rio Jacuí

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AV. GUILHERME SCHELL

AV. ENG. IRINEU C. BRAGA

Gravataí Rio

Prioridades de implantação Infraestrutura existente

1 (até 2 anos) 2 (até 6 anos) 3 (até 10 anos)

n 0

0,5

2 Km

Photoinsertion simulating the Plan network implanted. >