São Paulo | OPEN CITY

SÃO PAULO OPEN CITY

INTRODUCTION

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TRANSPOSITIONS

TRANSPORTS 04 + ROAD SYSTEM

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LANDMARKS

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BLOCKS

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GREEN AREAS

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DRAINAGE

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BIBLIOGRAPHY

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São Paulo, Open City In “The Open Work”, Umberto Eco proposes the Idea of the permanent transformation of culture through information. The city, essential place of cultural is an open work itself. In this condition, the contemporary city promotes new flows and relationships in many scales.

This essay approaches the questions that come from the concept of the open block as a generator element of new possibilities of urban space.

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INTRODUCTION

The expansion of the city of São Paulo is marked by a range of interventions that resulted in the current form of territorial occupation. So many times this story has been marked by governmental or industrial actors who, in some way, supplied the implementation of car-centered urban sprawl to the city’s growth.

The railways always held great importance for cargo transport, and due to its’ primary use, it was disdained and substituted for motor-vehicle cargo.

The study area is delineated inside Vila Leopoldina, which makes up part of the district of Lapa in the west of the city of São Paulo. Its privileged location is due to the fact that it is in an axis of convergence of the main access routes (Expressway Tietê and Pinheiros) to important highways, such as Highways Presidente Castelo Branco, Bandeirantes, Anhanguera, Presidente Dutra, Ayrton Senna and the Rodoanel, which makes a connection of all. This connects the area to the metropolitan areas of Sorocaba, Campinas, Vale do Paraíba and North Coast and Baixada Santista, being an important structuring axis of the city.

The area owes its current layout to its first settlement; a neighbourhood of potters, in a marshy area next to the Pinheiros and Tietê rivers, and therefore unsuitable for habitation. With the straightening of the rivers, the reclaimed land was predominantly occupied by industries, and followed the layout of the railways. In the mid-1950s, to serve industry, the neighbourhood also began to be used for residential purposes, in the 1960s the Ceasa commercial warehouse was created, organizing the area according to its activities.

Therefore, the successive industrial activities designed a territory marked by large lots, in which the road system is generously proportioned, although with little capillarity and lacking in basic urban equipment. Recently the surrounding area has undergone rapid change due to the verticalization from apartment buildings on formerly industrial lots, and such constructions do not dialogue with the city because they create islands enclosed by tall walls that inhibit any contact with the street and its relationship with the urban fabric.

The proposal of a project essay for the reurbanization of CEAGESP gives us the opportunity to reflect upon the city, more specifically on the urban morphology of the city’s site, not only in terms of structural problems, apparently as inevitable as the urban features they correspond to, but to propose an alternative for the urban landscape it constitutes.

02 CONECTION | METROPOLITAN REGIONS

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Sorocaba’s Metropolitan Region

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Campinas’s Metropolitan Region

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Vale do Paraíba’s Metropolitan Region and North Coast

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Baixada Santista’s Metropolitan Region

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São Paulo’s Metropolitan Region

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Waterway

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INTRODUCTION

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With the forthcoming relocation of the CEAGESP, to avoid the development of the typology of construction that denies contact with the city, we propose:

CONNECT

The change in usage and function of the lots forces its connection to the urban mesh, in order to provide the necessary road links that also pass over the Pinheiros River.

DENSITY

A measure for the protection and maximization of urban resources.

The question of drainage has a double value, first as a problematic aspect DRAINAGE of the area, and second as a facilitator of the use of green technology and infrastructure.

ROUTING

REST

INTEGRATE

As well as all of the residential units, there is a large number of people who will work in this area, seeing as, beyond the allotment destined to the building of offices, the whole territory will be commercial and permeable, which permits an extensive and diverse employment chain.

Together with the implementation of the Jaguaré Technological Centre, a project of the São Paulo state government, this area will be important for job creation for the whole city, alongside the avenues Engenheiro Luis Carlos Berrini Avenue,Pedroso de Moraes Avenue,Brigadeiro Faria Lima Avenue, and extending to Gastão Vidigal Avenue as a large concentration of employment, reinforcing the polycenters already existent in the city of São Paulo.

This way, the project does not limit itself to the immediate impact of implementation, but permits the expansion, not only for the surroundings, which is a notorious area in transformation, but also influences the discussion of the models of the city that give more importance to the designing of public space and for people.

Like a river, the street is the main means of urban route, because of the flows it receives. It is part of a system. The route includes travel within the blocks, allowing renewed alternative routes.

SURROUNDING AREA 1 2 3 4 5

Another functionality of public space is to allow people to stay within it. It is the refuge, momentary or prolonged rest in a collective space, that belongs to all.

The new functions of the place should contribute to the integration with the city on various scales.

Following the guidelines above, the surroundings of the CEAGESP will change profoundly. The underemployment of the existing space will cease, giving room for designing for this population, that currently lives and works in the area, as is our duty as urban architects, although we cannot deny that gentrification will occur in its surroundings. It is vital to include all people in this plan, the families who are in precarious housing situations around the perimeter of CEAGESP will be relocated and will have guaranteed rights to housing in the developments inside the perimeter of the project. This means that 10% of the total number of habitational units constructed in the area will be reserved for social housing, so we will provide all the necessary infrastructure for a high quality of life, as well as public facilities for the whole surrounding area, such as schools, day-care centres, health clinics spread throughout this whole part of the city.

Vila Leopoldina Villa Lobos’s Park Nova Jaguaré Jaguaré Technological Centre University of São Paulo (USP)

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TRANSPOSITIONS

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The straightening of the Pinheiros and Tietê rivers made the construction of the expressways on the river banks possible, as well as its positive impact by facilitating circulation, but also had huge negative impacts, because their implementation reinforced the natural barrier that the river already represented.

Furthermore, they profoundly altered the relationship of people with the rivers, now forgotten or only remembered by their foul smell, turning them into a huge open sewer. Their transposition, mainly through pedestrianisation of the banks was made extremely difficult by these expressways. Regardless, the railway also represents a barrier between the city and riverbanks of the Pinheiros River.

Presupposing the implantation of the project of Metropolitan Waterways of São Paulo, from the River Metropolis Research Group coordinated by Prof. Alexandre Delijaicov, and the consequent decontamination of the river, it would be possible to take advantage of its potential in planned transport.

From this condition, we propose the building of two ports, one for passengers on the banks in Vila Leopoldina, together with the Linear Park and the other for services, on the banks of the Technological Centre of Jaguaré, both integrated with the planned transport network.

As a premise of the project, the artificial barriers should be overcome and the river, the natural barrier, should become a space of appropriate coexistence with people. A linear park is proposed with a diversity of uses, flows and experiences, where there is integration between a range of modes of transport.

WATERWAYS | TRANSPOSITIONS

Waterway

After verifying the inefficiency of the current transpositions, the proposal of two new bridges and one footbridge is imperative. Together with the existing Jaguaré bridge, they will better connect parts of the city separated by the river. The three structures will make the transposition of pedestrians, cyclists and automobiles possible, with the added differential of the LRT planned for the area. The Ceasa and Vila Lobos stations of the CPTM will be completely renovated to service the trains, which will now run underground, as well as allowing connection with the LRT.

One bridge of road connection, with four entrances, which allows access for automobiles, bicycles and pedestrians will be implemented from the extension of Xavier Kraus Street to Alexandre Mackenzie Avenue, interlinking the sides of the river, consequently this improves access to an important sector of the public that needs to travel in an area that currently makes an extremely extended journey by the enormous distance between the bridges.

Another very important connection is the footbridge exclusively for pedestrians and cyclists, 12 metres in width, giving greater comfort and efficiency in crossing the river, connecting directly with the waterways terminal where there will be transfer to the LRT. This reinforces the importance of intermodality present in all parts of the project, bringing quality to urban mobility.

Road System Waterway ECOPORTO Waterway TRANSPORTO Waterway TRIPORTO Proposed Harbour Planned Bridges

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TRANSPOSITIONS

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The line for the LRT(Light Rail Transit) was designed with the demand identified in the area in mind, becoming an articulating element between regions with traffic flows. The line goes in both directions for its full extension, departing from Imperatriz Leopoldina station, the LRT follows a path in the direction of the linear park, bordering Mofarrej Avenue until it comes to Linear Park station, going in the direction of the crossing of the Pinheiros River. The ascent for the crossing will pass underneath the second planned bridge, until it reaches the same level, and, therefore, strategically connects the Jaguaré Technology Centre and the station of the planned extension of the green line of the metro, circulating through the campus of the University of São Paulo, where there is huge demand for mass transport. There is also connection with the pink line predicted with the station Panamericana Square, through the Cidade Universitária bridge, returning to the other side of the river. This follows the path of Gastão Vidigal Avenue, giving another use for its generous central reservation. It is also necessary to integrate with the metropolitan waterways port, for both passengers on the east bank (Vila Leopoldina) and the loading and unloading of cargo on the west bank (Nova Jaguaré).

The implementation of these modes of transport entails the process of reclassification and urbanisation of the Nova Jaguaré community, while respecting its territory. To establish such relations with this area of irregular occupation, we foresee that current residents, who live in at-risk areas, would be removed and reallocated in the same area, preserving already existent social relations and relations with the city, but now with rights to dignified housing respected. For this, it is a premise that the whole area of Nova Jaguaré is analysed within the social housing program frameworks already in operation by the Housing Secretary of the Municipal Authorities of São Paulo.

REGIONAL TRANSPORT SYSTEM

CPTM Station

LRT Line (propose)

LRT Stop (propose)

METRO’s Green line (extension propose)

METRO’s Yellow line

METRO Station

METRO’s Green line (forecast 2030)

CPTM’s Diamond line

METRO Station (propose)

METRO’s Pink line (forecast 2030)

CPTM’s Emerald line

METRO’s Orange line (forecast 2030)

LOCAL TRANSPORT SYSTEM Waterway Metro’s Green line LRT Bus Cycletrack LRT Stop Metro Station CPTM Station Waterway Station

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TRANSPORTS + ROAD SYSTEM CYCLETRACKS:There are exclusive tracks for bicycles integrated into pavements with physical separation from the roads in the project, giving greater accessibility to this mode of transport, which is of great benefit to the public, given that it is not motorised, does not pollute and incentivises a change in quality of life for users. The cycle tracks are located in the principal axes of the project.

LIGHT RAIL TRANSIT (LRT): This mode was chosen to make an interconnection between different districts of the city, offering public transport where the demand is currently greater and the provided service is insufficient. The importance of being a light vehicle on tracks is its integration with the urban landscape, as well as having a lower cost of implementation compared to transport of extremely high capacity metro and the ease of access for all users.

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From the proposed project of a block model, there is an articulation between the perimeter roads of the CEAGESP and the proposed road system, in order to form efficient and direct connections, creating circulation axes in the area with the proposed transpositions. The dimensions of the street gutters are designed to accommodate two lanes of trafficked road sections, a cycle track and ample pavements, as well as designed crossings that prioritise pedestrians through level crossings.

METRO: Considering the expansion predicted by the Metropolitan Company of São Paulo by 2030, we propose the extension of the Green Line from Cerro Corá station to the meeting Corifeu de Azevedo Marques Avenue with Escola Politécnica, localised on the opposite side of Vila Leopoldina, in the West Zone of São Paulo municipality, passing under the Pinheiros River along the line of Jaguaré Avenue. This promotes the interconnection of more areas of the city that are not currently efficiently attended, by way of a mode of high capacity.

CPTM: The emerald line of the Paulista Company of Metropolitan Trains (CPTM) which runs parallel to Nações Unidas Avenue will be underground, because it represents a large physical barrier for passers-by. It will maintain both directions of circulation in its composition, freeing up the surface area for the implantation of a linear park.

WATERWAY: waterways transport is extremely beneficial and efficient, because it has the capacity to transport much cargo at low cost, and has tourist appeal together with the parks of the area. Following some examples such as the River Seine, Thames and Danube and the Dutch canals, the project seeks to value the implanting of this mode, considering the importance of the river to the city.

BUS: As well as the modes already designed, which surround the area, it is necessary to implement bus lines that take the inside of the perimeter into account, facilitating local journeys and supplying transport systems of medium to high capacity. Ideally these would be electric buses, with the recharging infrastructure locatedunderground, following the project standards currently being tested in Sweden, promoting comfort for passengers and benefits to the environment.

MOTOR VEHICLES: Last on the list of priorities, this item represents most ofthe individual motorised transport, being the least efficient mode of transport, because it requires large space and transports few people. However, we should not neglect its importance, because it is a very well consolidated means of transport in Brazil and it will take some time for people to reduce their dependence on its use, especially for short journeys. Therefore there will be parking allotments in the area since the whole region should take into account the commercial aspect, attracting people from a variety of places.

The corners were designed in order to value spaces for the pedestrian, consequently there are benefits for commerce, which gains another facade, possible display windows and diverse attractions that benefit these more open spaces. There are studies, from the plans of Cerdá to the question of details of designs defined by the National Association of City Transportation Officials of New York City, confirming that the question of corners is imperative for the spatial quality of crossings.

Contributing to this spatial feature, there is the installation of a promenade, situated next to the Marquise Park in the project. This promotes pedestrian footfall along this important axis that links the stations of the LRT, Waterways and CPTM to Gastão Vidigal Avenue, bringing a constant flow to the area. The avenues that cross the promenade have speed reduction mechanisms, therefore pedestrian traffic is prioritised.

The streets also serve as an infrastructure network, therefore we determine that all of the electrical grid will be subterranean, facilitating maintenance and not obstructing views inside the perimeter of the project.

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LANDMARKS

Identifying the historical cultural value and identity that the Free Market Producer Pavilion (MLP) designed by the Figueireido Ferraz office has for the area, the full preservation of this conservatory, with a repurposing of use, it will be maintained as a market fair on specific days, in conjunction with a diverse cultural program.

Constructed in 1974 in brickwork, the Clock Tower of CEAGESP should be preserved as it is considered an urban reference of CEAGESP by many market goers. At 52 metres tall, it is an important landmark for the preservation of the memory of the area.

Next to the channel of the Pinheiros River, a belvedere originally designed to be a beacon for river navigation, at 28 metres tall and constructed in the 1930s by Atlas Villares industry, which manufactured elevators, escalators and electric motors. This beacon is the only building listed by CONPRESP (Municipal Council for Preservation of Historical, Cultural and Environmental Heritage) in 2002 inside the perimeter of the project.

There is a need to visually connect the axis of these three elements, because they form a spatial narrative of the history and formation of these neighbourhoods, with all the historical layers overlapping with the contemporary city and in dialogue with the rest of the city.

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BLOCKS

One of the most pressing issues in the urbanism field is the relationship between public and private space. Areas in the process of transformation have been, in many cities throughout the world, the object of programs, financing lines, public policies and partnerships with private institutions in order to value public spaces.

On the other hand, urban space in the São Paulo’s city site constitutes a space marked by an imbalance between public and private spaces, between the spaces of social aggregation – public ones – and those referring to the private space of the nuclear family, with a stark predominance of the latter.

From the moment that the understanding of the block can no longer be read as the negative of the road system or something that compels buildings to develop Viennese inner courtyards, but as a structure that organises part of the urban territory, and remembering all of the speeches that have already promoted it, from Hippodamus of Miletus, Haussmann, the squares of Jefferson and Cerdá’s plans, the premise here is the model of the open block.

This essay confronts this question proposing the aggregation of the open spaces of the block, in order to significantly increase public space available, on its various scales.

The logic of blocks and lot allocation demands a rethinking in contemporary space, in dialogue with all of its pre-existing factors, considering the dialectic relationship between the road system and the logic of organising public and private spaces. Defining the parameters of urbanisation cannot be simply another stereotypical design, it needs to involve the project of building. Architecture and urbanism indeed merge for this model of urban design, which is absolutely mutable according to the context into which it is inserted and embraces a wide diversity of scales.

Considering the allotments in the Jardim Paulista neighbourhood, and its urbanisation rates, the occupation rate is about 50%, and so the combined residential lot setbacks of each allotment does not translate into positive utilisation of spatial, architectonic and urbanistic features, they only generate useless private spaces, which, when confined to private lots, don’t generate valuable spaces for the public dimension of blocks. The blocks are, very often, a mere reflection of the road system.

The topicality and pertinence of this form of private lot-block, a true paradigm, are verified by contemporary urban demands, on a range of scales, observing that the ground design, that is, the installation on the ground, determines the forms and relations (static and in flux) with the territory.

Submitted to historical, conjunctural and environmental logic, the ground design and the corresponding urban form result from legal provisions in which indices such as land use coefficient, or occupancy rates, join to the dimensional order (setback lots) define the general way that the characteristic morphology of the isolated tower in the lot.

Such procedure implies the necessity of accentuated verticalization, which, if it is to respond to the practices of the real estate market, does not reflect more significant densification; this causes problems of insolation due to shading of the surrounding area; and represents enormous waste of open spaces that remain confined within lots, both physically and functionally peripheral.

There is the illusion that a highly verticalized area is also dense, however if the Demographic Density indicator of the IBGE in the Synopsis by Sectors is analysed carefully, we can see definitively that density is not reached through verticalization, consequently, there is a high value placed on urban land in an area with a lot of infrastructure which is, in truth, inhabited by few.

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Block’s propose

Lot’s division

Open areas in the middle of the block, setbacks and different lots size Perimeter ocupation’s with open areas in the middle of the block

Perimeter ocupation’s with 20 meters width

Block’s area

Block’s tradicional lot division, with setback and isoladed buildings

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BLOCKS

In the model of the open block designed, the occupancy rate of the block will be approximately 70%, and the remainder, which was previously confined private space, is transferred to the outside the lot. The buildable area will have an occupancy rate of up to 100%, creating masses of occupation in the blocks and private free spaces open to public use, without any closure or obstacle that deprives people of full enjoyment of these spaces. There is now a fusion of the limits between public and private dimensions, although tenuous, the management and maintenance of these free spaces will be through private initiatives, it being imperative that full public access is maintained to the open spaces.

The significant urbanisation rates in Brazil imply the growth of large and medium cities through the notable expansion of urbanised areas, not to mention that this has represented densities compatible with increased demand for urbanised spaces. In this essay the idea of density as a structuring directive of space is central, in response to the demand mentioned above.

Based on the study carried out by the Worker’s Bank of Venezuela (Banco Obrero) about the cost of infrastructure by habitational concentration, the band between 900 and 1200 inhabitants/ha is considered the highest possible to avoid a type of diseconomy in the installation and maintenance of infrastructure. Considering that this study was published in the 1980s, we foresee an updated ideal density in the range of 1000 to 1300 inhabitants/ha, considering that technological developments have optimised certain infrastructures.

Considering such data as a starting point, we calculate the maximumdensity that results in a positive Land Use Coefficient (LUC), as opposed to the other way around, as is usual. The LUC used in the project was the consequence of this study. The buildings and lots were designed on this basis.

PEDESTRIAN FLOW

ZONING

COST OF INFRA STRUCTURE X DENSITY

Housing Commerce and service Institutional Office Green area

The ground usage is defined lot by lot, therefore there is more coherence in the equivalent distribution of public facilities, institutions and offices, not generating areas that are extremely busy during the day and abandoned at night. It is important to guarantee the diversity of businesses and services, habitation and offices in order to avoid clusters with a sole function, promoting integration of spaces, making the area more active.

It is important to remember that the logic of the building isolated on an independent lot no longer exists. Each block can be considered a unit of business and this requires planning in conjunction with enterprises, which results principally in the question of the optimisation of basements.

This interaction between the buildings can only create constructive benefits and help making the businesses economically viable, as well as creating a unit in relation to drainage systems, and capture and reuse of rainwater.

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BLOCKS DENSITY CALCULATION CEAGESP TOTAL AREA 650.000 M²

IDEAL BLOCK WITH STREETS = 11.943,25m²

PRIVATE AREA 338.150 M²

4129,68 M² Housing 4 FLOORS BUILDING DESTINATION AREA OF A IDEAL BLOCK

80 M²

120 M²

5162,11m²

4129,69 M² the service and commerce floor 6 people

50% HOUSING

30% HOUSING

20% HOUSING

1238,90 M²

825,93 M²

26 Dwellings x 4 people 104 people per floor

10 Dwellings x 4 people 40 people per floor

5 Dwellings x 4 people 20 people per floor

104 x 4 floors

40 x 4 floors

20 x 4 floors

416

160

people in this tipology per block

656

total of people living in this block

NET DENSITY 7573,88m² | block area

1774 people/hec

20% circulation

180 M²

2064,85 M²

people in this tipology per block

Some examples of this discussion are, as follows: The block of Ildefonso Cerdá What in its origins internalises public space in the block, on another scale. The emptiness is the structuring element of this space. In communion with the road system, the bevelled corners that allow the flow while increasing the visual aspects of active facades.

IDEAL BLOCK = 7.573,88m²

BUILDING DESTINATION AREA 215.817 M²

Service/Commerce

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The IlotOuvert of Christian de Portzamparc In critical continuity and update from the 80s of the previous century passing the urban proposals of the beginning of the 20th century. The general arrangement of the defined block is reproposed, defining the central space as an accessible, permeable and confluent space, replacing the relation between public and private. It works the diversity and asymmetry of forms, in place of uniformity of a closed perimeter or of the clear autonomy of the object isolated in space.

The Macrolot of Patrick Chavannes and Christian Devilliers (Renault) Freedom of the individual constructive and discipline of the grid, these two principles which found the project for the area of the old Renault automobile factory.

688

80

people in this tipology per block

people working

1344

688

people working

people

GROSS DENSITY 11943,45m² | block area + streets

1125 people/hec

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GREEN AREA

Marquise Park was designed to create new uses of the coexistence spaces around this structure, giving the potential for their occupation. Water mirrors were created to simulate the original meanders of the river, in order to be a strategy to contain floods at the same time as creating a leisure and coexistence space. The park program consists in extensive sunken terraces that make up seating areas in dry times, and floodable areas during heavy rain. The project also proposes bringing back an old custom, once common in the city of São Paulo, of housing works of famous artists in public spaces, bringing cultural value to the area. Furthermore, it proposes spaces of denser vegetation and open spaces, giving shade and freshness. Inside the Marquise a dynamic program is planned, where there will be open markets, festivals, shows, expositions, as well as many other events that constitute a diverse cultural program, occurring spontaneously and in a transitory manner.

The linear parks are configured based upon the route of the expressway along the banks of the Pinheiros River, which will be underground. They aim to reclaim the coexistence with the areas of floodplain along the river, through a program that consists in the implanting of an intermodal (waterways, LRT and CPTM), as well as the creation of spaces of leisure, such as multisport courts, extensive lawns, food courts, bathrooms, dressing rooms, bicycle tracks, as well as small lakes following the model of the water mirrors of the conservatory, which assume the function of the original meanders of the river.

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8 Pinha do brejo | Magnolia ovata H: 20 m D: 5 m Full sun, non-edible fruit

1 Goiabeira | Psidium guajava H: 5m D: 8 m Fruit feeds the bird species 2 Capixingui | Croton floribundus H: 5 a 10 m D: 15 a 30 m Half Shadow, fruit feeds the bird species 3 Tucaneiro | Citharexylumm myrianthum H: 15 a 20 m D: 5 m Half Shadow, non-edible fruit

9 Timbouva | Enterolobium contorstisiliquum H: 20 a 35m D: 25m Full sun, non-edible fruit 10 Cedro do brejo | Cedrela odorata H: 25 a 35m D: 15 m Full sun, non-edible fruit

4 Jatobá | Hymenaea courbaril H: 15 a 20 m D: 15 m Shadow, fruit feeds the bird species

11 Cedro | Cedrella fissilis H: 10 a 30 m D: 15 a 30 m Shadow, non-edible fruit

5 Pindaíba | Xylopia emarginata H: 15 a 20 m D: 5 m Full sun, fruit feeds the bird species

12 Jequetibá branco | Cariniana estrellensis H: 35 a 40 m D: 50 m Shadow, fruit feeds the bird species

6 Guanandi | Calophyllum brasiliense H: 15 a 20 m D: 15 m Full sun, non-edible fruit

13 Papiro brasileiro | Cyperus giganteus H: 2,4 a 3 m D: 2 m Full sun, not fruitful Cavalinha | Equisetum hyemale 14 H: 0,2 a 0,5 m D: 5 m Full sun, not fruitful

7 Pindaíba | Xylopia emarginata H: 15 a 20 m D: 5 m Full sun, fruit feeds the bird species

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DRAINAGE

One of the consequences of the application of the pilot plan of the city already discussed was the creation of a “grey” city, in other words, a huge area dedicated to the surface road system and the subsequent impermeability of concrete and asphalt, entail a series of problems from an environmental perspective, aggravating floods, increasing areas of islands of heat and problematising outflow and drainage.

Vila Leopoldina is located on the flood plains of the channel of the Tietê River and, therefore, in an area of natural partial inundation according to the topographical survey of the municipality of São Paulo in 1930, it has clay soil and the water table is a few metres from the surface.

There are small topographical variations in the perimeter of the intervention, which converge towards the middle of the territory. This happens because it is the area where the Pinheiros River passed in its natural course prior to straightening in 1940. This situation signifies a challenge with surface and subterranean outflow of water.

As a premise of the proposal, the necessity of returning natural aspects of the area of floodplains was established through the interaction of drainage systems, architectonic and urbanist compositions that increase the efficiency of this green infrastructure.

A great part of these systems has the main function of directing great flows of water to containing reservoirs, where initial treatment can be carried out bringing the potential for the water to be reused. The paving of the whole perimeter of the project should be carried out with interlocking and permeable paving.

PURIFICATION The rainwater is purified by sedimentation, filtration or biological absorption.

Decelerates the flow of water to relieve pressure on the drainage system to CONTAINMENT the reservoir/downstream. The outflow is slowed by the infiltration of water through vegetation or temporarily stored.

RETENTION

Relieves pressure on the drainage system downstream (river/dewatering).

The water is retained for a period of time (two hours of rain, approximately) until it is possible to direct it back.

DIRECTION

Directs water and steers it from the initial point of rain to dewatering.

INFILTRATION

Is when the water infiltrates the soil (passing through a process of purification) to recharge the water table and aquifers.

Considering the actual situation of the topography and all the costs of land movement, we decided to make a minimal interference in the area. Using the earth that would be excavated to build one underground parking lot for each block, we created a topography that would help to guide the rainwater, along with the Green Grid system, to the linear reservoirs.

It’s important to remember that the problems related to drainage in the area has distinct origins, one related to the topographical question and the other related to the inefficient outflow system that occurs on the higher ground. The latter is the origin of the erroneous concept of rapid outflow towards the river instead of facilitating the reinfiltration of water into the water table.

The area of contribution related to the perimeter of the project is the result of the trough of the hydrographic basin in which the area is located, discharging the full volume of water into the drainage systems in the lowest parts.

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DRAINAGE BIOVALVE Similar to the rain gardens, the bio valves also carry out the process of discharge and purification of water, but are topographical depressions filled with vegetation, soil and other filtering elements. As well as water filtration, they direct water to the rain gardens or water retention and detention systems.

RAIN GARDEN They are flowerbeds lower than street level, filled with earth and together on the curb of the lowest parts to receive rainwater runoff.

The soil of this system functions like a sponge that absorbs water, while bacteria and micro-organisms in the soil remove pollutants brought by the surface runoff (process of purification).

RAINBEDS Are topographical depressions compacted into small urban spaces to receive rainwater outflows. Generally, they are together with the median strip of streets, containing an overflow so that the water does not cross over and flood the street.

GREEN GRID Catchment system capable of directing water that does not infiltrate into the soil into the green infrastructure to other locations for storage or overflow discharge.

WATER MIRROR

RIVER

GREEN ROOF In the whole project area roof terraces will be used, which is a technique that involves the application of vegetation over an impermeable layer on the top of buildings. They also contribute to air quality through transpiration, and are responsible for absorbing rainwater (drainage), reducing the urban heat island effect and contributing to the environmental comfort of the building (thermal and acoustic isolation).

VEGETATION | FLORA Native species of vegetation were chosen for the study area belonging to the riparian forest zoneas a recuperation and soil drainage strategy.

The planting of vegetation should be carried out through a hierarchy; first planting the pioneer tree species to, later, plant the later trees, in order to guarantee the correct growth of vegetation in the park.

RESERVOIRS There will be three sets with three linear reservoirs each, and one more on the promenade, with five linear reservoirs that work together with the water mirrors in the Marquise park, all with a diameter of 3.6 metres. This way they can house enough water for two hours of rain without causing flooding in the area. Each pipe will have its own filtration system that prepares the water for reuse, through a subterranean pump house that will supply the water to the surface. When the storage limit is reached, the water is discharged into the Pinheiros River through the water mirrors located in the linear park, through the principle of communicating vessels.

PERMEABLE PAVING They are interlocking agglomerated interlocking cement blocks that allow the passage of water directly to the soil, reducing the undesirable effects of traditional impermeable paving that creates accelerated surface runoff.

RIVER

WATER MIRROR 1737-919-3666

BIBLIOGRAPHY

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Bibliographic References Arpa, J., Mozas, J., & Fernández Per, A. (2010). Strategy public: Landscape, urbanism, strategies (35-36). Vitoria Gasteiz: A t architecture.

Eco, U. (1989) The open work. Cambridge: Harvard U.P. Gehl, J. and Gemzøe, L. (2000) New City Spaces, The Danish Architectural Press. Copenhagen.

Brasil, Secretaria de Estado do Meio Ambiente, Gabinete do Secretário. (2014,April 03). Http://www. ambiente.sp.gov.br/legislacao/resolucoes-sma/resolucao-sma-32-2014/. Retrieved November/ December, 2016, from https://drive.google.com/file/d/0BwPKPubUac9TZXdOZ1kxTkl2dnc/ view?ts=58445c34 Boulogne Billancourt. (n.d.). Retrieved October/November, 2016, from http://xdga.be/gallery/ boulogne-billancourt/

Gehl, J. (2010) Cities for People, Island Press.

Cabezas, C. (2013, November/December). Retrieved November/December, 2016, from http:// www.plataformaarquitectura.cl/cl/02-320551/primer-lugar-concurso-publico-internacional-deanteproyectos-parque-del-rio-en-la-ciudad-de-medellin#_=_ Grupo Metrópole Fluvial. (n.d.). Retrieved November 09, 2016, from http://www.metropolefluvial. fau.usp.br/projetos.php Mortimer, K. (2015). Why density?: Debunking the myth of the cubic watermelon = Desmontando el mito de la sandía cúbica. Vitoria-Gasteiz, Spain: A t Architecture.

LAF, M. (n.d.). Lista de Espécies Florestais Nativas para Plantio em Área de Brejo. Retrieved November/December, 2016, from http://www.fundacaofia.com.br/gdusm/lista_florestas_brejo. pdf Paris Billancourt Ilot Y. (n.d.). Retrieved October/November, 2016, from http://www.mecanoo.nl/ Projects/project/101/t/10 Pham, D. (2010). Architect Jean Nouvel Unveils Masterplan for Seguin Island in France. Retrieved October/November, 2016, from http://inhabitat.com/architect-jean-nouvel-unveils-masterplanfor-seguin-island-in-france/ PLANO DIRETOR ESTRATÉGICO DE SÃO PAULO. From: http://gestaourbana.prefeitura.sp.gov. br/arquivos-pde-biblio/ PLANO INTEGRADO DE TRANSPORTES URBANOS – RMSP, Secretaria Municipal de Transportes.

From: http://www.stm.sp.gov.br/index.php/analysis-and-selection/ Redevelopment of the “Trapèse” (n.d.). Retrieved October/November, 2016, from http://www. aaupc.fr/projets/fiche/id/27/lang/en

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