Rio Master Plan by PennPlanning

Rio

Waterfront Development & Design

de Janeiro

Connie Chang Adam Childers Adrian Fine Jeff Harris Lizzie Hessmiller Aaron Kurtz Anne Leslie Dave Munson Benjamin Phillips Natalie Robles Maurie Smith Andy Wang Studio Instructor: Professor of Practice Evan Rose REDESIGNING AND REDEVELOPING THE NORTHERN WATERFRONT IN RIO DE JANEIRO Department of City Planning, Spring 2012

UNIVERSITY OF PENNSYLVANIA â&#x2C6;&#x2122; Rio de Janeiro Waterfront Redevelopment Studio

EXECUTIVE SUMMARY

PREFACE

PORT & INDUSTRY

COMMUNITY

IMPLEMENTATION

WATERFRONT

CONCLUSION

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CONTENTS

Sumário executivo Este plano para a parte nordestino do Porto do Rio de Janeiro e as comunidades vizinhas é preparada por alunos de pós-graduação no programa de Planejamento Urbano na Universidade de Pensilvânia Escola de Design, sob a direção do Professor Associado Evan Rose. O documento destina-se ao Conselho de Arquitetura e Urbanismo da Cidade do Rio de Janeiro (CAU) e da Secretaria de Estado de Planejamento e Gestão de Rio de Janeiro (SEPLAG) para orientar o desenvolvimento futuro da área do porto. A abordagem do plano para o Porto do Rio de Janeiro concentra-se nas ligações da cidade podem facilitar na área:

conectar o porto para um mercado mais amplio e rentável através da consolidação e rotas de transporte reorganizados, permitindo a conexão das comunidades aos serviços e bens através de uma rede pedonal e trânsito melhorada, facilitando a conexão entre os moradores e oportunidades de empregos novos através de um sistema de ecologia industrial, e que liga a cidade inteira para uma única orla urbana através de reconstrução criativa. Propostas do plano estão informados por estudos de casos no desenvolvimento do porto e cais, bem como no local de investigação desenvolvidas no Rio de Janeiro em março de 2012.

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Chapter hed Capítulo summary Executive

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EXECUTIVE SUMMARY

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Preface Prefaciar

A series of interlocking proposals introduce new public spaces, strengthen health and safety in communities, boost the local economy, and bring a growing population into a historic area. Many of these proposals are contingent on the consolidation of port operations; others use the street network to knit together existing resources. Uma série de propostas interligadas introduzir novos espaços públicos, fortalecer a saúde e segurança nas comunidades, impulsionar a economia local, e trazer uma população crescente em uma área histórica. Muitas destas propostas são contingentes sobre a consolidação das operações portuárias, outros utilizam a rede da rua para malha recursos junto existentes.

At the heart of Rio de Janeiro’s Guanabara Bay coast lies the Port of Rio. The Port stretches over six kilometers from Centro, the city’s central business district, to the Rio–Niterói Bridge connecting the Rio to the other side of the bay. The history of Rio is intimately tied to the Port and its surrounding neighborhoods. The waterfront has evolved from a fishing village to a royal palace, to a regional economic generator. Today the Port of Rio de Janeiro is a major employer and a defining characteristic of the city: Rio is the water. The nature of Port activities, however, creates negative environmental and developmental impacts that

disproportionately affect communities around the Port. Major infrastructure cleaves neighborhoods from the rest of the city, heavy traffic and port trucking creates hazards for pedestrians, and pollution poses serious health risks. New economic dynamics are currently changing the outlook for the Port area. Porto Maravilha, a cityinitiated redevelopment of the neighborhood in the southern portion of the Port, is likely to kickstart the economic growth in the area. Meanwhile, the Açu Superport is opening about 250 kilometers from Rio de Janeiro and will outcompete Rio’s Port in numerous sectors. Indeed, the Port of Rio de Janeiro is at

PREFACE

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Rio de Janeiro’s northern waterfront, currently bounded by the Port, represents a possible new frontier in housing development and public space for the city. Its proximity to Centro, the city’s downtown, makes it an ideal target for investment.

Cais norte do Rio de Janeiro, atualmente limitado pelo Porto, representa uma fronteira possível novo no desenvolvimento da habitação e do espaço público para a cidade. A sua proximidade ao Centro, no centro da cidade, a torna um alvo ideal para o investimento.

a unique turning point: the city has an opportunity to remediate the Port’s negative impacts on surrounding communities while also reconfiguring operations to be more efficient and competitive. Now is the chance to consolidate and specialize the Port, build signature projects in the district, and improve public services and public realm for residents.

Nearby assets such as Centro, robust communities in São Cristóvão and Caju, and the Porto Maravilha redevelopment are the impetus for this plan’s proposals. Ativos próximos, como Centro, comunidades fortes em São Cristóvão e Caju, eo Porto Maravilha requalificação são o impulso para propostas deste plano.

As the city grows, and as Rio prepares for the significant investments of the Olympic Games, the city can direct attention to neglected neighborhoods around the Port. Conscientious investment in services and infrastructure in the area, combined with new development, promises a compelling new urban waterfront in the city’s historic North Zone.

Context Only recently has Brazil become the democraticallyadministered, economic powerhouse that it is today. First claimed by Portugal as a colony in 1500, its tumultuous transition to democracy went through several phases of colonial administration, monarchical power, pseudorepublicanism, and dictatorship, until finally becoming a federal presidential constitutional republic in 1988. Only in the last 25 years has it achieved its current republican structure. Rampant hyperinflation plagued the country throughout the latter half of the 20th century. With the introduction of a new (and now current) currency, the Brazilian real, the economy stabilized, and the country

PREFACE

The housing deficit in metropolitan Rio today consists mostly of housing units that put an excessive burden on occupants, or units with co-habiting households. O déficit habitacional na região metropolitana do Rio hoje consiste principalmente de unidades habitacionais que colocam uma carga excessiva para os ocupantes, ou unidades com famílias coabitam.

could compete in the global marketplace. Therefore, only in the last 15-25 years did Brazil develop fully into the economic power that it is today: Brazil currently boasts the 6thlargest (nominal) or 7th-largest (purchasing power parity) GDP in the world. However, vestiges of income disparity still exist. The country maintains the 17th-highest income disparity in the world (by comparison, the United State ranks 43rd), and many Brazilians reside in informal settlements known as favelas. Many observers fear that Brazil’s rapid growth and deindustrialization will leave unskilled workers behind. Further, Brazil is suffering a housing deficit, as Brazilian households are forming faster than housing units are being

built. Today’s national housing deficit is nearly 7,500,000 housing units, 90% of which are suffered by low-income households. It is this recent maturity and income disparity that contextualizes Rio de Janeiro. Founded in 1565, Rio de Janeiro is the capital of the State of Rio de Janeiro and served as the capital of Brazil until 1960. Rio boasts the second-largest population and its economy has the secondhighest GDP in the country. However, a greater percentage of residents live in favelas than in the country as a whole, and while there is a rising middle class, the favela population also continues to increase as rural inhabitants migrate to the city. Overall, Brazil’s housing deficit is felt in Rio,

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Summary of basics Brazil GDP (nominal): US$2.493 trillion Brazil GDP (PPP): US$2.294 trillion Brazil Gini coefficient: 51.9 Brazil population: 192,376,496 Brazil population residing in informal housing: 6% Rio de Janeiro GDP: R$343 billion (almost US$201 billion) Rio de Janeiro municipal population: 6,323,037 Rio de Janeiro metropolitan population: 12,387,000 Rio de Janeiro population growth: 3.4% since 2002 São Cristóvão population growth: 20% per year Rio de Janeiro population residing in informal housing: 22%

which suffers a current deficit of nearly 400,000 housing units. The Port of Rio de Janeiro is located at the confluence of two distinct socioeconomic regions of the city: the affluent South Zone, encompassing much of Rio’s beaches and tourist destinations, and the more industrial, and lower income North Zone (60% of residents of the favela of Morro da Providência, for example, work at the Port). These two zones — divided physically by Rio’s coastal mountains and swaths of industrial land — developed

over the years in very different ways, and the area around the Port has seen population growth three times as the city as a whole. In addition, the North Zone contains sizeable publicly owned land, such as military installations and numerous inland container-storage lots. Between the North Zone’s rapid population growth and the availability of public land, there is great opportunity to render the Port an impetus for economic and development growth for the North to the great benefit of the City.

PREFACE

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Port & Industry Porto & Indústria The Port of Rio de Janeiro has played a major role in the economic development of the city and region. However, the Port is facing increasing competition from regional and national superports, and much of its infrastructure is insufficient to serve the changing needs of the southeastern megaregion. Given these circumstances, and the investment from the Olympics and the World Cup, the Port has an opportunity to consolidate and become more efficient.

Gantry cranes at the São Cristóvão quay. Guindastes de pórtico no cais de São Cristóvão.

In order to maintain its role as an economic engine and major employer, the Port should enact operational, infrastructural, and functional changes. Suggested improvements include the

realignment of rail lines into the Port and a new truck marshalling yard to improve transfer efficiencies and reduce local congestion. As the Port follows a proposal to shrink its footprint, this plan proposes a new system of industrial ecology in Caju — using existing waste resources for new business activity to help generate jobs while improving the environment. In the proposed scheme, Caju’s economy would remain anchored in industrial activity, while shifting research, investment, and job-training opportunities into processes that boost self-reliance and energy independence for the neighborhood.

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The agile port The “agile port” concept, formulated by the US Department of Transportation, states that a port be able to fulfill all of the following functions: 1. Accommodate varying cargo quantities and types 2. Minimize operation interruptions 3. Increase throughput of combined operations and ship types, including container, break bulk, rollon/roll-off, and passenger ships 4. Adjust easily to changes in cargo flow To meet these goals, recommendations for the Port of Rio de Janeiro below incorporate improvements to multi-modal functions, including rail and trucking improvements: expansion of container facilities, investment in equipment to enable more efficient cargo handling, and means for improving overall Port efficiency.

Expand and specialize The Port’s strengths lie in the movement of general goods via container, roll-on/roll-off, and

to a lesser extent break bulk goods. There is little reason for the Port to expand its handling of bulk liquids and solids given significant improvements and construction of superports elsewhere that are solely focused on such activities. Therefore, we recommend that the Port simultaneously specialize and expand in areas where it can maintain competitiveness. Through this process, the Port of Rio de Janeiro can continue to play a significant role in local and national logistics. Container handling would play the most significant role in this scenario. Increasing imports of finished goods to retailers and consumers in Rio de Janeiro necessitate a facility that can continue to grow, as well as provide capacity to entice major shipping and logistics companies to use the Port as their primary port of transporting these goods to the people and businesses of Rio. In addition, investment in straddle carriers would allow the Port to stack denser rows of containers, rendering the overall system more efficient. Further, roll-on/roll-off facilities would be expanded, as automobile imports and exports continue to increase,

PORT & INDUSTRY

An efficient system of rail shuttles would load containers directly from container ships from four rail spurs at the Port. These would be transported for sorting and final transport at a remote off-port rail yard. Um eficiente sistema de ônibus de transporte ferroviário vai carregar recipientes directamente a partir de quatro navios porta-contentores esporas ferroviários no porto. Estes serão transportados para fins de triagem e transporte final em um pátio ferroviário remoto.

and the Port’s only other competition nationwide are comparable facilities located at the Port of Santos in São Paulo and the Port of Rio Grande. While total land area for these activities would decrease, construction of parking structures to handle additional car capacity would enable the Port to continue to compete. Some Port facilities would be retained for break bulk activities. Considering a rapidly growing construction industry, it is crucial that the ability to handle these goods is preserved.

Rail The Port of Rio de Janeiro’s existing rail yard, Pátio do Arará, does not directly feed into the Port — containers arriving by train are currently moved by trucks into the Port. The Port Authority recognizes that the rail yard in its current state is limiting overall efficiency, and has slated improvements that focus on the reconciliation of incompatible rail gauges. In addition, the State of Rio de Janeiro plans to invest R$1.7 billion on building railways to connect its major port terminals.

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Existing condition: port operations continue across the length of the waterfront. Truck facilities would be added, and the Gamboa portions of port operations phased out. Remaining port operations in São Cristóvão would be phased out, and the first sections of landfill would be added, break bulk shift northward, and ro-ro facilities expanded. Container facilities would be expanded through landfill and expansion into the Sermetal facilities to the north. Condição existente: operações portuárias continuar por toda a extensão do cais. Caminhão instalações serão adicionadas, e as porções Gamboa de operações portuárias eliminados. São Cristóvão restantes operações portuárias serão retirados, e as primeiras seções de aterro serão adicionados, quebrar mudança em massa do norte, e ro-ro de instalações ampliadas. Instalações de contêineres será ampliada por meio de aterro e ampliação nas instalações Sermetal para o norte.

PORT & INDUSTRY

Following the “agile port” concept, we propose more significant changes at the Port of Rio to fully take advantage of State aims to increase the overall rail capacity of its system: 1. Pátio do Arará would be phased out as a rail yard, and replaced with a sophisticated truck staging area.

Trucking

5. A buffer rail yard would be established to provide turnaround and maintenance of locomotives and cars.

The Port currently lacks chassis storage, queuing facilities, and a truck staging area. This leads to efficiency and security issues and negative land use impacts that present a public health hazard in areas surrounding the Port. Trucks are only able to enter the Port at two points, and these points of entry do not provide security, container tracking, or weighing. This leads to severe bottlenecks at these points of entry, and results in long lines of trucks moving through residential streets and idling along the roadside as they wait for their scheduled entry. In addition, the lack of any sort of chassis storage adds further to both inefficiency and danger to surrounding residential areas as empty flatbeds must be carried to and from points of container pick-up and drop-off.

These strategic improvements would impact overall land uses minimally while increasing rail throughput and efficiency. Rail would still not play as

In 2010, the Port of Rio handled 200,000 trucks. The state department of transportation, SETRANS, projects this to grow to

2. Rail lines would feed directly into the Port, where containers may be loaded or unloaded directly between rail cars and ships. 3. In order to move rail-bound containers out of the Port as quickly as possible, they would not be sorted at the Port, but “shuttled” out in shorter configurations to a proper rail staging area. 4. Rail infrastructure would be improved and installed along existing lines.

dominant a role as trucking at the Port of Rio, but it can be improved to allow more flexibility in logistics mode choice for a wide range of firms and industries.

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The existing truck route winds through residential streets of Caju, creating a nuisance for adjacent homes and businesses.

Os ventos de caminhões existentes rota através das ruas residenciais do Caju, criando um incômodo para casas adjacentes e empresas. Existing trucks Future trucks

Improvements to trucking would include sophisticated queuing facilities, chassis storage, and a retail strip where local businesses can cater to truck drivers.

Melhorias no transporte rodoviário irá incluir instalações de filas de armazenamento sofisticados, chassi, e uma tira de varejo, onde as empresas locais podem atender a motoristas de caminhão.

PORT & INDUSTRY

Precedents in port improvment & expansion BARCELONA: Like Rio de Janeiro, the city contained aging facilities and disconnected its residents from the waterfront. Barcelona utilized international sporting events as a catalyst: using momentum and funding from the 1992 Olympics, the city redeveloped much of the waterfront for public and private uses, and improved existing facilities to produce a modern port. Future improvements to the port, consisting of â&#x201A;Ź800 million in investments, include expanding the container facilities with a new terminal and improving road and railway access to the terminal. For sections of the old part that were phased out, future plans include a superyacht marina to accommodate extralarge yachts, and high quality services including storage, security, restaurant, crew area and lounge, and helipad. LOS ANGELES: Trucks moving through portadjacent residential areas resulted in public health issues. The port mitigated these issues by building more sophisticated staging and queueing facilities, as well as improving container-handling efficiency within the port. AMSTERDAM: A lesson in modern efficiency â&#x20AC;&#x201D; the use of straddle carriers (rather than reach stackers, as used in Rio de Janeiro) allows for denser container facilities; roll-on/roll-off facilities include garages to increase capacity; and many industries are located directly on port property. The coastline has also been articulated to allow for more efficient ship movement, enabling the Port to become one of the most competitive ports in the world.

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A dedicated truck right-of-way would fully segregate truck traffic from the residential neighborhood.

Um dedicado caminhão direito de passagem seria totalmente segregar o tráfego de caminhões do bairro residencial..

300,000 trucks in 2015, and 567,000 by 2020. In addition, 122,000 vehicles per year are associated with Petrobras’ presalt oil extraction activities at the Port as well. If significant steps are not taken soon, this dramatic growth in truck traffic would have further severe impacts on port operations and the well-being of the neighboring residents in Caju. Existing plans SETRANS has slated a plot of land to the northwest in Caju to be improved with a truck center, consisting of a large waiting area for drivers and their trucks, as well as amenities for drivers such as repair shops, showers, gas stations, and food service. Also included in the plan is a ground-level truck route that would connect the truck center to the Port. While

this plan would mitigate some of the issues above, it presents three problems: 1. The facilities provided by the truck center only address trucks waiting on residential streets. Due to its distance from the Port, it does not address queuing or security issues, as trucks would still have only two points of entry into the Port. 2. A ground-level truck route still has trucks moving through residential areas. 3. Much of the Quinta do Caju local economy is dependent on truck drivers’ patronage. Placement of the truck center away from the area would negatively impact the neighborhood economy.

PORT & INDUSTRY

Staging trucks by the Port To fully address the issues above, as well as provide upgraded facilities for purposes of efficiency and security for the Port, we suggest a fullservice staging area at Pátio do Arará’s current location. It would connect directly to the Port and include sophisticated queuing facilities, chassis storage, and parking. So that local business owners can still benefit from an economy driven by Port activities, the staging area would also include a strip of retail development in which a wide range of retail activities, truck repair, and

hotel activities may take place and be accessed both staging area-side and from Rua Mns. Manuel Gomes. Dedicated right-of-way It is important both for Port efficiency and for the wellbeing of Caju residents that trucks have a means of accessing the staging area without traveling through residential streets. While the proposed staging area partially addresses the problem, a dedicated truck right-of-way would fully segregate truck traffic from the residential neighborhood. Built over the

Container storage is scattered inefficiently throughout the Caju neighborhood. This plan proposes the consolidation and expansion of container facilities within the Port. De armazenagem de contentores está espalhado de forma ineficiente em todo o bairro Caju. Este plano propõe a consolidação e expansão das instalações de contêineres no porto.

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With a new truck staging area in place, trucks such as this one handling break bulk construction materials would no longer need to move through residential streets.

Com uma nova área de teste do caminhão no local, caminhões como este quebra uma manipulação em massa de materiais de construção que não precisa mais passar por ruas residenciais.

existing rail tracks that currently exit Pátio do Arará’s western side, this ramp would connect the staging area directly to Avenida Brasil. Trucks can then connect to any other major highway to their destinations. Container facilities Currently, container facilities at the Port comprise 31.7 hectares. Port Authority

Expansion of container facilities, as well as a more efficient system utilizing straddle carriers, would increase the Port’s container-handling capacity.

estimates conclude that the Port could handle a throughput of 425,000 TEU (or standard containers) per year, and storage of 23,000 TEU at any point. For the Port to retain its competitiveness, it must expand its container facilities to handle the increase in volume and to increase handling efficiency.Current expansion plans by SETRANS and the two

Expansão das instalações de contentores, assim como um sistema mais eficiente utilizando guindastes pórticos, irá aumentar a capacidade do recipiente de tratamento de porta.

PORT & INDUSTRY

private terminal operators, Multiterminais and Libra, extend the quay via landfill and a more efficient system of container handling to 48.9 hectares. This would allow for yearly throughput of 3.4 million TEU and storage of 58,000 TEU at any time. In addition to this, we suggest further expansion of the facilities to encompass both this landfill and an expansion into Sermetal’s current facilities in 20 years. At full expansion, the container facilities would comprise 65.4 hectares. They would be able to handle 4.6 million TEU yearly, and storage of 79,000 TEU at any time. Expansion of the quay would occur in three locations: 1. Along current roll-on/-rolloff facilities 2. North along the Rio–Niterói Bridge

3. Into the current location of Sermetal’s shipyard facilities. Expansion into Sermetal is contingent on our proposed relocation of the company’s facilities to Niterói, where a growing shipyard industry is building more modern facilities. Roll-on/roll-off In addition to general container cargo, the Port also maintains a high volume of roll-on/roll-off, or car and truck, shipments. Unlike container goods, cars and trucks are both imported and exported at these facilities in equal amounts. With both the import and export of cars and trucks expected to continue to grow, the Port can maintain its competitiveness by expanding its ro-ro facilities as well.

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While total land area for roll-on/roll-off facilities would be reduced, construction of two large parking structures would still enable the Port to compete with other, comparable facilities elsewhere in Brazil. The current Sermetal facilities would be relocated to Niterói, providing room for further expansion of the container yard. Enquanto área total da terra para as instalações de supercargueiro Ro-Ro será reduzido, a construção de duas grandes estruturas de estacionamento ainda vai permitir que a porta para competir com outras instalações semelhantes em outros lugares no Brasil. As instalações atuais Sermetal será transferida para Niterói, proporcionando espaço para a expansão do pátio de contêineres.

The Port can increase its roro capacity on its existing property. By constructing two fourstory parking structures totaling 63,000 square meters, capacity can be quadrupled over the next 20 years — maintaining competitiveness with comparable facilities at the Port of Santos and the Port of Rio Grande. Bulk goods While the Port would not be able to compete with superports in Itaguaí and Açu in the movement of bulk

The Port’s already high volume of rollon/roll-off activities would be expanded as new parking structures increase capacity.

liquids and solids, increases in construction activity due to the World Cup and the Olympics mean that the Port of Rio must also still be able to handle a significant volume of break bulk goods such as iron and steel beams, piping, and other construction materials. While the Port’s footprint would shrink away from Gamboa and São Cristóvão quays, the expansion of container and roll-on/roll-off capacity would allow the Port nearly 100,000 square meters to handle these other goods at its southern end.

Volume já alto da porta de atividades roll-on/roll-off seria ampliado como novo aumento de capacidade de estacionamento estruturas.

PORT & INDUSTRY

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Industrial ecology Industrial ecology is an approach to capital planning that views industrial systems as a closed-loop ecosystem in which flows of materials and energy are never wasted but rather become inputs for new processes and products. This approach has multiple advantages: it emphasizes efficiency and sustainability, maximizes capital investment in infrastructure and resources, encourages synergies and unconventional partnerships between firms, and promotes environmentally sensitive design and business practices.

Hubs & synergies The Port region of Caju is a prime location for transforming underutilized industrial land into a highly efficient industrial The anaerobic digester is the secondary processing mechanism in the industrial ecology, creating combustible gas and removing liquid from biomass waste.

ecology. Institutions that could anchor a stronger industrial economy already have a presence in the area. Cidade Universitaria, on the Ilha do Fundão, hosts a powerhouse set of research institutions: • The Federal University of Rio de Janeiro (UFRJ) •

CENPES: the Lab and Research arm of Petrobras is dedicated to developing and advancing biofuel production and new technological solutions in partnership with UFRJ

• Electrobras–CEPEL: the primary research institution for the electricity sector, CEPEL provides services and patents, develops new technology infrastructure, and conducts environmental, economic and energy studies

O digestor anaeróbico é o mecanismo de processamento secundário na ecologia industrial, criando gás combustível e remoção de líquido a partir de resíduos de biomassa.

PORT & INDUSTRY

é UFRJ ELECTROBRAS-CEPEL PETRO-CENPES

Universitárias e de pesquisa hubs, transporte e ligações de infra-estrutura e instituições comunitárias.

ALEGRIA WASTEWATER PLANT

FIOCRUZ

University and research hubs, transportation and infrastructural linkages, and community institutions.

University and research hubs SECURITY JOB TRAINING CENTER

community institutions

DENGUE CLINIC COMMUNITY KIOSK

transportation and infrastructural linkages

MANGUINHOS REFINERY

Industrial parcels. Parcelas industriais.

ANAEROBIC DIGESTER WASTE-TO-ENERGY ASH-TO-CONCRETE KOMBI BIOFUEL STATION RECYCLED MATERIALS FERTILIZER BUILDING MATERIALS

A bioremediated waterfront and wetlands (see following chapter.) A beira-mar biorremediado e zonas húmidas (ver capítulo seguinte).

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• BIO-RIO Foundation: the biotech business incubator develops and disseminates new technologies and helps biotech startups with everything from business management services (IT, administration, finances, legal) to providing physical space and infrastructure A short distance away in Centro, the National Technological Institute (INT) provides services like business incubation, engineering studies for new fuels like biodiesel, public-private partnerships, product certification and specialized technical services. Existing wastewater in Caju could become a resource for producing a significant amount of energy for the neighborhood every year. Existentes de águas residuais no Caju poderia tornar-se um recurso para produzir uma quantidade significativa de energia para o bairro todos os anos.

FIOCRUZ (or the Oswaldo Cruz Foundation) is a leading public health and biomedical sciences research institution located just across the Fundão Canal in Manguinhos and is currently prioritizing actions to combat dengue, a serious issue in Rio and in the Port area of Caju.

Inputs and waste A new industrial ecology in Caju would be based on a waste-to-energy framework that makes use of existing inputs to repurpose municipal waste and generate new manufacturing and industrial co-location opportunities.

300tons of municipal waste per day

109,500

902,280 m³

tons per year

Biomethane per year

9,022,800kwh per year

1,095

kw plant capacity per year

Certified Emissions Credits in accordance with the Kyoto Protocol PORT & INDUSTRY

The constructed wetlands provide a secondary processing of contaminated municipal waste, remediating pollutants that affect the public health and economy of the neighboring community. Os wetlands construídos proporcionar um tratamento secundário dos resíduos sólidos urbanos contaminados, remediando poluentes que afetam a saúde pública e economia da comunidade vizinha.

Caju already functions as a principal hub of waste collection and processing for the city. Caju is home to the Alegria wastewater treatment plant, operated by CEDAE. The plant is one of the city’s largest and has been targeted for modernization and expansion as part of a citywide effort to reduce pollution in Guanabara Bay and anticipate future demand on public facilities. COMLURB, the municipal urban sanitation corporation, operates a plant in Caju that processes over 300 tons of municipal waste per day. Recyclable materials are meant

to be separated at the plant before waste is transferred to landfills, but the city has acknowledged difficulties in following through with this goal: recent estimates have found that Rio only recycles 3% of all waste, of which only 0.27% is sorted by the plants. The other 2.73% of recyclables are captured by individuals that salvage these materials from the trash. UFRJ is working to understand how these informal recycling collectives operate under the Canal do Fundão revitalization programs and what can be done to formalize and expand their capacity as an

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Wastewater treatment in Caju could be turned into certified emissions credits in accordance with Kyoto Protocol, while building new job opportunities within the neighborhood. Tratamento de águas residuais no Caju poderia ser transformado em créditos de emissões certificadas em conformidade com o Protocolo de Quioto, enquanto a construção de novas oportunidades de emprego dentro do bairro.

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PORT & INDUSTRY

Caju could turn into biomaterial waste into a fuel source for the informal vans, or kombis, that ply its streets. Caju poderia se transformar em resíduos biológicos em uma fonte de combustível para as vans informais, ou kombis, que percorrem suas ruas.

important employment sector. The proposed industrial ecology in Caju would be supported by the Alegria wastewater treatment plant, which would provide processed biomaterial waste from the city. After treatment, this biomaterial would be transported through an underground pipeline to anaerobic digesters that would break down the material to further manage waste and release energy. This process creates biogas that can be used directly as cooking fuel, in combined heat-and-power gas engines, or upgraded to natural gas-

quality biomethane. A portion of this gas can be used as a sustainable and accessible fuel source for the local kombi van transportation system, via new biogas fueling stations located along primary transportation routes in Caju. The biomass gasification process in this scheme could generate combustible gas to power turbines for energy production and local distribution at an on-site 1095-kilowatt power plant. The anaerobic processing also produces nutrient-rich digestate that can be used in the production of agricultural

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Bandeirantes landfill-gas-to-energy project Sﾃグ PAULO, BRAZIL The municipality of Sﾃ｣o Paulo and private landfill operator, Biogﾃ｡s, established a public-private partnership to construct a power plant that would capture and process methane gas, a byproduct of landfills, and convert it to biogas to be sold as fuel for electricity. The reductions in greenhouse gas emissions as a result of the methane gas capture enabled the city to earn and sell carbon credits under the Clean Development Mechanism (CDM) as established in the Kyoto Protocol. Revenues from the sale of carbon credits are split evenly between the private operator and the city, and the public portion is used to fund environmental and social improvement projects for the community adjacent to the landfill, including the construction of parks to restore vegetation and control floods, bicycle lanes, and recycling and environmental education programs. Other benefits include training and capacity building to enable new employees from the community to use the advanced technology at the plant. The rewards of the Bandeirantes plant are significant: the project reduces the negative impact and pollutants from waste, creates a green substitute for fossil fuels to offset further environmental degradation, produces a double profit from the sale of biogas for fuel and carbon credit dividends, creates employment opportunities, and provides new revenues for the city to invest in green industry and the community..

PORT & INDUSTRY

The primary input for the industrial ecology system is biomass waste provided by the adjacent municipal wastewater treatment facility. A entrada principal para o sistema de ecologia industrial, são resíduos de biomassa fornecido pela instalação de tratamento de águas residuais municipais adjacente.

fertilizers and can be further processed to create building materials like fiberboard. Yet another product of anaerobic digestion is ash, an essential component of concrete production, which can be transferred to an existing, adjacent production facility. The production of energy from waste on-site would not only reuse materials in new industrial processes — thereby reducing total waste — but could also alleviate energy equity issues for the residents of the Port area. A 2006 World Bank study defined Caju residents as “energy poor,”

meaning that 10% or more of annual household income is dedicated to energy. This is often due to fees (often called “crime tariffs”) for tapping informal energy supplies. Precedents have demonstrated that biogas is most effectively deployed for local consumption to minimize transport complications. The public investment in industrial ecology could include the construction of a pipeline from new biogas facilities to Caju residents and businesses to ease energy cost burdens and inaugurate a new sustainable energy network.

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The industrial ecology is comprised of a manufacturing agglomeration that uses inputs derived from processing biomass waste, producing natural gas for biofuel, materials for fertilizer or building materials, ash for cement production and other linked industries.

ê RECYCLING FACILITY

ASH-TO-CONCRETE MANGUINHOS BIODIESEL

A ecologia industrial é composto por um aglomerado de fabricação que utiliza insumos derivados de resíduos de biomassa de processamento, produção de gás natural para biocombustíveis, materiais para fertilizantes ou materiais de construção, cinzas para a produção de cimento e outras indústrias ligadas.

Caju residents are burdened by above-average energy costs because of tariffs on illegal energy supplies. Local production and consumption of biogas at subsidized rates would help reduce these energy inequalities.

ANAEROBIC DIGESTER

POWER TURBINE

KOMBI BIOFUEL STATION

FERTILIZER PROCESSING

BUILDING MATERIALS

Residentes Caju estão sobrecarregados por custos acima da média de energia por causa de tarifas de fornecimento de energia ilegais. A produção local eo consumo de biogás a taxas subsidiadas ajudaria a reduzir essas desigualdades de energia.

PORT & INDUSTRY

The Caminho The introduction of the industrial ecology system would become part of a larger network of public services and infrastructure in the Caju and São Cristóvão neighborhoods — this network, growing out of existing services and communities, is known in this plan as the Caminho, the “path.” As the port specializes and consolidates its footprint, it also opens opportunities to remediate the waters of Caju. The industrial ecology system (and a wetlands for bioremediation to be introduced in the next chapter) would begin to make the area cleaner and healthier, while also building a new economic foundation for sustainable jobs.

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Meet Luis Luis comes from a family of fishermen in Caju, but with the decline of fishing due to pollution, he now carries out miscellaneous delivery services to ships docked by the port. The new biogas plant constructed in Caju cuts Luis’s home utility costs by a third thanks to a direct pipeline to service Caju residents and subsidized prices for local consumers. Dedicated public investments from the sale of carbon credits fund bioremediation, educational programs, and better community infrastructure, something Luis feels has been overlooked in small port communities. Luis has joined new job training programs to be in the pilot team that plants urban biofilters, cleaning the waterfront that used to support his family. He’s gained new skills, and is able to ensure a better living environment for his family. He’s thinking of using the money saved on energy costs to open a business using recycled materials for fishing supplies. He thinks Caju is a promising place to be as Brazil’s green economy takes off.

PORT & INDUSTRY

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Community Comunidade The 2016 Olympics is bringing a wave of change to Rio de Janeiro, including the North Zone. The Porto Maravilha plan, the planned Olympic Media Village, and this plan’s proposal to reorganize the Port all represent largescale opportunities to direct investment and energy into making São Cristóvão a cultural center of Rio de Janeiro.

Stairs in Morro da Providência. Escadas no Morro da Providência.

Public investments can tie existing areas such as Caju, as well as new residential developments in São Cristóvão, to star attractions such as a cleaned-up Canal do Mangue and the Quinta da Boa Vista, while also improving linkages for residents to job centers in Centro, the Port, Cidade

Universitaria, and a new green technology hub. The network linking these hubs would rely on improved streets that include bicycle, pedestrian, and transit paths, providing greater choice in transportation and relieving pressure on roads in the São Cristóvão area. Utilizing land freed up from Port consolidation, the improved street network would also support economic activity, foster social exchange, and act as a backbone for a system of community and health services. Integrating the existing communities into new development at the port is essential to create a sustainable plan that serves all users.

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1 km

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é COMMUNITY

The Caminho

Primary armature

One objective of the master plan is to increase the connectivity of neighborhood amenities within our site through the establishment of the Caminho — a public armature designed to link existing neighborhood nodes with new neighborhood nodes in order to deliver a safe and equitable network for residents to access their daily needs throughout Caju and São Cristóvão.

Primary connection Secondary armature Nursery

Hospital School

Subway stop Kombi stop Recreation space

The location of the Caminho’s network is informed by the location of four types The Caminho would increase connectivity between neighborhood amenities.

of neighborhood nodes, current and future: economic, social, environmental, and transportation. Economic nodes include both formal and informal retail corridors and cultural attractions. Social nodes include schools, hospitals, dengue clinics, and nurseries. Environmental nodes include open spaces such as city parks and plazas. Transportation nodes include formal transit hubs and informal transit stops. New nodes are located in areas where new development is being proposed, such as the waterfront and on the

O Caminho aumentaria a conectividade entre as comodidades do bairro.

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northwestern arm of Caju. By colocating these new community facilities, the Caminho also serves to foster vibrant and well-used spaces.

Social Port communities are routinely exposed to a host of social and environmental hazards. Neighborhoods like Boa Esperança, Quinta

do Caju, Parque Conquista, and Parque Alegria exhibit high rates of unemployment, low educational attainment, gun violence, and a lack of public space. In Caju, residents have an average of 4.8 years of schooling, 42% unemployment, and ranks 111th out of 126 districts in the Human Development Index for the entire city. The Caminho

Informal communities are a major part of São Cristóvão and Caju, and can benefit from improved connections to job centers and public amenities. Favelas são uma parte importante de São Cristóvão e Caju, e pode se beneficiar das conexões melhoradas para centros de emprego e serviços públicos.

Informal communities

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would combat these issues with space for educational programs, recreation, improvements in public health, reduction in pollution, and increased security for residents and Port workers alike.

Economic The study area supports a wide range of both formal and informal commercial Retail areas in São Cristóvão and Caju include formal and informal corridors.

activity. The Caminho would improve operating conditions for both formal and informal retail venues as well as connect area residents to jobs. Harnessing existing and proposed commercial activities would foster strong and vibrant economic connectors to jobs and other nodes on the Caminho, as well as commercial destinations for

Áreas de varejo em São Cristóvão e Caju incluem corredores formais e informais. Formal retail Informal retail

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Kombi stop in Caju. Parada de Kombi em Caju.

area shoppers. As a connector, the Caminho would link residents to job training facilities and employment in the Port and industrial ecology. As a destination, the economic strips along the Caminho would cater to the proposed office and residential development along the waterfront, the new truck staging area, and existing communities.

Transportation The existing transportation system in Rio de Janeiro includes a metro system, city buses, and informal buses. A new light rail and bus rapid transit system are currently being constructed as part of Rio’s plan to improve its transit infrastructure for the World Cup and Olympic Games. This plan would extend the proposed light rail system to connect to the new waterfront

development and Caju. The city’s new bus rapid transit system would provide highspeed connections throughout the city, but with only one proposed stop within the waterfront study area, at the Rodoviária Novo Rio Station. The Metrô Rio subway system currently stops twice within our site area in São Cristóvão and does not provide access to Caju. These neighborhoods largely rely on the city’s bus system. There are over 1,000 city bus lines in Rio that are operated by numerous independent companies. The informal bus system includes clandestine buses and Volkswagen kombis, which tend to operate short-distance routes. Kombis operating in the Caju neighborhood do provide access to São Cristóvão and Centro.

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The existing transportation system includes city buses, informal kombis, and subway. A new light rail will connect Centro to new waterfront development and Caju. O sistema de transporte existente inclui ônibus urbanos, Kombis, e de metrô. Um bonde novo vai ligar Centro ao novo cais de desenvolvimento e Caju. City bus routes Light-rail route Subway stop Kombi stop

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However, greater results and acceptance can be expected by creating a

Infra-estrutura verde é uma abordagem holística que melhora a saúde da cidade através do desenvolvimento de políticas ambientais e de utilização de processos naturais em formas de engenharia.

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Integrating green infrastructure can be done as a piecemeal approach that adds individual green infrastructure elements such as green roofs, permeable paving, environmental policies and sustainable energies, etc.

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Coined within the United States in the mid-1990s, “green infrastructure” is not a single project, concept or infrastructure improvement. It is a holistic approach that seeks to improve the natural environment, communities and built structures through the use of engineered systems that mimic the earth’s natural processes.

nity

Green infrastructure

Green infrastructure is a holistic approach that improves the health of the city by developing environmental policies and utilizing natural processes in engineered forms.

framework that focuses on the most environmentally sensitive and community focused areas. The Environmental Education Center under the coordination of Celso Junius and in conjunction with various State agencies (CEA, SMAC, SMH, Secretary Cultural Heritage, CPMA), has established a green infrastructure pilot program called “Green Corridors GT.” The program seeks to define green policies, practices, education and actions that can be utilized within the State of Rio de Janeiro. The green infrastructure plan incorporates the goals of the green-corridors program while integrating the Caminho street network as a backbone for implementation. Proposed is

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The green infrastructure plan includes a three phase approach that includes primary, secondary, and tertiary streets. O plano de infra-estrutura verde inclui uma abordagem em três fases, que inclui ruas principais, secundárias e terciárias. Primary Secondary

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a hierarchical approach that identifies streets within the overall framework that should be focused in a three phase approach.

Green streets As part of a greeninfrastructure initiative, a green-streets program acts to bring environmental, economic and aesthetic benefits to areas typically devoid of such. Beyond installing street trees and vegetation to reduce the urban heat island effect, green streets are designed to mitigate the negative stormwater effects

associated with an increase in impervious surfaces. Flooding and stormwater non-point source pollution are issues that are pervasive throughout Rio. Lack of a stormwater management plan, poor infrastructure and poor automobile regulations add to this issue. The installation of green streets and stormwater planters are not an end all solution to current stormwater issues. However, it is a low-cost and high-benefit approach that minimizes stormwater issues, and forms a green backbone for future development.

LANDSCAPE

HARDSCAPE

bioretention green streets rain gardens

pervious pavements perforated pipe & overflow inlets

GREEN INFRASTRUCTURE Physical Interventions

green roofs green walls

BUILDINGS

condensate harvesting rain harvesting grey water harvesting passive irrigation

WATER

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Green streets are just one of many physical interventions that can be utilized within a comprehensive green infrastructure program. Ruas verdes são apenas uma das muitas intervenções físicas que podem ser utilizadas dentro de um programa de infra-estrutura abrangente verde.

water movement

stormwater entry curb cut

river rock checkdam

building footprint

lateral curb cut

existing sidewalk

street slope

drive aisle

building footprint

Bound down this si

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stormwater exit curb cut

permeable paving

stormwater inlet*

GREEN STREETS STORMWATER PLANTERS SCENARIO ONE

SCENARIO TWO

Sidewalks with a parking lane

Sidewalks (< 3 meters) without a parking lane

Width not greater than parking lane

Width to not exceed 1/3 sidewalk width

Permeable paving to extend to drive aisle edge

Permeable paving installed within shoulder

Minimum installation area 4.5 square meters

Acts a traffic calming device

Does not affect traffic

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Rendering of new streetscape improvements along the Caminho. Prestação de melhorias da paisagem urbana ao longo do Caminho novos.

Street design The physical connections of the Caminho include a series of primary and secondary connector streets. Existing primary armature streets are determined by the presence of existing neighborhood nodes. For example, Rua São Luís Gonzaga in São Cristóvão is considered a primary armature street because of the presence

of a commercial corridor, park space, transit stops, and community facilities. New primary armature connections are intended to fill in the gaps of existing armature streets in order to provide continuous and safe connections throughout the site. Primary armature streets are designed to enable safe access for all users including

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Existing: Section of a street that features a narrow sidewalk.

Corte de uma rua que apresenta uma calçada estreita.

Proposed: Primary armature streetscape improvements include new bicycle lanes, street trees and plantings, and shade structures.

Principais melhorias da paisagem urbana da armadura incluem novas ciclovias, árvores de rua e plantações, e as estruturas de sombra.

pedestrians, bicyclists, motorists, and transit riders. Portions of primary armature streets would also include an environmental component. In addition to wider sidewalks, bicycle lanes, and frequent crosswalks, these streets would include new plantings such as trees and rain gardens to capture stormwater runoff. These ecological

improvements are intended to manage stormwater runoff at the surface and to slow and infiltrate it. Because the primary armature network safely and conveniently links major neighborhood destinations with one another, residents can rely on non-automobile forms of transportation to access daily needs. Secondary armature

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Existing: Section of a one-way street with two lanes of parking Existente: Corte de uma rua de sentido único com duas faixas de estacionamento

Proposed: Section of a secondary armature street with a new bicycle lane, one lane of parking, and shade structures Proposto: Estruturas Corte de uma rua secundária armadura com uma pista de bicicleta nova, uma pista de estacionamento, e sombra

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Rua Santos Lima in São Cristóvão, which is being proposed as a primary armature street.

Rua Santos Lima, em São Cristóvão, que está sendo proposto como uma rua principal da armadura.

Existing: Section of a cemetery street that has one driving lane and two lanes of parking.

Existente: Corte de uma rua do cemitério que tem uma faixa de rodagem e duas faixas de estacionamento.

Proposed: Section of a secondary armature street in the cemetery with a two-way bike lane and walking lanes.

Proposto: Corte de uma rua secundária armadura no cemitério com uma ciclovia de mão dupla e pistas de caminhada.

COMMUNITY

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Caju and São Cristóvão would be better connected to the Olympics Media Village through streetscape improvements on primary armature streets. Establishment of secondary armature streets and kiosks. Establishment of primary armature streets and kiosks along the waterfront. Establishment of new community facilities. Caju e São Cristóvão seria melhor conectado à Vila da Mídia Olimpíadas através da melhoria da paisagem urbana em ruas principais da armadura. Estabelecimento de ruas secundárias da armadura e quiosques. Estabelecimento de ruas principais da armadura e quiosques à beira-rio. Estabelecimento de instalações de nova comunidade..

streets feature the same type of street infrastructure as primary armature streets, but do not contain neighborhood nodes. These streets are intended to serve as safe pedestrian connections in areas bounded by primary armature streets. Additionally, the secondary armature streets guide residents safely to the neighborhood amenities located on the primary streets.

Phasing The phasing of the Caminho is divided into four phases over a 30-year period. The first phase of the Caminho would be fueled by new development associated with the Olympic Media Village and would be completed by the time of the Olympics. By establishing primary armature streets and

The Caminho will provide a safer multimodal environment.

primary connections west of the Linha Vermelha, the São Cristóvão neighborhood would be better connected to Caju in the north. Primary streets would receive changes such as sidewalk widening and new bike lanes. The second phase of the Caminho network would include the establishment of secondary armature streets and armature kiosks at important intersections. These changes would be made over the next five years. The third phase of the Caminho network would occur after full Port consolidation. Caminho connections and kiosks would be established to and along the waterfront. The final phase of the Caminho network would

O Caminho vai proporcionar um ambiente mais seguro multi-modal. Primary Caminho connection Secondary Caminho connection Caminho kiosk Waterfront Caminho connection Caminho node

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Examples of shade structures located along the Caminho. Exemplos de estruturas de sombra localizadas ao longo do Caminho.

occur during the major phase of waterfront development. These changes would include the establishment of new community nodes, such as schools, dengue clinics, kombi stops, nurseries, and recreational spaces. These new amenities would be colocated around one another in new areas of development.

Shade and services Intersections within the Caminho become important spaces of activity. These areas would be the locations for kiosks that serve as visual indicators for the location of the Caminho’s network. At these locations, new shade structures and street furniture serve as the common language

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Examples of armature kiosks located along the Caminho.

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Exemplos de armadura quiosques localizados ao longo do Caminho.

SIDEWALK

STREET

WALL

SPACE

to reinforce the connections found within the network. These structures also serve as public art opportunities. Shade structures can build off existing Â street structures or be freestanding. During the day, the kiosks would act as small centers with public health, wayfinding, and community information. By night, the kiosks would

light up to provide extra street lighting to improve the safety of Caminho streets. On top of each kiosk a solar panel would provide energy for an interior light. The walls of the kiosks would be made of modular, recycled plastic sourced from the recycling plant in Caju as part of the industrial ecology system.

COMMUNITY

Dengue rationale The City of Rio de Janeiro has mobilized municipal, state and private sector resources to combat dengue fever in a series of educational campaigns and prevention initiatives. While dengue affects the municipality as a whole, studies show the highest incidence of dengue in the Port area. Only one specialized 12/24-hour municipal dengue clinic (“polos de dengue”) is located in São Cristòvão despite the increased risk. Few public health services exist in these high-risk areas, characterized by inadequate infrastructure, garbage collection, high-density residential areas, proximity to water bodies and problems controlling rainfall. To bridge the gap in community infrastructure, the Caminho would include facilities like specialized dengue clinics, coupled with investments in green infrastructure to improve stormwater collection and environmental conditions.

left Guanabara Bay and its tributaries in a state of severe environmental degradation. According to State Secretary of the Environment, Carlos Minc, 68% of the metropolitan region’s wastewater flows untreated into the bay. Petroleum and shipbreaking industries deposit oils and heavy metals such as mercury, lithium, cadmium, lead and antimony into the water of the Bay and canals.

Existing: Originally founded as a medicinal spa and fishing community, Quinta do Caju’s waterfront now suffers from industrial and municipal waste discharged directly into the polluted water.

Existente: Originalmente fundada como um spa medicinal e comunidade pesqueira, a Quinta do Caju beira de agora sofre de resíduos industriais e urbanos despejados diretamente na água poluída.

The poorest residents of Rio who inhabit marginal and undesirable land in the city disproportionately shoulder these negative effects. The proposed consolidation of Port facilities and the removal of the most environmentally damaging industries, like shipbreaking, from urban areas is the first step in improving public health outcomes for the residents of the Port area.

Bioremediation

Using the West Oakland Greenbelt Project as a precedent, this plan proposes the use of bioremediation wetlands and greenbelts to clean former industrial sites in Caju.

Decades of receiving waste and runoff from industrial and urban activities have

Rio de Janeiro has already set a precedent for tying environmental remediation

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Proposed: New biofilter plantings along the Caju waterfront would remove hazardous pollutants from water and air, provide new green spaces for recreation and restore the community’s historic connection to the waterfront. Proposto: Plantações biofiltro novos ao longo do cais do Caju irá remover poluentes perigosos da água e do ar, fornecer novos espaços verdes de lazer e de restaurar a conexão histórica da comunidade à beira-mar.

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to goals for community and economic development. The Canal do Fundão revitalization project is currently dredging contaminated sediment from Guanabara Bay, reviving native mangroves to restore natural water flows and reduce flooding. The project further engages

the Complexo do Mare community in a comprehensive environmental education and training program. Bioremediation strategies would use innovative, costeffective methods to restore polluted waterways while simultaneously rescuing communities in environmental jeopardy.

Existing: Views to the north from Caju’s renovated playground reveal the intensity of industrial uses abutting the Quinta neighborhood. Residents still continue fishing and waterbased economic activities despite the environmental contamination.

Existente: Visitas ao norte do renovado parque infantil Caju revelam a intensidade de usos industriais, adjacente ao bairro Quinta. Moradores continuam pesca e à base de água das actividades económicas, apesar da contaminação ambiental.

Urban Biofilter: Oakland, California The West Oakland Greenbelt Project is an innovative way to use green infrastructure to address issues of environmental justice and remediate contaminated areas. The community adjacent to the Port of Oakland is vulnerable to environmental and health hazards such as respiratory illnesses from industrial air pollution, higher incidences of flooding, and toxicity from port waste. The city and port pursued an ecological solution to these challenges by constructing urban biofilters of bamboo, willow, and other plant species. The fast-growing plants filter and treat stormwater, control erosion and can even be used to sequester carbon. The project also tied green job-training programs at Oakland University and Merritt College to local workers transferring skills in green infrastructure literacy, design, and installation.

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Proposed: Bioremediated wetlands would provide a buffer for the community while allowing the fishing economy in Caju to continue in cleaner waters. Proposto: Wetlands biorremediado proporcionaria uma reserva para a comunidade, permitindo que a economia pesqueira no Caju para continuar em águas limpas.

COMMUNITY

The Caminho A recognizable path linking communities to needed services, including health and safety, also links them to the day to day needs that often go underserved by existing services. By combining the four functions of social, economic, transportation, and environment, and by using a recognizable visual language of kiosks, the Caminho becomes a new neighborhood necessity â&#x20AC;&#x201D; a network that everyone knows and relies on.

UNIVERSITY OF PENNSYLVANIA â&#x2C6;&#x2122; Rio de Janeiro Waterfront Redevelopment Studio

Meet Felipe Felipe is an 8-year-old boy who lives in Quinta do Caju. He goes to school down the road at Mal Mascarenhas de Moraes. Before the construction of the Caminho, Felipe couldn’t travel to school alone safely because of the danger posed by excessive

truck traffic in the areas between his home and school. With the consolidation of Port trucking and the introduction of wider sidewalks and Caminho kiosks — which provide safe, active spaces for socializing and neighborhood monitoring — Felipe’s parents now feel at ease allowing him to bike to school and soccer games on his own.

COMMUNITY

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Waterfront Beira-mar Ipanema and Copacabana are Rio de Janeiro’s worldfamous beaches — the North Zone, once home to the royal family and then later to an industrial district, has lacked access to its waterfront since containerization in the1960s. With the implementation of the Porto Maravilha plan and the subsequent consolidation of the Port, this proposal envisions São Cristóvão once again connecting to the water of the Guanabara Bay.

The working waterfront of the Port of Rio de Janeiro is a vital part of the local economy, but it also makes the water inaccessible to nearby communities. O cais de trabalho do Porto do Rio de Janeiro é uma parte vital da economia local, mas também torna a água inacessível para as comunidades próximas.

Reintroducing the North Zone communities to the water is a multistep process that will start with the construction of a bioremediation zone in the northwest of Caju, aiming for the rehabilitation of the

water for future generations. Meanwhile, the removal of Port activity south of the cemetery, combined with the realignment of the Perimetral Highway, will bring the São Cristóvão neighborhood back to the water for the first time in five decades. The rehabilitation of historic structures and planned development of 2.5 million square meters of new residential and commercial buildings marks the arrival of a compelling waterfront neighborhood in Rio that combines a cultural tradition along the waterfront with the possibility of forging a new sense of place along the Guanabara Bay.

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UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

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Work began on the Canal do Mangue in 1857 to drain a swamp near Cidade Nova, or New Town, where mosquitoes were spreading disease. Lined with Grand Palm trees, it was a new public esplanade and heralded as one of the greatest public works projects in Rio de Janeiro. Today the canal is lined with 12 lanes of heavy traffic, preventing pedestrians from enjoying proximity to water. Additionally, a terrible stench from various sources, including sewage runoff from nearby favelas, makes being next to

Open space Light rail

The Canal do Mangue, a historic public works project, is a heavily polluted waterway today.

the canal unenjoyable even if a pedestrian is able to traverse the road. The Canal do Mangue today holds significant potential as a new public space. As people are innately attracted to water and the simple visual qualities of water are known to provide cooling effects, the canal and other adjacent waterways are the perfect centerpieces for new public spaces reaching the interior of the city.

Canal reinvention The first step in preparing the canal for public life will be to

O Canal do Mangue, um histórico projeto de obras públicas, é um curso de água fortemente poluído de hoje.linhas você precisa

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Olympic Media Village The Olympic Games in 2016 is an enormous opportunity for investment around the city. The Media Village for the event is planned for six blocks on either side of the Canal do Mangue and has the potential to give new life to this traffic-burdened section of the city. New hotel and office towers are planned for the Media Village, creating a possible new business district after the games. New development surrounding the Media Village and new public infrastructure improvements should all work toward a cohesive vision for this new piece of the city.

control the sewage flowing through the canal. A new filtering system sited at specific dumping points and a new pipeline can be constructed, separating the sewage from water. Additionally, bioremediation and other design details can help the quality of the canal experience. The canal is currently 20 meters wide. Narrowing and deepening the channel in strategic locations would increase the flow and help keep the water fresh. Wider locations would be sited where pedestrian traffic is minimal and provide areas of

bioremediation. Traffic can be ameliorated with: 1. the addition of ramps at the PraĂ§a da Bandeira leading to the inner highway 2. the removal of on- and offramps on either side of the canal 3. other new routes for through traffic Additionally, a new light-rail line, accompanying the one planned in Porto Maravilha, will help serve local commuters and run parallel to the canal on either side. Fishing and boating is prevalent

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The remediated Canal do Mangue, with pedestrian walkways and access to a new waterfront, could be one of Rio’s next great public spaces.

O Canal do Mangue remediados, com passarelas de pedestres e acesso a um cais novo, poderia ser um dos próximos grandes do Rio de Janeiro espaços públicos.

in Rio. With improvements to the Avenida at the mouth of the canal, small boats could be free to navigate the canal and possibly dock. Vendors already currently gather along this transit corridor. Providing for new types of vendors and boaters along the canal would help provide the public life needed for the active urban amenity the canal was always intended to be.

Estrela do mar The Avenida and the highway above it serve an important infrastructural purpose in Rio: moving a vast number

of vehicles between northern neighborhoods and Centro. However, the roads cross the Canal do Mangue at a critical point where the canal, one new public amenity, would meet another: a new urban waterfront. Currently, the Avenida is crossed by a few scattered pedestrian bridges that are neither handicapaccessible nor visible pieces of pedestrian infrastructure. The precedent of pedestrian bridges around Rio is an opportunity to make them more than simply a way to cross traffic, but to create a new language of bridges as major functional

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An iconic suspension bridge acts as a gateway from Sao Cristovao to the reclaimed water front and focal point of the new skyline. A lack of supporting columns allows for unimpeded connections between existing cultural institutions, such as, the Igreja Sao Cristovao and Fiera, to new opportunities along the water. Uma ponte suspensa icónica age como um gateway de São Cristóvãopara a frente água recuperada e ponto focal do horizonte novo. A falta decolunas de sustentação permite conexões sem entraves existentes entre as instituições culturais, tais como, a Igreja São Cristóvão e Fiera, a novas oportunidades ao longo da água.

sculptural elements marking vital pedestrian connections. This plan envisions a series of fluid, metallic bridges along the Canal do Mangue, with the largest and most iconic connecting the Rodoviário and canal across the Avenida to the waterfront. The bridge would be suspended by the elevated highway, ramping down in strategic locations, giving it the unique shape of a starfish — or estrela do mar. Three additional bridges, smaller in scale, would make other vital connections to either side of the street and the canal in the center.

Highway realignment Existing Highways The current alignment of the Perimetral along the waterfront creates significant challenges for the Port, the neighborhoods of São Cristóvão and Caju, and any future waterfront development. First, the northand southbound directions of the highway are separated, reducing traffic efficiency. This also requires extra ramps and access roads, depressing the amount and value of developable land. Secondly, the northbound section of the Perimetral, located approximately 100 meters

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The north- and southbound directions of the Perimetral would be consolidated along a more efficient right of way farther inland from the waterfront. As direções norte-sul e da Perimetral seria consolidado ao longo de um direito mais eficiente de maneira mais para o interior da orla. Intersection Highway realignments New highway bridge

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from the water’s edge, is an imposing barrier between the waterfront and upland communities. Transportation improvements are proposed to maximize pedestrian and non-motorized passage. By concentrating and elevating highway traffic, and making more pedestrianfriendly routes, São Cristóvão can become a neighborhood that functions equally well for pedestrians, bicyclists, motorists, and trucks. Land Acquisition As the Port consolidates and specializes, there is an

opportunity to improve the overall traffic network in the waterfront area. The Perimetral and Avenida Brasil are major connections to and from Centro, Niterói, and inland communities. In order to preserve their functionality while improvements are being made, this plan proposes the construction of a new 6-lane elevated highway west of the current alignment. This requires obtaining a roughly 35-meter strip of land west of the current southbound structure, and building a new highway with three lanes in each direction

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UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Merging the divided Permimetral highway into a single-span highway requires significant reengineering of the existing highway network, most extensively at the intersection of the Via Eleveda da Perimetral and Avenida Brasil. Current ingress and egress ramps are preserved, except for access from the Viaduto Simonsen to the Via Elevada da Perimetral, which would be eliminated in order to reduce traffic volume. Mesclando a estrada dividida Permimetral em uma estrada span único exige reengenharia significativa da rede viária existente, mais extensivamente no cruzamento da Via Eleveda da Perimetral e Avenida Brasil. Rampas correntes de entrada e saída são preservadas, excepto para o acesso a partir do Simonsen Viaduto ao Elevada Via da Perimetral, que seria eliminada, a fim de reduzir o volume de tráfego.

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Acesso norte e sul entre a Linha Vermelha e Avenida Presidente Vargas facilitar a circulação de veículos entre Centro, o aeroporto internacional eo maior do Rio de Janeiro área, reduzindo o tráfego ao longo da Avenida Bicalho, a Avenida Brasil e remodelação waterfront proposta.

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Rampas de acesso norte e uma sul (de vez em quando) para o PAC da Avenida Brasil permite o acesso direto de veículos desimpedido para o porto. Rampas de acesso norte e sul entre a Perimetral e Avenida Brasil oferecem acesso local para atender à beira-mar.

Northbound and southbound access between the Linha Vermelha and Avenida Presidente Vargas facilitate vehicular movement between Centro, the international airport and the greater Rio de Janeiro area, reducing traffic along the Avenida Bicalho, the Avenida Brasil and proposed waterfront redevelopment.

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Northbound and southbound access ramps (off and on) to the PAC from the Avenida Brasil allows direct unimpeded vehicular access to the port. Northbound and southbound access ramps between the Perimetral and Avenida Brasil provide local serving access to the waterfront.

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A drom rampa Northbound acesso a Linha Vermelha para theViaduto Simonsen fornece uma conexão direta para Niterói a partir de Centro, diminuindo o tráfego watefronont. A Southbound rampa de acesso da Avenida Brasil à Linha Vermelha reduz o tráfego de beira-mar e oferece uma ligação directa ao Centro.

A northbound access ramp from the Linha Vermelha to the Viaduto Simonsen provides a direct connection to Niterói from Centro, while decreasing waterfront traffic. A southbound on-ramp from the Avenida Brasil to the Linha Vermelha reduces waterfront traffic and provides a direct connection to Centro.

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Cape Town Waterfront The Victoria & Alfred Waterfront in Cape Town, South Africa, is a re-purposed, former industrial waterfront. Over the course of nearly 30 years, the port has specialized and consolidated, while providing land and historic buildings for a new mixed-use waterfront. The V&A waterfront also contributes to the public realm by connecting diverse neighborhoods with the central business district.

— and a new 4-lane Avenida Brasil beneath. New on- and off-ramps would connect the new Perimetral to the Avenida Francisco Bicalho, the Rio– Niterói Bridge, and the Avenida Rio de Janeiro. Additionally, the southernmost curve of the new structure would be built further inland, thus allocating more space for waterfront development at the mouth of the canal. In order to reduce traffic load on the waterfront, it is important to reinforce and connect other sections of the highway network. By allowing motorists to access the Linha

Vermelha before they arrive at the waterfront, regional traffic can be focused away from the water. Important connections include connecting southbound traffic on the Avenida Brasil to the Linha Vermelha, and connecting traffic from the Linha Vermelha to Avenida Presidente Vargas. Extra Capacity for 2016 As 2016 approaches, Rio de Janeiro needs to prepare for increased traffic and congestion. By constructing an entirely new and updated section of the Perimetral, the city will have two major

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

highways coming into and out of Centro in time for the Olympics. This additional road capacity can be dynamically managed to maximize movement into and out of the city before, during, and after major events. After the Olympics, the old highway structures and Avenida Brasil can be removed, with much of the land repurposed for development and public space.

Development The culmination of the catalytic Olympic investment, canal improvements, and Port consolidation makes the Port’s waterfront prime real estate for redevelopment. Unlike the South Zone’s sandy shores, the waterfront would have a harder edge. The urban

In 1901, when this photo was taken, landfill had yet to extend Rio de Janeiro’s coastline, and the Igreja de São Cristóvão met the waters of the Guanabara Bay. Em 1901, quando esta foto foi tirada, aterro ainda tinha que estender litoral do Rio de Janeiro, ea Igreja de São Cristóvão reuniu as águas da Baía de Guanabara.

waterfront would allow for public access from Caminho streets to the water’s edge. The development along the waterfront would provide much needed additional housing and office space for real estate-constrained Rio. Development would tie into the community through the active incorporation of the Caminho. Armature streets would extend to the waterfront to provide educational, health, and safety services for existing and future residents. Special design guidelines would promote the installation of Caminho amenities on the ground floor of new buildings. The waterfront development would also incorporate historical artifacts — Port cranes currently used for unloading ship cargo would remain as permanent installations on the waterfront. The cranes would act as both visual wayfinding devices as well as recreational structures. Potential ideas to activate the cranes include adding cameras, water guns, or interactive information panels that inform pedestrians of the waterfront’s historical importance. Further inland, view corridors to the water would be preserved, especially at locations of historical importance. Visually reuniting the Church of São

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Development would be lower intensity, finer grain, and occur at a slower pace in the Infill Zone. In the Redevelopment Zone, large underutilized parcels present an opportunity for large-scale development. The Caminho Overlay represents special corridors where new development and public amenities go hand in hand.

Desenvolvimento seria menor intensidade, de grão mais fino, e ocorrem em um ritmo mais lento na Zona Aterros. Na Zona Redevelopment, grandes parcelas subutilizadas representam uma oportunidade para desenvolvimento em larga escala. O Overlay Caminho representa corredores especiais, onde um novo desenvolvimento e serviços públicos andam de mãos dadas. Redevelopment Zone Infill Zone Caminho Overlay

A new urban waterfront in the São Cristóvão area would reference Rio de Janeiro’s waterfront heritage: a grand urban promenade would even use the same paving pattern as Ipanema’s famed streets. A nova orla urbana na área de São Cristóvão faria referência patrimônio do Rio de Janeiro mar: um grande passeio urbano seria mesmo usar o mesmo padrão de pavimentação de ruas famosas Ipanema.

Cristóvão, once accessible by boat, with the waterfront is one of many symbolic linkages that would help redefine this area as water-accessible. Along the waterfront, regular breaks and pocket parks in the promenade would provide respite for visitors. The signature Caminho shade structures and kiosks visually unify the area. To achieve a

more walkable waterfront, the massive blocks along the port would be divided into more manageable development parcels. Significant pedestrian improvements would also be made in interior blocks to bring people to the waterfront. Once at the waterfront, visitors and residents would access a variety of services, two new piers, and a new marina.

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New buildings in the development area would be taller closer to the waterfront, with towers along major Caminho streets. They would have interior pedestrian circulation, as well as a variety of new open spaces.

Novos edifícios na área de desenvolvimento seria mais alto mais perto do mar, com torres ao longo das ruas principais Caminho. Eles teriam circulação pedestre interior, bem como uma variedade de novos espaços abertos.

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

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Design guidelines Zones The waterfront is made up of two zones: The Infill Zone to the west, where development would be lower intensity; and the Redevelopment Zone to the east, where large underutilized parcels are an opportunity for new development. The Caminho Overlay follows the streets on the Caminho network, and would cover areas within 60 meters of these rights-of-way. The overlay would allow greater height and, in the Infill Zone, larger building footprints. Parcel Area The parcels in the Redevelopment Zone would essentially conform to blocks, and can be developed as one large building or subdivided and built by multiple builders. Additionally, the buildings along the waterfront that are

A single block in the Redevelopment Zone open for development, either as a large building or as multiple smaller ones. Um bloco único na Zona Redevelopment aberto para o desenvolvimento, quer como uma grande edifício ou como várias menores.

located where a Caminho street hits the boulevard would form public plazas, which would be built at the end of these streets. The plazas should be such that a person standing at any corner on the intersection of the Caminho street and the boulevard would be able to see, in full view, the nearest crane. In the Infill Zone, buildings along Caminho streets would be on larger parcels. Parcels may take up the 60-meter depth of the overlay, or there may be multiple buildings within that depth. Buildings

Buildings along Caminho streets in the Infill Zone would sit on larger parcels (left). In interior blocks of the Infill Zone, parcels and buildings are planned to be smaller. Edifícios ao longo das ruas Caminho na Zona Infill sentava em parcelas maiores (à esquerda). Nos blocos interior da Zona de Aterros, parcelas e edifícios estão previstas para ser menor.

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Plazas where Caminho streets meet the waterfront boulevard would be designed to maximize views to former port cranes.

Praças onde as ruas Caminho atendem a avenida beira-mar seria projetado para maximizar a vista para guindastes portuários anteriores.

Building heights descend gradually from the mouth of Canal do Mangue to the edges of the new development area.

shall be between 465 and 930 square meters. There may be buildings between 930 and 1,860 square meters, but only one for each pair of blocks along a street. In the interior blocks of the Infill Zone, parcels should be much smaller, between 90 and 555 square meters.

the canal toward inland areas. Towers should not locate directly across a street from one another.

Building Height Building height in the Redevelopment Zone is a minimum of four stories. Up to 50% of the building’s footprint may go up to six stories. Areas adjacent to cranes must be six stories. Additionally, towers may be built along Caminho streets. The heights of these towers should descend gradually from the mouth of

In the overlay, non-tower buildings should be a minimum of three stories, with a maximum of five. Towers are not allowed in the rest of the Infill Zone, and buildings should be between a minimum of two stories and a maximum of four.

This pattern of towers continues into the Caminho Overlay of the Infill Zone, creating progressively lower towers toward the edge of the development.

Many buildings, particularly on Caminho streets, would have

Alturas de construção descer gradualmente a partir da foz do Canal do Mangue para as bordas da área de desenvolvimento de novo.

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Building heights are higher toward the waterfront of the Guanabara Bay, and highest where the waterfront and Canal do Mangue meet. Alturas de construção são mais elevados em direção ao mar da Baía de Guanabara, e mais alto, onde o mar eo Canal do Mangue se encontram. 4-6 stories 3-5 stories 2-4 stories 50+

Tower Stories

first-floor retail. These retail floors should be 5 meters in height to allow for multiple levels of parking behind, as will be discussed in the section “Parking” on page 86. Circulation All buildings in the Redevelopment Zone should have interior courtyards, which would provide a secondary,

semi-private circulation area for residents. If a building has multiple such courtyards, they must be connected by groundlevel access. The system of courtyards must have at least two access points to a neighboring street. If there is more than one courtyard, then the street accesses may not be from the same courtyard. The accesses should

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Interior courtyards in the Redevelopment Zone would provide a secondary, semiprivate circulation area for residents.

the courtyard is always at least 40% shaded. A similar system of courtyards should occur along Caminho parcels in the Infill Zone. These may connect either to neighboring streets or to pedestrian accesses outside of the Overlay Zone. On interior blocks of the Infill Zone, all parcels must be accessed by at least a pedestrian lane.

Pátios interiores na Zona Redevelopment proporcionaria uma secundária, área de circulação semi-privado para os residentes.

Interior courtyards in the Caminho Overlay should connect to either neighboring streets or pedestrian accesses outside the overlay.

This lane must be a minimum of 4 meters wide so as to allow emergency vehicle access. The lanes must be laid out such that no parcel is more than 45 meters from a street. If a lane is 4 meters wide, it must have a controlled access system so that cars cannot enter. Lanes must be 5.5 meters if they wish to have no such feature.

Pátios interiores do Overlay Caminho deve conectar-se tanto ruas vizinhas ou acessos de pedestres fora da sobreposição.

All interior Infill Zone parcels must be accessible by at least a pedestrian lane.

Todas as parcelas do interior da Zona de enchimento deve ser acessível, pelo menos, um peão lane.

not line up, but be offset from one another. Courtyards should be a minimum of 12 meters wide. Shade should be provided in courtyards such that, through a combination of trees and plants, shade structures, or building walls,

Between the parcels along the waterfront, a series of pedestrian-priority streets would connect the waterfront to the boulevard. These would allow cars, but would have no curbs and not allow on-street parking, encouraging cars to mix safely with pedestrians and cyclists. These streets must be a minimum of 5 meters and a maximum of 9 meters in width. New local streets in the rest of the area should be multimodal

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In the Redevelopment Zone, multiple courtyards within a block would be connected via ground-level access. Na Zona Redevelopment, pátios múltiplas dentro de um bloco seria conectado via acesso ao nível do solo.

Interior Infill Zone lots must be fronted by a least a pedestrian lane a minimum of 4 meters wide. Lotes da Zona Interior de enchimento deve ser liderada por, pelo menos, uma faixa de pedestres um mínimo de 4 metros de largura.

Narrow, curbless streets adjacent to waterfront parcels would encourage safe sharing of street space by pedestrians and cars. Ruas estreitas e curbless adjacentes às parcelas beira-mar seria incentivar o compartilhamento seguro do espaço da rua por carros e pedestres.

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All other local streets would be multimodal and pedestrian-friendly, including one travel lane in each direction, with parking and a bike lane adjacent to the sidewalk.

Todas as outras ruas locais seriam multimodal e pedestres, incluindo uma faixa de rodagem em cada sentido, com estacionamento e uma ciclovia ao lado da calçada.

and pedestrian friendly. They should generally include one travel lane in each direction, with parking and a bike lane adjacent to the sidewalk. Travel lanes should be no more than 3 meters and parking lanes no more than 2.5 meters, while bike lanes should be at least 2 meters. A buffer of 1 meter should be between the bike lane and the parking lane.

The new waterfront promenade would have access to transit and green spaces, feature new tower development, and maintain cranes as a reminder of the area’s industrial heritage.

Setbacks and Articulation There shall be no minimum setback throughout the waterfront redevelopment area. In the Redevelopment Zone and Caminho Overlay, building facades shall be articulated every 7.5–15 meters. Articulations shall be a minimum of 1.5 meters. The maximum setback shall be 5.5 meters.

O novo passeio marítimo teria acesso ao trânsito e espaços verdes, o desenvolvimento característica nova torre, guindastes e manter como um lembrete do património industrial da região.

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Towers would allow many residents to have striking views of the water, Centro, and the Christ the Redeemer statue. Torres permitiria que muitos moradores ter uma vista espectacular sobre a água, Centro, eo Cristo Redentor.

Mix of Uses Multiple uses may be permitted within each zone. Retail and public uses are required on the ground floor of buildings along Caminho streets, and are encouraged on the ground floor elsewhere. Retail uses above the second floor are permitted only within the Caminho Overlay. Office and residential uses may mix, as long as the buildings where these uses mix meet requirements as outlined by the city.

Parking The proposed district’s mixed uses and excellent transit access would reduce car reliance. As such, there will be no minimum parking ratio. The maximum parking ratio will be one spot for every two residential units. Off-street parking may not be located along a street within the Caminho Overlay or along the waterfront promenade. Although allowed, off-street parking is discouraged along

Building facades should be articulated every 7.5 to 15 meters in the Redevelopment Zone and Caminho Overlay (right), rather than remain flat. Legenda vai aqui por cerca de quantas linhas você precisa, mas provavelmente mais sobre como três ou quatro linhas? Eu não sei.

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

The remediation of bay waters, along with new development, promises a compelling new Rio de Janeiro waterfront with unique artifacts of its maritime past.

A remediação de águas da baía, junto com o desenvolvimento de novo, promete um novo compelindo Rio de Janeiro waterfront com artefatos originais de seu passado marítimo.

other major streets and at corners. Preferred locations for parking are along minor local streets.

parking on site; however, parking from multiple buildings may be aggregated into shared parking garages.

Underground parking may be permitted anywhere on the site, although the rules for the location of the access to such parking is the same.

These garages are encouraged to have ground-floor retail, and are required to if located in the Caminho Overlay. Structured parking located behind a 5-meter retail frontage may build two levels of parking within the 5-meter space.

Although surface parking is allowed, structured and underground parking is strongly encouraged. Each building may handle its own

Off-street parking areas are best located along minor streets in the waterfront redevelopment area.

CAMINHO NOT PERMITTED

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ENCOURAGED MINOR STREET

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MAJOR STREET

Áreas de estacionamento fora da rua, são mais bem situado nas ruas menores na área de reabilitação mar.

Parking may be open to either the street or an interior courtyard for ventilation, but not both, so as to preserve at least one frontage. Parking is encouraged to be built at the second and third floors so as to preserve the street wall. Parking may be lined on either the street side or courtyard side by singleloaded dwelling units.

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The Caminho As the final piece to the Caminhoâ&#x20AC;&#x2122;s armature of services and public amenities, new waterfront development offers both an influx of new residents and a system of new public spaces. As development fills in on former Port land, special policies would ensure that the development is paired with a proportionate amount of public services that become part of the Caminho network.

UNIVERSITY OF PENNSYLVANIA â&#x2C6;&#x2122; Rio de Janeiro Waterfront Redevelopment Studio

Meet Claudia Claudia is a 27-year-old who lives in a new mid-rise building facing Guanabara Bay. She works downtown at the Legislative Assembly of the State of Rio de Janeiro and takes the light rail along the waterfront and down the canal to access the metro into Centro.

She was attracted to the area because the development provided a complete and affordable neighborhood near her family home in S찾o Crist처v찾o. Her new apartment not only has great waterfront views like more expensive homes in the South Zone, but has easy access to Centro and a wide array of attractive public space and health services.

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Implementation Implementação The vision espoused here can only be successful if a strategic application of phasing, design standards, financing, and administrative structure is put into place. The initial phase will focus on solutions that can be executed before the arrival of the 2016 Olympic Games, while the second phase will build on that progress and take the vision to the next level by 2025.

A working waterfront: the port’s western shore as it presently appears. A orla de trabalho: costa oeste do porto, pois atualmente aparece.

The first and second phase improvements will continue to grow and flourish in the decades that follow, leading to our 30-year planning horizon. In addition, design guidelines must be established such that

these various elements retain a character representative of these functions. It is important that these are adhered to, as diversion from these guidelines may reintroduce many of the issues addressed here. Finally, it is crucial to the success of this plan that the phasing match up with the financing, and that partnerships between the private and public sectors be fully exploited to this end. Strategic revenue capture, applied through various mechanisms and administered via a series of special purpose entities, is the key to implementing this vision to fruition.

IMPLEMENTATION

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Implementation plan The total implementation plan addresses five goals: 1. Improving local quality of life and establishing a hub of energy, sustainability, and public health, while also healing the relationship between the community and the water.

Existing: Port operations extend from Caju to Gamboa. The Port establishes a truck staging area in a disused rail yard, and increases land area for container operations. A vacated shipyard becomes a wetlands for bioremediation of polluted waters. Streets with existing health services and public space form the beginnings of the Caminho network. The Perimetral is consolidated to remove a barrier to the waterfront. Industrial ecology businesses establish on underutilized land in Caju. Waterfront development begins on land opened by the consolidation of the Port. The Caminho network grows with the addition of several new streets. The Caminho armature network completes, and the North Zone becomes home to its own urban waterfront. Existente: operações portuárias vão desde Caju para a Gamboa. Estabelecimento de ruas secundárias da armadura e quiosques. O Porto estabelece uma área de preparação do caminhão em um pátio ferroviário abandonado, e aumenta a área de terra para operações de contêineres. Um estaleiro torna-se um desocupado zonas húmidas para biorremediação de águas poluídas. Ruas com serviços de saúde existentes e espaços públicos formam os primórdios da rede Caminho. A Perimetral é consolidado para remover uma barreira para o mar. O Caminho de rede armadura completa, e da Zona Norte torna-se o lar de sua própria orla urbana.

2. Creating a network of public space to provide mobility and to link Caju, São Cristóvão, the Waterfront, and the Olympic Media Village.

northwest of Caju, and the assembly of land for creating a biofuels industrial cluster. The development of the Caminho, a public armature with integrated green space, community facilities, and services will work in tandem with bioremediation to improve the mobility and quality of life in Caju, while creating a framework of linkages with and within São Cristóvão.

3. Solving São Cristóvão’s disjunction with the waterfront through reconstruction of the highways and surface routes. 4. Redefining the port land uses to allow the site to realize its highest and best use. 5. Meeting the near-term operational needs of the port while preparing for a stable transition from a working waterfront to a public amenity. Reintroducing the portside communities to the water will begin with the construction of a bioremediation zone in the

IMPLEMENTATION

Improving local quality of life and establishing a hub of energy sustainability and public health, while healing the relationship between the community and the water.

INDUSTRIAL ECOLOGY PHASE II

NEIGHBORHOOD AND INDUSTRIAL ECOLOGY PHASE I

Create a network of public space to proide mobility and to link Caju, São Cristóvão, the waterfront, and the Olympic Media Village.

THE CAMINHO PHASE I

Solve São Cristóvão’s disjunction with the waterfront by reconstructing the highways and surface routes.

TRANSPORTATION AND MOBILITY PHASE I

Redefine the port land uses to allow the site to realize its highest and best use.

REIMAGINING THE PORT PHASE I

NEIGHBORHOOD AND THE CAMINHO PHASE II

TRANSPORTATION AND MOBILITY PHASE II

REIMAGINATION AND REVITALIZATION PHASE II Meet the near-term operational needs of the port while preparing for a stable transition from a working waterfront to a public amenity.

2012

PORT REVITALIZATION PHASE I

2014

2016

5 Years

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

10 Years

Destination: The Port in 2030 Neighborhood and Industrial Ecology

Revitalization of the Port

The Caju district becomes a hub of sustainability and public health, becoming a model for treating environmentally distressed neighborhoods and cities.

The port is more competitive with an expanded and specialized operation, while the burden placed on the surrounding neighborhoods is lessened.

The Caminho

Reclamation of the Waterfront

The provision of critical open space becomes an armature uniting the community, improving mobility, and enhancing health and human services.

Transportation and Mobility

A new waterfront district is born, with a connection to the adjacent canal, Centro, Caju, and São Cristóvão. The physio-biological environment in Caju is restored, and the cause becomes a driver for the growth of a bio-fuels industrial cluster.

A systematic solution to the problem of traffic congestion in the port district improves the flow of people, goods, and services, while improving the connection between São Cristóvão and the water.

2025

2040

30 Years

IMPLEMENTATION

CAJU

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São Cristóvão

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

CENTRO

Phase 1: Target 2016 Neighborhood and industrial ecology At the former shipbreaking site in northwest Caju, a new wetlands biofilter will begin the restorative process. Strategic parcels of land will also be assembled to develop a biofuel plant. To support the transition in Caju from a toxic environment to a thriving mixed-use community, new facilities will be established.

The Port establishes a truck staging area in a disused rail yard, and increases land area for container operations. A vacated shipyard becomes a wetlands for bioremediation of polluted waters. Streets with existing health services and public space form the beginnings of the Caminho network. The Perimetral is consolidated to remove a barrier to the waterfront. O Porto estabelece uma área de preparação do caminhão em um pátio ferroviário abandonado, e aumenta a área de terra para operações de contêineres. Um estaleiro torna-se um desocupado zonas húmidas para biorremediação de águas poluídas. Ruas com serviços de saúde existentes e espaços públicos formam os primórdios da rede Caminho. A Perimetral é consolidado para remover uma barreira para o mar.

The Caminho Primary armature connections will be established featuring street improvements. These connections will provide a safe and continuous route between the Olympic Media Village, São Cristóvão, and Caju. Transportation and mobility A new six-lane highway will be constructed to the west of the Avenida Brasil, creating double capacity for handling new traffic associated with the Olympics.

The land adjacent to the cemetery, now an underutilized rail yard, will be remediated and prepared for construction of the truck staging site, which includes chassis storage, parking, and queuing facilities. In coordination with staging, a dedicated truck route will service the newly assembled land in northwest Caju leading directly to the port and to the highway system. Reclamation of the waterfront To begin the process of transforming the western waterfront from industrial use to a public amenity, the section at the mouth of the canal will be reconfigured following the relocation of port uses. This area can serve as a complementary feature with the Olympic Media Village to the south along the canal. A public armature connection between the Feira and the waterfront is established via the historic church corridor.

Revitalization of the port Traffic issues throughout Caju will be alleviated and the first section of landfill will be completed in the northern area of the port.

IMPLEMENTATION

IDA

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CANAL DO MANGUE

CAJU

CENTRO

Phase 2: Target 2025 Neighborhood and the Caminho The neighborhood ecology and the Caminho phase will fuse together the community facilities proposed for Caju with the Caminho. Caminho kiosks will be established at nodes along the Caminho and a secondary set of Caminho linkages will be developed to strengthen and expand the web of connectivity. Transportation and mobility After the 2016 Olympic Games, the old sections of the Perimetral will be demolished in order to facilitate pedestrian connections between the waterfront and São Cristóvão. The areas that remain will be developed in conjunction with a new network of streets to divide the large existing blocks that will be rezoned primarily for residential use.

Industrial ecology businesses establish on underutilized land in Caju. Waterfront development begins on land opened by the consolidation of the Port. The Caminho network grows with the addition of several new streets. Empresas ecologia industrial estabelecer em terras subutilizadas no Caju. Desenvolvimento Waterfront começa em terra abriu-se pela consolidação do Porto. A rede Caminho cresce com a adição de vários novas ruas.

in creating a national hub for sustainable energy research and development. Industrial tenants in the clean energy research and development sector will move into newly created facilities as the biofuel energy plant comes online. Reclamation and revitalization This waterfront will begin the redevelopment process with a mixed-use residential community. At the same time, the areas to the west of the Avenida Brasil and the Olympic Media Village will be opened for redevelopment.

Industrial ecology The initial land assembly and creation of energy infrastructure will give way to the development of a biofuels industrial cluster in Caju. To maximize traction and effect synergy, local public and private institutions such as the UFRJ will be engaged as partners

IMPLEMENTATION

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S찾o Crist처v찾o

CENTRO

A potential view to the Christ the Redeemer statue in 2030.

Uma visão potencial para o Cristo Redentor em 2030.

Destination: Port in 2030

The Caminho armature network completes, and the North Zone becomes home to its own urban waterfront. O Caminho de rede armadura completa, e da Zona Norte torna-se o lar de sua própria orla urbana. Industrial ecology Truck staging Truck strip retail Car pads Parking Container pads Open space New buildings Caminho connections

Neighborhood and industrial ecology The Caju district becomes a hub of sustainability and public health and a model for treating environmentally distressed neighborhoods and cities. The Caminho The provision of critical open space becomes an armature which unites the portside communities while improving mobility and enhancing health and human services. Transportation and mobility A systematic solution to the problem of traffic congestion in the port district improves the flow of people, goods, and services, while improving the connection between São

Cristóvão and the waterfront. Revitalization of the port The port is more competitive, with expanded and specialized operations, while the burden placed on the surrounding neighborhood is lessened. Reclamation of the waterfront The aquatic environment in Caju is restored and the restoration effort becomes a driver for the growth of a biofuels industrial cluster. On the western shore, a new waterfront district is born, with a connection to the adjacent canal, Centro, Caju, and São Cristóvão.

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Financing The vision and strategy for the port redesign and redevelopment requires a substantial investment over the next decade. A wide range of revenuegeneration and value capture mechanisms can be adopted in order to finance the reconstruction of the Avenida Brasil, Caminho facilities, land assembly and ecological restoration in Caju, and improvements to port infrastructure. The most significant source of revenue for these projects will be two major bond issues: The Rio de Janeiro Infrastructure Bond Program and the Rio De Janeiro Economic Development Bond Program. Additional revenue streams coming from land sales, assessment districts, and various fees can bolster these programs and add momentum.

Revenue generation Revenue sources that can be used to support debt financing and other funding strategies include the following: Tolls Additional tolls are crucial to

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the funding of highway and transit infrastructure, and these can come in the form of tolls added to the new stretches of highway, or additional tolls levied on both the egress and ingress points of the Rio– Niterói Bridge. Parking fees Street and garage provisions along the waterfront will generate additional revenues from parking fees. Entry fees Entry fees into both the port and the truck marshalling yard serve as important sources of revenue for both capital expenditures and maintenance. Transit taxes Increased transit infrastructure and ridership should be subject to tax levies focused on new improvements. Corporate sponsorship Corporate sponsorship of targeted public amenities, such as soccer fields, can provide large perennial income streams. Land sales/leases After witnessing soaring real estate prices in the last decade, the collective parcels currently occupied by the port, the Avenida Brasil, and industrial uses in São Cristóvão carry

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Revenue generation, capture, and application.

PORT FEES

PARKING FEES

TOLLS

GROUND LEASES

PROPERTY TAX

Geração de receitas, captação e aplicação. INFRASTRUCTURE BOND

LAND SALES

ECONOMIC DEVELOPMENT BOND

TIF

PROPERTY TAX LEVIES

FAR PROGRAM

PORT

TRANSPORTATION

enormous value that has the potential to be unlocked. Property taxes The growth in development will contribute significantly to property tax revenues, and particular uses can be subject to additional levies (see below). FAR allowance program The State of Rio de Janeiro’s current CEPAC program allows developers to exceed maximum FAR by purchasing allowances. Currently, CEPAC revenue contributes to infrastructure investment in the Olympic Village. A similar program should be extended to include the waterfront, where property demand will be the most intense. Impact fees Impact fees charged to developers and calculated in a

INDUSTRIAL ECOLOGY

WATERFRONT DEVELOPMENT

IMPACT FEES

THE CAMINHO

fair and accurate manner will contribute to the construction of schools and other public facilities that are necessary to support the growing populations in Caju and São Cristóvão.

Value capture As the redevelopment plan proceeds, it becomes critical for the community to capture a portion of the value increase to surrounding properties. The waterfront and the adjacent interior blocks hold massive potential market value that can be unlocked and allocated to community resources and public improvements within the redevelopment areas. The entire redevelopment area along the waterfront and in São Cristóvão encompasses approximately

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Potential land values, as represented by this zone-value diagram, are extremely high in the development zone, due to strong demand for residential, office, and retail space and the limited supply of urban land. Valores da terra potenciais, representados por este diagrama zona de valor, são extremamente elevada na zona de desenvolvimento, devido à forte demanda para o escritório, residencial e espaço comercial ea oferta limitada de terra urbana.

127 hectares. The probable improved fair market value is estimated at R$200 million to R$400 million per hectare, for a potential development value of R$35 billion to $50 billion. The residual land value is equal to approximately 85% to 90% of the improved fair market value, with a total site value of R$30 billion to $40 billion. Land in the redevelopment area is owned by a collective mix of public and private entities, so some of the value can be captured directly. Gains to private parties can be shared through a combination of bond programs and assessment districts. Some value capture strategies and mechanisms that can be applied to the port redesign and redevelopment include the following:

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Tax increment financing With proper monitoring by a special-purpose entity, a temporary tax-increment financing district can be used to size bond issuances for both large-scale infrastructure investments and as additional equity with which to attract developers. Property tax levy While tax increment financing would be a temporary measure, a permanent, areaspecific surcharge on property taxes — much like Business Improvement Districts and Special Service Areas in United States—could be used to fund ongoing maintenance and capital improvements to the community resources.

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Improvements to the port will generate an increase in docking fees, which can be captured to finance further improvements and ongoing maintenance and operations.

Melhorias para o porto vai gerar um aumento nas taxas de atracação, que podem ser capturados para financiar melhorias e manutenção contínua e operações.

Bonds Bonds can be issued based on the revenues generated by tolls, FAR allowance sales, revenues from corporate sponsorships, ground leases, and fees. While not the simplest option, issuing a bond or bonds based on projected revenues can provide the single largest cash infusion for the development of many aspects of the plan. We recommend that the City and the State coordinate to create two distinct bond programs: 1. An infrastructure bond program, focusing on the construction needs of large-scale shipping and transportation projects. 2. An economic development bond program, focusing

on industrial ecology, waterfront development, and the Caminho.

Special entities The success of this vision rests heavily on the ability for coordination, revenue-sharing, and cross-subsidization over a large scale. Given that existing government entities maintain distinct roles in Rio, and that the private sector functions mainly within its own realm, it is crucial to establish a group of special purpose entities with official public-private partnership designations. Special purpose entities (SPE) can be given oversight of land development and the maintenance. They may be beyond the normal partnership arrangements between public and private actors, providing

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not just the means for coordination but a distinct and authoritative presence that ensures development occurs in a manner consistent with this plan’s vision. Not every element of this plan requires the gravitas of the special purpose entity. However, this plan presents a number of large-scale projects that could benefit from this type of organization. The following entities should be established to guide implementation of the plan: Waterfront development A special purpose entity should be created to assume full responsibility for rendering land, overseeing infrastructure development, and administering the revenuegenerating mechanisms outlined above. A waterfront redevelopment SPE can act simultaneously as a development manager and as a capitalized improvement district, providing services in the form of ongoing improvements and general maintenance. The entity’s ultimate responsibility is to ensure São Cristóvão’s waterfront develops and maintains attractiveness and

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competitiveness. The Caminho Various sites along the armature require significant levels of land development. Like with the waterfront, these sites also require an administrative entity to oversee development and to accomplish the goals of the Caminho plan, while providing ongoing services and support to the Caminho. Truck marshalling yard A special purpose entity at the truck marshalling yard would assume responsibility for both the rendering of land to private developers for the truck mall concept and the construction of the staging area. Funds generated from land sales or ground leases can be used to fund the construction of the marshaling yard, while user fees charged to trucking and logistics firms can be used to support the operating budget. Depending on revenue and expense realizations, port entry fees can be applied in addition to the yard user fees, and can also be shared between the truck staging entity and the Port Authority.

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Special Purpose Entities: The structure and function of designated publicprivate partnerships in the port redesign and redevelopment area. Sociedades de Propósito Específico: A estrutura e função de determinadas parcerias público-privadas na área portuária e redesenho redesenvolvimento.

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Conclusão O Waterfront Desenvolvimento e Plano de Projeto propõe uma abordagem multifacetada para resolver os problemas no porto ativa da cidade e os bairros que o cercam. Com a especialização e consolidação de atividades portuárias, o Porto seria mais rentável, e as comunidades serão aliviados de tráfego de caminhões perigoso. O Caminho seria amarrar comunidades isoladas em conjunto, proporcionando um melhor acesso aos serviços necessários. A reabilitação de estruturas históricas e de desenvolvimento planejado de 2,5 milhões de metros quadrados de novos edifícios residenciais e comerciais marca a chegada de um bairro beira-mar convincente no Rio

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que combina uma tradição cultural ao longo da orla com a possibilidade de forjar um novo sentido de lugar ao longo da Baía de Guanabara . Orla de trabalho em todas as cidades enfrentam problemas econômicos e sociais como as áreas urbanas crescem e evoluem. A ameaça do aumento da concorrência a partir do Superporto do Açu é compensado pelo investimento maciço entrar no porto através do plano de Maravilha Porto. Como o Rio entra o olhar do mundo por sediar a Copa do Mundo de 2014 e os Jogos Olímpicos de 2016, agora é o momento adequado para enfrentar as ameaças e aproveitar as oportunidades que estavam na frente da cidade.

UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Chapter hed Capítulo Conclusion

The Rio de tristique erat Janeiro vitae nulla Northern convallis ac Development Waterfront tempor augue lacinia. and Design Vivamus Plan auctor proposes ante aeumultifaceted dui tempor et approach facilisis lacus to addressing porta. Utproblems mauris ligula, in tincidunt the city’s active eget imperdiet port and quis, lobortis the neighborhoods sed quam. Vivamus that vel massa ac it. surround nibh By luctus specializing posuere quis consolidating and sed neque. Integer port semper mollis urna, activities, theetPort mattis would quam vestibulum be more profitable, quis. Integer and the ut magna augue.will communities Nunc be relieved pharetra, metus of dangerous eu volutpat truckeuismod, traffic. enimCaminho The ligula vehicula public sapien, armature sit amet mattis would tie isolated ipsumcommunities augue nec mauris. while providing together better access to necessary Pellentesque nec tincidunt services. The rehabilitation justo. Integer varius ultrices of historic structures and turpis, at pharetra elit gravida planned development of 2.5 imperdiet. Ut laoreet convallis million square meters of new volutpat. Pellentesque residential and commercial hendrerit, ante at dignissim buildings marks the arrival

of a compelling aliquet, urna tellus waterfront fermentum ante, non elementum neighborhood in Rio that sapien dui ut augue. combines a cultural Etiam tradition erat mi, ullamcorper along the waterfront a tincidunt with in, lobortis the possibility iaculis of massa. forging Nulla a interdum new senseconsectetur of place along dolor vitaeGuanabara the dictum. Nunc Bay.inWorking dignissim odio. Aliquam waterfronts in every at sapien city nisi. face Nullam quis economic and enim social a velit problems lobortis as urbanluctus areas in grow at sapien. and QuisqueThe evolve. consequat threat ofconsectetur increased pharetra. Ut from competition posuere thenulla Açu et libero volutpat Superport is balanced faucibus. by the Donec sed massive investment enim tincidunt entering eros semper the portposuere. through Maecenas the Porto dapibus turpis Maravilha plan.quis As Rio mauris enters pretium the world’s laoreet. gaze Ut by malesuada hosting consectetur the 2014 World massa Cup ac and congue. the NullamOlympic 2016 ut enimGames, vehicula now is dui ultrices the appropriate dapibus. timeFusce to address consectetur the threats and urnabuild ac mauris upon the tincidunt dignissim. opportunities that lay Duis in front ut orci non of the nunc city.dictum.

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Sources Chapter 3: Port Hurrell, Fiona. “Rio Faces Challenge of Recycling: Daily”. The Rio Times. March 25, 2012. http:// riotimesonline.com/brazil-news/rio-daily/rio-faces-challenge-of-recycling/ Columbia University Graduate School of Architecture, Planning and Preservation. “Energy Usage for Sao Paulo Households: Biogas in Context”. SLUM LAB (Sustainable Living Urban Model). http://slumlab.org/ page/5#/post/1110752592 Energy Sector Management Assistaince Programm (ESMAP). Brazil: How do the Peri-Urban Poor Meet their Energy Needs: A Case Study of Caju Shantytown, Rio de Janeiro, ESMAP Technical Paper Series, No. 094. The World Bank. Washington, DC: February 2006) Chapter 4: Connections Tatiana Rodrigues de Araujo Teixeira and Oswaldo Gonçalves Cruz. “Spatial modeling of dengue and socioenvironmental indicators in the city of Rio de Janeiro, Brazil”. Caderno de Saúde Pública: Vol.27, no.3. Rio de Janeiro, Brazil (March 2011) Fundação Gol de Letra. Annual Report 2010. São Paulo, Brasil (2010). http://www.goldeletra.org.br/UserFiles/ RelatorioAnual2010_GOLDELETRA.pdf

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UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Image Citations Chapter 3: Port Barcelona: Wikimedia http://upload.wikimedia.org/wikipedia/commons/0/0c/Barcelona_port_II.jpg Los Angeles: portoflosangeles http://d1j01gsz6hg963.cloudfront.net/wp-content/uploads/2011/12/Port-of-Los-Angeles-to-Get-New-Container-Terminal.jpg Straddle Carrier: Jo), Flickr; http://www.flickr.com/photos/linsengericht/6343172155/ Bandeirantes Case Study TOP: LOGA Logística Ambiental de São Paulo; http://www.loga.com.br/IMAGES/LOGA-ATERROBANDEIRANTES_01.jpg BOTTOM: Biogas; http://biogas-ambiental.com.br/ LUIS: BOTTOM: Urban Biofilter; http://urbanbiofilter.org/ot411/ Chapter 4: Connections “Felipe”: Claudia Elias Soccer field: Lucas Conrado Chapter 5: Waterfront Historic Igreja São Cristóvão (1901): Claudio Lara, Flickr; http://www.flickr.com/photos/ claudiolara/2662255721/ “Claudia”: Claudia Elias Streetcar: Doug Beghtel/The Oregonian Waterfront: Christophe Trinquier View by PHAGEMANN

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