SMART INFRASTRUCTURE & MOBILITY TU DELFT

SMART Infrastructure & Mobility Planning and Design of Water Resilient Cities in Developing Contexts: The case of the São Paulo Water Ring, Brazil.

Edited by

D. Piccinini R. Rocco T. Bacchin

URBANISM

©Bouwkunde TUDelft, 2014 ISBN: 978-94-6186-340-9

COLOPHON SMART Infrastructure and Mobility.

Planning and Design of Water Resilient Cities in Developing Contexts: The case of the S達o Paulo Water Ring, Brazil.

Elective AR0027 Master 2 Q4-2013/2014 (6 ects)

Responsible Professor:

Students:

Prof.dr.ir. Arjan van Timmeren Chair of Environmental Technology & Design Department of Urbanism Faculty of Architecture and the Built Environment Delft University of Technology (TU Delft)

Mar Mu単oz Aparici Laura Katharina Straehle Elmar van Cleynenbreugel Jelle van Gogh Juliska Wijsman Lena Niel Nirul Ramkisor Barbara Bekhof Ilham Lakhal Maurice Gilians Pui-Yi Kong Bernardo Rossi Luca Vacchini Vincent Marchetto Agnes Galama Mick van der Velden Eelco de With Sebastiaan Huls Bram Klatser Felix van Zoest

Lecturers: Taneha K. Bacchin / t.bacchin@tudelft.nl Research Associate Environmental Technology and Design Denise Piccinini / d.piccinini@tudelft.nl Lecturer Landscape Architecture Roberto Rocco / r.c.rocco@tudelft.nl Assistant Professor Spatial Planning and Strategy Student Assistant: Carmem Aires / carmem.aires1@gmail.com Layout: Gustavo Wierman / gustavo.wierman@gmail.com Sponsors: DIMI - Delft Infrastructures & Mobility Initiative NHBOS Foundation FAUUSP - Faculty of Architecture and Urbanism University of S達o Paulo/Metr坦pole Fluvial Research Group

CONTENTS Introduction Case study city S達o Paulo/ Field Trip Case study project S達o Paulo Metropolitan Waterway Ring Student Projects Get Carried Awaste Citizens Support Vidiera Urbana The Hinge Into the Node A Polycentric S達o Paulo

Rio Itaquera, Zona Leste, S達o Miguel Paulista, S達o Paulo Photo: Roberto Rocco

INTRODUCTION DESIGN AND GOVERNANCE OF WATER RESILIENT CITIES IN DEVELOPING CONTEXTS: THE CASE OF THE SÃO PAULO WATER RING, BRAZIL. Arjan van Timmeren

This book presents the outcomes of the 2014 eligible course ‘Smart Infrastructure and Mobility’ (SIM), of the Delft University of Technology, Faculty of Architecture and the Built Environment Urbanism MSc.

The course builds on the theme of the São Paulo Water Ring, locally known as ‘Hidro-Anel’ – the Metropolitan Waterways Ring of São Paulo project designed by the ‘Metrópole Fluvial’ research group. A group of 21 Master students from the TU Delft, with a background of 6 Nationalities took part in this intensive course on sustainable infrastructures, with a special focus on water and waste this year.

The complexity of planning and designing for water resiliency in a metropolis of the developing world poses two important questions:

(a) How the design of landscape infrastructures could potentially improve the social, economic and ecological conditions of densely occupied areas; and

(b)How water planning/governance could best support the transition towards livable and resilient territories.

Infrastructure projects are ‘agents of change’ that reflect, reproduce and alter the broader urban transformations, in particular towards sustainability.

One of the features of twenty-first century urbanism is the dramatic world-wide expansion of large urban infrastructure project studies and developments to keep pace with urban growth (Dimitriou, 2014). Infrastructure, its morphology, integration, and fit with a city’s social fabric are essential to the urban metabolism (Guy et al., 2001; Heyman et al., 2009; Kennedy et al., 2007; 2007; Newman et al., 2009). Yet evidence suggests urban infrastructure investment has a questionable record in demonstrating just and sustainable outcomes (Swyngedouw, 2004; Flyvbjerg, 2005; Haughton and McManus, 2011). Metropolitan network logics, rationalities and ideologies shape decisions about infrastructural intervention at different spatial scale levels. Lack of infrastructure capacity is seen as a limit to city growth and prosperity (UN-Habitat, 2012), so cities face pressure to upgrade infrastructure as part of a global inter-urban competition (Harris, 2003; Hodson and Marvin, 2009 and 2010; Jonas et al., 2010). Infrastructure planning can build equitable and sustainable resilience to climate change (Bulkeley, 2003; Timmeren & Henriquez, 2013), with new

projects addressing social, economic or environmental inequalities. But infrastructure investment may also reflect and re-enforce power inequalities, displacing poor and marginalised groups within the city or its hinterlands (Graham and Marvin, 2001; Swyngedouw, 2004; Rodgers and O’Neill, 2012, Anand, 2012) fracture livelihoods and reinforce spatial divisions. Infrastructural investments influence the future trajectory of urban sustainability. Crucially, the politics of infrastructural investment is not simply about the infrastructure itself, but what happens in and around new infrastructure as it is rolled out within the urban fabric. Financing infrastructure investment is challenging, with past infrastructure planning criticised for its optimism bias (Flyvbjerg, 2005), and for being shaped by private sector interests (Bakker, 2003; Koppenjan and Essenkink, 2009).

Based on this consciousness, the SIM course focuses on the interconnections between spatial planning, urban landscape architectonical design and regional design in a cross disciplinary way (three TU Delft urbanism chairs are involved: Environmental Technology and Design (lead), Spatial Planning, and Landscape Architecture).

Steering a middle path between the just and sustainable aspirations for infrastructure, and the more problematic realities revealed in commentators’ assessment of past projects, this course develops, interrogates and tests the concept of ‘malleable infrastructure’, that is, the idea that all infrastructure investments offer the potential to be molded to achieve spatial justice, sustainability and prosperity.

Within the presented work, the chosen context of São Paulo is essential, as it represents many similar areas throughout the world where in countries like Brazil urban planning processes can ‘fail to take adequate account of public goods and the broader issues of inclusion’, perhaps reflecting Brazil’s political history that is innovatively inclusive, but at the same time polarised in the distribution of wealth (Holston, 2008; Wampler, 2010). Just and sustainable transformations are therefore understood to include both distributive components, relating to the investment’s anticipated and realised distribution of social, economic and environmental outcomes, and procedural elements relating to who is involved in decisions through which processes drawing on what resources.

The main goal of the elective is to elaborate

a critical analysis of the physical and planning contexts and a design for one sub-system of the High Tietê river basin system in São Paulo, Brazil. This project includes the introduction of a new urban waterway in the form of a lake/navigable channel in a densely populated district of São Paulo. The aim is to understand and act on critical water management and design issues in a developing context.

Besides of extensive preparative studies at the TU Delft, a fieldtrip to São Paulo formed an important part of the presented SIM course. The focus of the preparative studies concerned: (1). Occupation polices and social dynamics; (2). Actors involved in the water management and governance structure; (3).

Environmental issues and potentialities; (4). Site spatialgeographical information.

During the fieldtrip students and staff were introduced to the city, the specific focus areas, and to many of the related stakeholders, both professional as well as citizens/users, in the area. The fieldtrip was financially supported by the organizing chair of Environmental Technology & Design at the Faculty of Architecture and the Built Environment, department of Urbanism, and the interfacultary ‘Delft Infrastructure and Mobility Institute’ (DIMI) of the TU Delft.

The fieldtrip was further supported locally by the ‘Metrópole Fluvial’ group based at the Faculty of Architecture and Urbanism of the University of São Paulo (FAU-USP), led by the professors Alexandre Delijaicov, Antonio Carlos Barossi and Milton Braga and by the Architect of the São Paulo Municipality André Takiya.

Part of the program consisted of a two day International Seminar on the subject ‘Architectural and Urban Articulation of the Metropolitan Waterway System of São Paulo in the context of Smart Infrastructure and Mobility Studies’. The Seminar count with the presence of essential stakeholders in the field and their higher representatives from the State Government of São Paulo and the Municipality of São Paulo: Casemiro Tércio Carvalho, director of the Waterways Department for the State Secretariat of Logistics and Transport of the State of São Paulo; Renato Viégas, president of the São Paulo Metropolitan Planning Agency – EMPLASA; Nabil Bonduki, Alderman and Secretary for Culture of the Municipality of São Paulo; Ricardo Toledo Silva, Deputy Secretary of the State of São Paulo for Energy and advisor to the Special Council for Strategic Affairs, State of São Paulo; Milton Xavier, Transport Planning Advisor to the State Secretariat of Logistics and Transport of the State of São Paulo; Frederico Bussinger, Institute of Logistics, Transport and Environment Development; and the Secretariat for Urban Development of the Municipality of São Paulo – PMSP. Furthermore, the

Seminar sessions count with the presence of experts from the University of São Paulo working in research and practice in the field: Maria Cristina Leme, Full Professor of Planning, Deputy Dean FAU-USP; Maria Lúcia Refinetti, Full Professor of Planning FAU-USP expert in Spatial Justice and Urban and Environmental Law; and Mario Thadeu Leme de Barros, Full Professor Polytechnic School-USP and Hydraulic Technology Center Foundation.

During this fieldtrip and the following weeks back at TU Delft, the students delimited the problem further, researched and designed possible solutions for physical and governance structures, and in the end have been developing an integrated project where aspects related to the sustainability of decisions and design and their implementation are emphasised, together with aspects related to the natural and built landscape of the river basin. In this phase the students also analysed other cases, assessed the already implemented projects and familiarised themselves and discussed about theory around the problems related to the 2014 SIM course assignment.

Conceptually the SIM course promotes a whole city perspective on resource planning that connects city-wide strategy to the detailed site design of infrastructural investments and interventions. Overall the 2014 focus and project represents an important opportunity for interdisciplinary collaboration that can provide new perspectives on the dynamic relationship between infrastructure planning and urban socioeconomic possibilities in urban areas that are under continuous stress of growth, pollution and lack of resources and (often) also of their management.

The outcomes presented in this book show the innovative and creative, though at the same time realistic and concise perspectives and solutions of the students involved in the 2014 SIM course, based upon their extensive studies, the fieldtrip, and the support of teaching staff of both TU Delft (Roberto Rocco, Denise Picinini and Taneha Bacchin) and University of São Paulo (Metrópole Fluvial Research Group).

It has been a pleasure to be able to lead this course, and related events, together with my DIMI colleague prof. Marcel Hertogh from the Faculty of Civil Engineering and GeoSciences. It can also be considered as an excellent start of a prevised structural exchange of research staff, students and knowledge between our Brazilian colleagues and students and TU Delft students and teaching and research staff. I am really looking forward to this further continuation. But before that, please enjoy reading this book and let the presented outcomes of this first exchange course inspire you!

References Anand, N. 2012. ‘Municipal disconnect: On abject water and its urban infrastructures’, Ethnography 13(4): 487-509.

Bakker, K. (2003). An Uncooperative Commodity.

Oxford: Oxford University Press.

Bulkeley, H. 2003. Cities and climate change: urban sustainability and global Environmental Governance, New York, Routledge.

Dimitriou H T. (2014). What constitutes a “successful” mega transport project? Planning Theory & Practice 15 (3): 389–430.

Flyvbjerg, B, (2005). Policy and Planning for Large Infrastructure Projects: Problems, Causes, Cures, World Bank Working Paper 3781, Available at SSRN: http://ssrn.com/abstract=2278256.

Graham, S. and Marvin, S. (2001). Splintering Urbanism: Networked Infrastructures, Technological Mobilities, and the Urban Condition. New York: Routledge.

Guy, S, S. Marvin and T. Moss, 2001. Infrastructure in Transition, Earthscan, London.

Harris,C, (2003). Private Participation in Infrastructure in Developing Countries, World Bank, Washington DC. Haughton G, McManus P, 2011, “Neoliberal experiments with urban infrastructure: the cross city tunnel, Sydney” International Journal of Urban and Regional Research 36 (1) 90-105.

Heyman, N, M Kaika and E. Swyngedouw, (2009).

Urban political ecology: politicising the production of urban natures, p1-20 in Heyman, N, M Kaika and E. Swyngedouw (eds) In the Nature of Cities, London: Routledge.

Hodson M., Marvin S., (2009). Urban ecological security: a new urban paradigm? International Journal of Urban and Regional Research 33 (1) 193-215.

Holston, J. (2008). Insurgent Citizenship: Disjunctions of Democracy and Modernity in Brazil. Princeton: Princeton University Press.

Jonas A E G, While A, Gibbs D, (2010). Managing infrastructural and service demands in new economic spaces: the new territorial politics of collective provision. Regional Studies, 44 183-200.

Kennedy, C, Cuddihy, J, Engel-Yan, J, (2007). The Changing Metabolism of Cities. Journal of Industrial Ecology. No.11.

Koppenjan, J. F. M.; Enserink, B. (2009). Public-Private Partnerships in Urban Infrastructures: Reconciling Private Sector Participation and Sustainability, Public Administration Review, 2009, Vol.69(2), pp.284-296.

Newman, P.; Beatley, T.; Boyer, H., (2009). Resilient Cities—Responding to Peak Oil and Climate Change; Island Press: Washington, DC. Rodgers, Dennis and O’Neill, Bruce. 2012.

Infrastructural violence: Introduction to the special issue. Ethnography 13(4): 401-412.

Swyngwdouw, E, (2004). Social Power and the Urbanization of Water, Oxford: Oxford University Press.

Timmeren, A. van, and Henriquez, L., (2013).

ReciproCities. A dynamic equilibrium. Delft University of Technology, Delft University Press UN Habitat (2012). UN Human Settlements Program (UN-HABITAT). State of the World’s Cities Report 2012/2013”.

Wampler, B. 2010. Participatory Budgeting in Brazil: Contestation, Cooperation and Accountability.

University Park: Pennsylvania State University Press.

Avenida Paulista, S達o Paulo Photo: Roberto Rocco

SÃO PAULO: GLOBAL METROPOLIS OF THE SOUTH Roberto Rocco Introduction: A Metropolis of Superlatives

São Paulo is a metropolis of superlatives. It is the largest metropolis of South America, with 20.2 million inhabitants in the Greater Metropolitan Area and 11.8 million in the city proper (IBGE, 2014 prognosis).

Numbers vary considerably, but it is generally accepted that São Paulo is among the 10 largest urban agglomerations in the world.

The Greater São Paulo comprises 39 municipalities, with a total area of 8,051 km² (similar to the area of South and North Holland, Utrecht and Flevoland put together). The build-up area covers 2,139 km², stretching approximately 70-80 km East-West.

São Paulo is a city of unmatched social and spatial fragmentation. Inequality is rampant and many

peripheral neighbourhoods lack basic services and amenities. The city is facing enormous ecological challenges, as unchecked urbanisation has endangered its water sources and the surrounding rain forest. Its main challenges for the 21st century are related to environmental sustainability, social cohesion and the reform of its informally developed neighbourhoods in a socially, economically and environmentally sustainable way. Affordable housing, mobility, sanitation, energy production and water management are the main priorities.

Figure 1. The Metropolitan area of São Paulo (MASP)

The City’s Origin

São Paulo is South America’s largest and youngest metropolis. The core city was founded in 1554, as an outpost of Jesuit missionaries operating under the Portuguese crown. During its first centuries, the city worked as an outpost for the colonisation of the southeastern part of South America, because of its strategic position on an elevated plateau with access to the vast River Plate Basin. From this point, it was possible to penetrate the vast South American hinterland via the rivers and valleys connecting the region to three different river basins (River Plate, Amazon and São Francisco), with together cover most of South America east of the Andes mountain chain.

Groups of Portuguese mercenaries used São Paulo as a springboard to search for precious metals and gems and, sadly, to hunt for Amerindians to be used as slaves. In the process, they opened trails and routes and enlarged the territory claimed by the Portuguese crown

from the River Plate to the Amazon. However, the city itself remained minuscule until the second half of the 19th century, when it became the main centre for export of coffee being planted in the fertile lands of the State of São Paulo. With prosperity and increasing exports, the city became the converging node of a complex rail and road system, partly based on the old trails and routes opened by the old mercenaries. Subsequently, the accumulation of capital and increased connectivity with the rest of Brazil meant that São Paulo could afford a relatively early process of industrialisation, which would define its character in the 20th century.

Figure 2. Italian migrant workers at a factory in São Paulo Guilherme Gaensly (1843-1928) - Memorial do Imigrante

The Emergence Of A Metropolis

The city’s unprecedented expansion during the 20th century is related to a variety of reasons. The main trigger for this expansion process was the accumulation of capital from coffee production in its hinterland starting in the middle of the 19th century and a relatively early industrialisation process. Industrialisation was accelerated in the period after WW II, when a dynamic automobile industry concentrated around the city and the region became the indisputable economic core of the country. This process triggered two subsidiary processes: the concentration of industrial activities and demographic explosion. This demographic expansion took place in two main waves: - i. European, Japanese and Middle-Eastern immigration promoted by the State before World War II. It is believed that during the period of early industrialisation, more than 3 million European and Asian immigrants established themselves in the city of São Paulo, which gave it a marked European character until the wave of internal migrations in the post-war period.

- ii. Internal migrations after WW II, when huge amounts of peasants from the central and northern regions of Brazil were attracted by the city’s economic prosperity.

Unchecked and explosive demographic growth in the second half of the 20th century meant that a large part of the metropolis was built outside planning regulations, resulting in a large ‘clandestine city’ (Grostein, 1987).

According to the Municipal Spatial Plan of the City of São Paulo (City of Sao Paulo, 2004), unregulated occupation of large areas and unofficial real estate development occupied an estimated area of 338.8 km² (approximately 22.5 % of the total area of the municipality) in 2002. Around 2.8 million people lived in substandard dwellings in 2002 (29% of the estimated city population then). The characteristics of such illegal occupation may vary, but it generally follows a common pattern: a large piece of land is illegally subdivided into small plots and sold for low prices to people unable to acquire land in the formal market. Urbanisation is precarious and sometimes there is a total lack of basic infrastructure. New plot owners generally build their own houses, with the aid of relatives and friends. This is known as “self-help”. Substandard urbanisation happens generally in peripheral areas. This means a great divide between the formal well-served areas of the city and its informal peripheries.

Figure 3. HDI map showing differences in São Paulo (2007) Roberto Rocco

Globalisation And Change

The Challenges of Water Management and Integration With Spatial Planning

The last decades of the 20th century brought deep changes to the spatial and economic organisation of the city. The two main processes related to São Paulo’s role as the economic powerhouse of the country began to reverse. First, the city saw industrial activities relocate to other areas of the State and the country. Far from representing economic decline, it meant that the city rapidly moved towards the services sector, while industrial activities were lured somewhere else by the availability of cheaper industrial sites, lower wages, better connectivity to exporting facilities (ports and airports) and cheaper land. Second, the city ceased to attract as many immigrants from other parts of Brazil as before. Although there is still growth in population numbers, population growth rate was slashed in the 2000s and 2010s. Central wards of the city began loosing population, while peripheral wards still grow.

This new economic scenario, with an emphasis on tertiary activities (services, culture and commerce) has had a significant impact on the physical structure of the city. The transformation of spatial structure in order to adjust to this new scenario is related mainly to the construction of new gleaming business districts and new infrastructure, mainly related to road transport.

These changes have relied heavily on investments by the public sector and occasionally on partnerships between the private and the public sectors.

São Paulo is indisputably the financial and economic core of Brazil. The region’s GDP is approximately 45% that of the state of São Paulo (one of the 26 federal states that compose the country) and 15% of that of the country (IBGE, 2014). It is home to one of the most diversified industrial economies in Latin America and home to a large number of international and national headquarters (Rocco, 2008). The service sector employs 51% of the working force, that is, more than 2 million workers. The main sectors are telecommunications, technical producer services, ICT, postal services and general producer services.

Liberalization of the economy, internationalization and flexibilisation of labour relations has had a deep impact in the city, which is recognised as an important global city of the Global South, and the centre of advanced producer services in South America (Rossi, 2011).

Environmental sustainability, spatial fragmentation, and high social inequity are the challenges that have resulted from explosive growth and ineffective spatial planning in São Paulo. The intense urbanisation of this region has generated intense pressure on the environment, including surface and groundwater resources. Rapid urbanization has increased the demand for water (domestic, commercial, and industrial). The simultaneous increase in water demand and decreased water availability caused by the contamination of water sources from domestic and industrial discharges and deficient urban drainage systems has led to water scarcity issues in the region.

The integration of regional spatial planning and water management seems highly desirable, but policy-makers face serious challenges concerning the governance of resource management and service provision at the regional level.

The Metropolitan Area of São Paulo is especially vulnerable to severe flood events. The geography, intense rainfall, channelization of natural water ways, and land use changes (i.e. increase in impervious surface cover and development of protected recharge areas and sensitive riparian habitat) in the metropolitan area has increased the frequency and severity of flooding.

A recent study estimated the economic losses due to flooding in the MASP at 450 million USD per year. The magnitude of these losses, which are directly related to failed water resource management and spatial planning, has significant implications for the national economy (Haddad and Teixeira, 2013).

Informal urbanization is a major challenge is the management of water resources and critical habitat within the MASP area. The principal fresh water recharge areas in the watershed, despite being designated as environmentally protected areas under local law, are nonetheless almost entirely urbanised.

Urban development, mostly informal, poses a serious threat to water resources by negatively impacting both water quantity and quality. In addition, the marginalized populations in these developments are extremely vulnerable to water related diseases as the water sources on which they depend are polluted by residential and industrial wastewater and solid waste discharges (Costa, 2003).

Conclusions: An Integrated Form of Sustainable Urban Development is Needed

We believe that spatial planning and the management of water resources must be integrated.

Both cannot be dissociated from social issues.

Although sustainability is intimately related to limiting the environmental harm created by human activity in order to ensure the availability of natural resources for future generations (UN-HABITAT, 1987), it is also about the reduction of deprivation and suffering caused by the inefficient management of natural resources. This is, in turn, integrally related to the financial and economic conditions that are required for long-term provision of services (e.g. water, sanitation, electricity). The failures in urban development strategies over the past few decades have demonstrated that concerted attention to environmental, social, and economic issues is not, in and of itself, sufficient. Rather, for sustainability to occur, it must occur simultaneously in each of these three dimensions (Larsen, 2012).

Pico do JaraguĂĄ, SĂŁo Paulo Photo: Roberto Rocco

References CITY OF SAO PAULO 2004. Plano diretor estratégico do Município de São Paulo: 2002-2012, Sao Paulo, Sao Paulo: SEMPLA. COSTA, F. J. L. D. 2003. Estrategias de Gerenciamento de Recursos Hidricos no Brasil: Areas de Cooperacao com o Banco Mundial. I. In: (ED.), W. B. (ed.) Agua Brasil. Brasilia: World Bank.

GROSTEIN, M. D. 1987. A Cidade Clandestina: Os ritos e os mitos. O papel da ‘irregularidade’ na estruturação do espaço urbano no município de São Paulo. 19001987. PhD thesis, USP. HADDAD, E. A. & TEIXEIRA, E. 2013. Economic Impacts of Natural Disasters in Megacities: The Case of Floods in São Paulo, Brazil. TD Nereus Sao Paulo: The University of Sao Paulo regional and Urban Economics Lab. IBGE 2014. Características gerais da população.

Brasilia: Instituto Brasileiro de Geografia e Estatistica.

LARSEN, G. L. 2012. An Inquiry into the Theoretical Basis of Sustainability. In: DILLARD, J., DUJON, V. & KING, M. C. (eds.) Understanding the Social Dimension of Sustainability. London: Routledge.

ROCCO, R. 2008. An Urban Geography of Globalisation: New Urban Structures in the Age of Hyper-connectivity, Delft, IFoU. ROSSI, E. C. 2011. Brazilian Cities. In: TAYLOR, P. J., NI, P., DERUDDER, B., HOYLER, M., HUANG, J. & WITLOX, F. (eds.) Global Urban Analysis: A survey of cities in Globalisation. London: Earthscan.

UN-HABITAT 1987. Our Common Future, Chapter 2: Towards Sustainable Development. I. In: UN-HABITAT (ed.). Nairobi.

Tamanduateí river valley view from the historical city centre. River confinated between “Avenida do Estado “ freeway.

Photo: Roberto Rocco.

SÃO PAULO: THE HYDROLOGICAL SYSTEM, THE URBAN ENVIRONMENT AND THE METROPOLITAN WATERWAY RING PROJECT, HIDROANEL. Carmem Aires

São Paulo has had a car-oriented type of urbanisation since World War II. This induced the city to turn its back to its riverfronts. Within this context, the Metropolitan Waterway Ring, from the Metropolis Fluvial group of the University of São Paulo, proposes to shift this car-oriented paradigm to a “slow urbanism”, reviving the existence of the rivers, through the transformation of São Paulo main riversides in the main outlet for transportation of waste and other solid materials.

The “Plano de Avenidas” (Avenue Plan) , which was put forward by a progressive mayor in the 1930s, triggered the São Paulo car oriented type of urbanisation (figure bellow). The streets, avenues and urban highways connecting the furthest neighbourhoods were constructed recurrently on river floodplains, often covering rivers and creeks all over the city. The main urban freeways in the city, Marginal Pinheiros and Marginal Tietê, are crucial connections from the city centre towards the East and the South of the Metropolis, as well as to other cities beyond. However, they confine the city most important rivers, the Pinheiros and Tietê

rivers, within a noisy and unliveable environment.

The construction of those roads brought along several environmental consequences such as the decrease of air quality, biodiversity and the increase of the heat island effect. Furthermore, this configuration of the landscape expels life and make those spaces unliveable and unattractive. Citizens of São Paulo do not identify themselves with those rivers anymore. Trash and untreated sewerage are thrown onto the canals, making them contaminated and practically devoid of life. In summary, the rivers of São Paulo are cut off from city life.

It is very common for paulistanos (natives of São Paulo) to face the following situation, illustrated by Denis Russo (Itaú Personnalité, 2012): “If you know São Paulo, you know this scene: the Marginal Avenue is stopped, with all its 14 lanes full of cars and trucks. Squeezed between lanes, the river moves slowly and gooey as a smelly brown slug. In the middle of this water corridor, in contrast with the motorized overcrowding in its margins, there is nobody. No movement, no boats, except for

Plano de Avenidas proposed by Francisco Prestes Maia, on 1930. Source: Leme, 2010.

Tietê river confined between the “Marginal” freeways heavy congestioned.

Image source: unknown the dredgers, day in and day out, removing solids debris that the rain swept from the city or that came from clandestine sewers. Day after day this dredgers collect 5 thousand tons of sickening matter, which are putting in hundreds trucks. Then the trucks go to circulate in the Marginais, overcrowding what was already overcrowded.”

This was not the case even 50 years ago.

People had used the river for navigation, extraction of sand, fishing and sporting activities. They even used it as a source of fresh water. From 1870, European and Middle-Eastern immigrants intensified the use of

the river for sports practice. Many private clubs were created alongside its margins in this period. The river floodplain was used to accommodate football pitches, where competitions were hold. The transformation started when sanitation works were executed on the margins, rectifying the river and enabling plenty of space for real estate development. Enormous upmarket real estate projects were executed next to the Pinheiros river after these woks, such as the Garden Cities of Butantã Cidade Jardim neighbourhoods. (Cavallaro, 2014)

The city of São Paulo has lost its relation with the riverfront. The Metropolitan Waterway proposal

is a response to that. The design aims to bring back the recreational character of the rivers, strategically adding to the project of a transportation infrastructure.

The shift starts by turning the river itself into the main means of transportation of waste in the city. By doing so, the project expects to alleviate truck traffic. Thus, aiming at improving the mobility, the proposal boosts the liveability of the riverbeds, promotes urban ecology by bringing back the good qualities of the waterfronts of São Paulo and shifting the car-based urbanisation paradigm that is currently in place.

Metropolitan Waterway Ring of São Paulo, Hidroanel

The Technical, Economical and Environmental Impact Assessment for the Metropolitan Waterway Ring of São Paulo was quoted in 2009 by the State Government of São Paulo via auction promoted by the waterway department of the State Secretariat for Logistics and Transportation. The University of São Paulo has researched, developed and articulated the architectural, urban planning and urban design aspects for the waterway project in 2011, through the Metrópole Fluvial group from the Faculty of Architecture and Urbanism, (www.metropolefluvial.fau.usp.br/hidroanel_ en.php)

The Metropolitan Waterway Ring of São Paulo consists of a network of navigable canals that utilize the rivers Pinheiros and Tietê and the water reservoirs of Billings and Taiaçupeba connected by and artificial canal conforming a 170 km waterway in total. The project is divided into three subsystems and six building phases.

The research group Metrópole Fluvial also proposes an additional smaller ring, which connects river Tamanduateí to the Billings Reservoir through the rivers Meninos e Couros; and embraces the Guarapiranga reservoir in the metropolitan system (Grupo Metrópole Fluvial, 2012).

The project encompasses twenty municipalities, running across peripheral regions in the metropolis and the city centre of São Paulo.

Its comprehensive form allows integration to other infrastructural systems: the highway ring, the railways, the highways that connect peripheral areas, two national airports and a international one.

The project uses principles of three main national policies: the National Policy for Water resources, National Policy for Solid Debris and the National Policy for Urban Mobility.

National Policy for Water Resources

In relation to the National Policy of Water resources, the waterway ring is aligned to the multiple uses of the water. The policy considers “the water a public asset and a natural limited resource, whose use should be rationalized and diversified in a way to allow its access to the bigger number of people and to have diverse purposes” (Metrópole Fluvial Group, 2011, p.6).

The policy envisions water transportation within the integrated use of the water resources, aiming to create sustainable urban development.

The waterway ring facilitates this because of its parks, harbor networks, fluvial piers and beaches alongside the navigable canals and rivers. It produces spaces for public leisure, uniting functionality to playfulness, turning the river margins public, which have vast urban, environmental and social potentials. This is different from what is in course at the central regions of the city, in which large infrastructures, such as the marginal freeways, occupy the riverside, damaging its integration to the urban fabric.

National Policy for Urban Mobility

In relation to the National Policy of Urban Mobility, the Hidroanel proposes, mobility infrastructural projects parallel to the canals. Those projects enhance the quality and distribution of transportation of passengers, with integration to different means of transportation as a main guideline. Pedestrians and nonmotorized vehicles are priority: wide sidewalks, public passages, cycle paths, trams, are proposed.

National Policies of Solid Debris

Concerning the national policy for solid debris, the Hidroanel unites principles and guidelines that transform rivers and canals into the main routes for the collection, transportation and treatment of waste.

The Metropole Fluvial group adopts the concept of ‘pubic cargo’ to describe public responsibility over the transportation of waste: Public • • • •

dredging sediments from canals and lakes (pioneer public cargo); sludge from sewage treatment stations and water treatment stations; urban garbage; demolition debris;

•

earth: soil and rocks from excavation.

There is also the perspective of transporting some commercial cargo:

in a network in which the residues from one industry becomes the raw material for another. In the long term, the consequence of this processing eliminates the need for landfills.

Commercial

Research Group Metrópole Fluvial

•

The Grupo Metrópole Fluvial (responsible by the Hidroanel design) is a research group on “Architecture of Urban Fluvial Infrastructures” from the Design Department of the Faculty of Architecture and Urbanism of the University of São Paulo (FAUUSP). The group is coordinated by the teachers Alexandre Delijaicov, Milton Braga and by the Architect from São Paulo Municipality André Takiya. Professor Alexandre Delijaicov has been studying the topic for more than twenty years.

The course Smart Infrastructure and Mobility cooperates with the research group Metrópole Fluvial since its beginning. The research group provides ideas for case study locations, as well as graphical materials for students. The Faculty of Architecture of the University of São Paulo has hosted the workshop in São Paulo in May with the arrangement of a seminar and an exposition of the project that had the participation of important stakeholders involved on the work in Brazil.

The group started when, in 2010, students that had attended an elective course taught by Delijaicov started up a study-group. In 2011, the group was invited to collaborate in the study for the Metropolitan Waterway Ring of Sao Paulo by the Waterway Department of the State São Paulo Government (Machado, 2012).

This study consolidated the research group Metrópole Fluvial, which currently has programs, projects and actions in the three pillars of the university: education, research and extension.

The teachers from the Metrópole Fluvial group offer courses about architecture of fluvial infrastructures at FAUUSP. During the last years, the group has also been supporting courses in Universities abroad, such as Princeton, Harward, Florida, Berlin and Lyon. Concerning research, the teachers have been supporting undergraduation research, final graduation projects and master thesis. Students’ works are accessible via the website http://www.metropolefluvial.fau.usp.br/ projetos_en.php.

raw materials processed from waste at the Tri-ports (pioneer commercial cargo); • civil construction supplies; • produce, dairy and eggs. (http://metropolefluvial.fau.usp.br/hidroanel.php)

There are two kinds of ports for cargo: the ports where the cargo is originated (dredging-ports, sludge-ports, trans-ports and eco-ports) and the ports of destination (tri-ports). There are also some ports for tourism and reservoir crossings.

• 36 dredging-ports: ports collect sediments from canals and lakes, it is the pioneer public cargo because its function is essetial to the canal performance.

• 90 eco-ports: ports tha collect cargo (preselected or not) delivered by citizens. In addition to the infrastructural function, the ports include environmental educative centres (museums, expositions and workshops) and a market for exchange of second-hand goods.

• 14 trans-ports: ports for transshipment between water and road axes, where the cargo would arrive from the highways to be destined to the tri-ports via the waterway.

• 4 sludge-ports: ports of origin of sludge from Sewage Treatment Stations and Water Treatment Stations located at the riverfront; • 3 tri-ports: “industrial” buildings that receive cargo arrived from all the other ports, via waterway, and process it. The process involve selection, recycling, bio digesting and/or reutilizing the debris.

The building has a micro-term electric generating energy for its own use in the Tri-port.

This combination represents a logical and efficient articulation between water management and urban solid debris transportation. In addition, the regulation of the waterways would contribute to urban drainage, to avoid floods, encourage river cleaning-up and the creation of a favorable system for urban mobility.

The design also reveals concepts of industrial ecology, zero-landfill, and zero-dig hollows and reverse logistics, by means of a created cycle within the waterway system. This means that waste is reutilized,

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The Metropolitan waterway system of ports: eco-ports, trans-ports, sludge-ports and tri-ports.

Image source: Metrópole Fluvial Group

Conclusion

The waterway ring’s multiple measures represent an important shift for the transformation of the city’s environment and its metabolism. The system of canals, utilizing the main rivers to transport public debris, will structure a system of parks and public facilities that will change the landscape crucially meanwhile changing the dynamic of the city flows of waste, water, goods and food. In consequence, the project brings benefits to the quality of the environment and the livability of the city riverfronts.

Artificial canal connecting Billings and Taiaรงupeba reservoirs. Image source: Danilo Zamboni

References CAVALLARO, Fernanda. O Imaginário da Água na Contrução de Paisagens Urbanas. Estudo para um Ecoporto. Graduation thesis, FAUUSP. São Paulo, 2014.

DELIJAICOV, Alexandre. Os rios e o desenho urbano da cidade: proposta de projeto para a orla fluvial da Grande São Paulo. Master thesis, FAUUSP. São Paulo, 1998.

DELIJAICOV, Alexandre. São Paulo, metrópole fluvial: os rios e a arquitetura da cidade. Parques e portos fluviais urbanos: projeto da cidade-canal BillingsTaiaçupeba. PhD Thesis, FAUUSP. São Paulo, 2005.

GRUPO METRÓPOLE FLUVIAL. Estudo de Articulação Arquitetônica e Urbanística dos Estudos de PréViabilidade Técnica, Econômica e Ambiental do Hidroanel Metropolitano de São Paulo, Laboratório de Projeto para o Departamento Hidroviário da Secretaria Estadual de Logística e Transporte do Governo do Estado de São Paulo. Technical Report. FAUUSP, 2011.

LEME, Maria Cristina. Transforming the modern Latin American city: Robert Moses and the International basic Economic Corporation. Planning Perspectives 25:4, 515-528, 2010.

MACHADO, Hannah Arcusshin, Hidroanel Metropolitano de São Paulo: Construção do Imaginário.

Graduation thesis, FAUUSP. São Paulo, 2012.

RUSSO, Denis. O que fazer para mudar o caos urbano.

Magazine Itaú Personnalité, 19. July 2012.

SECRETARIA MUNICIPAL DE DESENVOLVIMENTO URBANO. Relatório resumo para os estudos de viabilidade do Arco Tietê. São Paulo, 2013.

Dutch and Brazilian students at work during the international seminar FAUUSP - TUDelft, at Faculty of Architecture, S達o Paulo.

Photo: Roberto Rocco, 2014

STUDENT PROJECTS 4.1 Get Carried Awaste. Creating a healthy and flood proof living environment by looking closer at the system of waste management.

The project Get Carried Away aims to create a healthier and flood proof environment by proposing a change in the existing waste management system. The strategy addresses the scale of the neighbourhood relating collections points at street level with eco points and eco ports combining transport by road and water. This concept is develop at the meso- and micro-scale levels, designing the system of nodes as collecting (ecopoints) and distribution points (eco-ports) for domestic waste – designing the location, value and spatial qualities of these nodes particularly for one tributary of the Tiete River. The project links – at the meso-scale level – to the overall conceptual plan of metropolitan waste and attempted to address the involvement of the local communities in the service area of the proposed network of waste and flood management spaces.

4.2 Citizens SupPort. Using ports as starting points of socio-economic improvement.

The project Citizens SupPort tackles the challenges and opportunities of the case study area focusing on the development of a spatial structure allowing a bottom-up development of one of the tributaries of the Tiete River, particularly focusing on the concept of small harbours and public nodes for social-economic resilience of poor communities. This project proposes in a scale of a urban node the development of a new neighbourhood harbour as connection between water and land and as a spin-off of further improvements on the area. It attempts to set a series of rules to be follow in other nodes along the river trying to minimize the impact of the intervention on the existing population and settlements, solving water flood problems. Furthermore this project efforts to critically reflect on the complexity of issues in place at the case study site, specially focusing on social quality aspects.

4.3 Videira Urbana The project Videira Urbana tackles the challenges of the case study site using as a spatial strategy a network of macro-, meso-, and micro-scale nodes representing public spaces, facilities and buildings structured at different ground levels. The ground layering approach was develop based on the multi-scale analysis of mobility flows, water bodies and green vacant spaces.

Additionally, detailed analysis of the urban fabric structure and qualities provides knowledge regarding service areas and potential links between private parcels and the proposed network of public spaces. The project presented a clear spatial strategy and process design for the development of a network of public interventions addressing different spatial and governance scale levels.

4.4 The Hinge – connecting scales.

The project The Hinge addresses the challenges and opportunities of the case study area by first critically assessing the project of the Waterway Ring of Sao Paulo and later developing a system of interconnected nodes aiming to address mobility and water management issues at one of the tributaries of the case study site.

It has the ability to critically reflect on the complexity of the proposed topic, particularly on the opportunities to strategically involve socio-economic challenges, spatial structures and governance levels in a multi-dimensional design. Strong attention was given to the design of one tributary of the Tiete River as a focus area for the neighbourhood site.

4.5 Into the Node, Sao Paulo watering neighbourhood axis.

The project Into the Node reflects on the importance of water management quantity and quality as a critical infrastructure for sustainability and quality of life in cities, particularly addressing the quality of public spaces.

The project attempts to do that by two means; first by layering main subjects involved in this complexity, going forth and back among the chosen subjects, treating them first separately and then underpinning them through a main issue – water. Second by designing in different scales with an emphasis on a very small scale, working on the improvement of the living environment by incentivising local decisions and sensible design on local scale.

The projection and superimposition of the different subjects on the given site leads to the discovery of several nodes and their own specialisations. The interdependence of urban landscape components and actors at three different spatial scale levels formed part of the proposed spatial vision and strategy. Higher attention was given to the meso- and micro-scale levels, particularly focusing on the design of the proposed neighbourhood axis, proposing a system of nodes having different programmes to trigger positive change in the urban grid. The group addressed the morphology (fractal-like behaviour) of the Tiete River and its tributaries for the development of a design strategy at multiple scales – aiming for a multifunctional landscape infrastructure concept.

4.6 A Polycentric Sao Paulo. Creating a polycentric city.

The project A Polycentric Sao Paulo tackles the challenges of the case study site using as a spatial strategy based on the concept of a polycentric city development for Sao Paulo. It shows a good understanding of the problems of mobility in the city and the perception that the city needs guided polycentric development. Therefore a strong attention was given to the identification of mobility nodes on a macro and even meso scale and their relation with service areas in the existing urban fabric.

GET CARRIED Awaste

Creating a healthy and flood proof living environment by looking closer at the system of wastemanagement Group 01 1355147 4093739 4227395 4006941

Jelle van Gogh Juliska Wijsman Lena Niel Nirul Ramkisor

Get carried Awaste refers to the focus on a system of waste management in Sao Paulo. This system is investigated and analysed in order to create a healthier living environment in a more flood proof area. The result of this analysis is a design on a small scale, for one of the tributaries of the Rio TietĂŞ, to test if this design is successfully changing the neighbourhood characteristics.

ABSTRACT The main focus point of the Get carried Awaste project is attempting to improve a certain system of waste management in São Paulo on a small scale. The existing project Hidro Anel already has an important focus on waste management, however there is reason to believe the Hidro Anel project is not yet efficient on a smaller scale, what is referred to as the neighbourhood scale.

Intervening in the Hidro Anel project, by looking closer at the system of waste management on a smaller scale, will lead to creating a healthy and flood proof living environment.

Get carried Awaste is mainly divided in two important subjects; water management and waste management.The research question is: how to intervene in the Hidro Anel project by looking closer at the system of waste management on a smaller scale in order to create a healthy and flood-proof living environment?

The goals are thus formulated: improving public health by reducing waste in public areas, integrating the spatial quality of water in the urban fabric, involving local inhabitants in the system of waste management, and improving safety against flooding by increasing the water retention capacity.

Analysing the current system of waste and water starts with the existing Hidro Anel project. The main idea of waste collection is that residents can take their household garbage to an eco-port, located along the Tietê river, from which the

garbage is transported by water to a tri-port. Or the waste can be collected from the households by trucks, which will take the waste to a transport from which it is also transported by water to a tri-port. The critical points are concerning the residents; the distance to the eco-ports is too great, discouraging residents from taking their garbage themselves. Waste collection systems are often insufficient due to infrastructural issues, and sewerage systems are at times illegally connected to the pluvial system causing sewage to be disposed in the river.

What is proposed in this project is adding more waste collection points along the tributaries of theTietê river, called eco-points. Furthermore, in the neighbourhood surrounding these rivers, more collection points are placed where people can actually bring their own household waste. Trucks will be able to collect from the collection points and transport to the nearby eco-points, from where the waste will again be transported by water to the nearest eco-port, thereby connecting to the Hidro Anel waste system. The pluvial sewerage is to be connected to a local water treatment plant, to filter the black water, and afterwards continued to be treated in helophyte filters along the sides of the tributary.

Some collection points in the neighbourhood will we combined with a public function, such as urban farming, to encourage the residents to participate in a process of recycling. This will

also help people to see how effective the new waste system can be, with their own input.

An experimental design is made on the smaller scale – the neighbourhood scale – in order to test if the design will actually make a difference. Then it can be implemented in other areas along the other tributaries of the Tietê river.

A method scheme has been made up to achieve the design in reality: a consecutive circle containing the words Awareness, Acceptance and Action. This means people first need to become aware of what the problem is and that it has to do with the waste management system. Next they have to accept that they themselves are an essential part in the problem and in the solution with their own habits concerning waste.

Lastly they will have to actually come in action and contribute to the solution by participating and changing their habits. This method requires collaboration of many different stakeholders, divided in the civil society, public sector and the private sector.

After looking at the different tributaries of the Tietê river, it can be concluded that the exact design could not be implemented in all rivers. However, the conceptual design can definitely be used and altered for any specific location along a tributary. Certain rules are made for the design to follow, consisting of e.g. helophytes along the river, the connection of the pluvial sewerage system, public space along the water, participatory activities at collection points and retention areas next to the helophytes.

This scheme of rules will ensure that the design creates a healthy and flood proof living environment on the neighbourhood scale.

INTRODUCTION The course Smart Infrastructure and Mobility focuses on planning and design of water resilient cities in developing contexts, with the case of the São Paulo water ring in Brazil. The excursion to São Paulo provided a workshop with FAU University about the existing plan Hidro Anel. This was henceforth the starting point of this project, Get carried Awaste.

The Hidro Anel plan emphasises on waste management and flood protection in the entire city of São Paulo, mainly concerning the water ring. In general the Hidro Anel plan was seen as a good idea, but for a few flaws on the smaller scale. Get carried Awaste will therefore zoom in mainly to a small scale, the neighbourhood scale, while maintaining its focus on waste management and water management. The main objective of the project is to try and make a difference on the larger scale with an experimental design on the smaller scale. With very small steps at a time, it is believed that ultimately a better system for waste disposal and collection and an improved flood protection system can be achieved.

The main objective of the course Smart Infrastructure and Mobility is, as the name implies, focusing mostly on the infrastructural systems in the city. The city of São Paulo has a big mobility problem, in terms of a vast amount of people in a city with insufficiently supportive infrastructure.

However, there is a lot of potential in using waterways as an important element in the infrastructural system, on a small scale as well as on a larger scale. The water system is therefore the main infrastructural focus in this project, combined with truck traffic in the neighbourhood scale. Because the project

also focuses on waste management, the sewerage system is also taken into account as a separate kind of infrastructural system.

One of the main challenges of the project is the experimental design; the question is whether it will work on that specific location or not, and if not, is it because of the location or because of the design. It is also challenging whether the experimental design can actually be implemented on other locations and most importantly, if these small interventions will eventually benefit the larger system.

What is more, the social aspect of these interventions are extremely important, as we are working on a neighbourhood scale.

The challenge is how to get the inhabitants involved in the project, and how to get the people to actually participate in the solution.

The inhabitants need to accept the changes proposed, otherwise no design will ever be successful.

The original plan of Hidro Anel and its key points are shown in figure 1. The main idea of the waste collection system is as follows: single household waste is separated and brought to a nearby eco-port, this is done by the inhabitants themselves. These ecoports will transport the waste over water to one of the tri-ports, where large treatment plants are located to treat and dispose of the waste. Then there are trans-ports, where unseparated waste, collected from households by trucks, is brought. This is also transported to the nearest tri-port, where the waste is treated. On the matter of flood protection, the two large water basins will be connected by stairs of locks, to regulate the water levels. More lakes will be inserted along the Tietê river to regulate the water and prevent floods.

Lakes to regulate water and prevent floods

Trans-port unseparated waste, medium scale

Eco-port

Tri-port

separated waste, small scale also for touristic/recreational shipping

treatment plant, large scale

Neighbourhood waste collected and transported to trans-port

Single household waste separated and brought to eco-port

Concentrate settlements along canal to prevent Santa LĂşzia from being occupied

Cargo transportation to decrease road traffic, no focus on passenger transport

Stairs of locks connect two systems to regulate water to prevent floodings

Figure 1 Hidro Anel plan

CONTEXT AND PROBLEM FIELD The city of São Paulo is part of a big metropolitan area, whose most important problem is that it had a period of explosive growth. At the same time there is little to no spatial planning. The result is too many people living in an improperly organised urban area, leading to big mobility problems and informal housing in places. São Paulo is still, however, one of the most important economical centres of South America.

Different challenges are found in the city of São Paulo, which are summarised in figure 2.1. Because the current city centre is a monocentric system, this creates a big mobility problem as a large part of the population travels in the same direction at the same time. Consequently, a lot of highways are built along the bigger rivers in their flood plains. This causes the two main rivers, the Pinheiros river and the Tietê river, to have very little room, greatly increasing the flood risk in the main river areas. What is more, in some parts of the city the waste management system is insufficient. Waste disposal into the river leads to severe contamination which spreads rapidly through the city.

The project area of Get carried Awaste focuses on the northeast part of the water ring of São Paulo. Here the river Tietê flows westward, and numerous tributaries come from the south and connect to the Tietê river.

Along these tributaries, and the Tietê river itself, there is a lot of urbanisation right along the water, causing the river to have very little room and increasing the flood risk gravely.

The urbanisation consists of formal and informal housing, including favelas. In these informal areas, the waste and sewerage

collection is not entirely sufficient. Along one of these tributaries, an experimental design will be made to see whether it can improve the main issues of waste management and flood risks. The rivers are considered part of the bigger infrastructural system, and offer great potential in solving some of the infrastructural issues on the smaller scale.

The scheme in figure 2.2 shows the waste management system as is proposed in the Hidro Anel project. Inhabitants themselves can take their own household waste and bring it to the nearest ecoport, located at some point along the big Tietê river. From the eco-port, the waste is transported by boat to one of the big triports, where waste can be treated and disposed. Recycled waste can be reused in materials etc. On the other hand, some waste can be collected from households by trucks. These trucks will take the waste to a nearby trans-port. From there, the waste is also transported by boat to the same triport, where it follows the same system. In general, this seems an efficient system.

However, there are some important critical points discovered, which occur on the smallest scale; the distance to the eco-ports is often too great for people to take their waste themselves. Also, the infrastructure for trucks to get to all households is often insufficient, ensuring the trucks to be unable to collect all garbage.

Cantareira system reservoir for fresh water is almost empty

Rio Tietê no room along the river

Flood risk main river area

Waste disposal contaminated water spreads

Rio Pinheiros

City center

no room along the river

monocentric city leads to big mobility problems

Arena Corinthians (WC 2014) social tension, hard to attract businesses to settle

Ecological park Gruta Santa Lúzia informal settlements threaten the springs of the Tamanduateí river

Billings reservoir informal settlements lead to deforestation, soil sealing, increased untreated sewage release

Billings reservoir polluted

Figure 2.1 Problem system macro-scale

ECO

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TRI

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TRANS

Figure 2.2 Critical points of waste management on the macro-scale

PROBLEM STATEMENT The critical points in the waste management system are elaborately explained in figure 3.

The main challenge of this project is basically to intervene in this scheme and improve it, to try and change the outcome of ‘health hazard’ into ‘healthy and safe living conditions’.

A distinction is made between the formal and informal city. This is done because the design in this project is made for the formal city specifically. It is not made for the informal city necessarily, because eventually this will have to go away. However, the design for the improvement of the formal city will most likely benefit the existing informal city as well. Hopefully some informal parts of the city may become part of the formal urban fabric in the future.

In the formal city, there is a waste collection system, which is not always as

efficient, leading to an increase in road traffic.

More waste transportation over water would lead to road traffic decrease. Also, some sewerage systems are illegally connected to the pluvial system, which causes sewage disposal in the river. This leads to a contaminated river, just as the waste partly disposed in the river in the informal city leads to contamination. In combination with the different causes for increased flood risks, this creates a hazardously unhealthy living environment.

waste

formal city

informal city

waste collection, inefficient system

illegal sewage disposal in pluvial system

insufficient infrastructure for waste collection

increased road traffic

sewage disposed into river

waste disposed partly in river (negative social attitude towards water)

occupation on floodplains

climate change

(insufficient river infrastructure)

less room for infiltration, run-off water

flooding

contaminated river

health hazard

Figure 3 Scheme of critical points

RESEARCH AND DESIGN AIMS What is the actual aim of this project, what is expected to be achieved and will this project eventually contribute to the real life situation in SĂŁo Paulo? These are questions that arise during the project, and will be answered here.

As said before, the goal of the project is to propose a design that will create a healthy and flood proof environment on a small scale along a tributary of the TietĂŞ river, by changing the local waste management system. The final aim is then to attempt to make a change in the larger waste management system on the macro scale. As this project focuses on an experimental design for one specific location, it is not yet expected to have a big impact on the bigger system. However, if the concept of the design will prove successful, it can be altered for other locations as well.

This way it may eventually contribute to and make a difference in the bigger waste management system on the city scale. In combination with this project, it is assumed that the original plan of the Hidro Anel will be realised more or less the way it is, on the bigger scale.

RESEARCH QUESTIONS AND METHODOLOGY A research question in a project is made to give the project a clear goal or purpose.

Dividing the research question into several sub questions further frames the project, giving it direction towards the final product and ensuring that the key aspects of both research and design are addressed.

Figure 5.1 and 5.2 very concisely show the two main issues of the project; water management and waste management.

These are formulated in a research question and four sub questions.

How to intervene in the Hidro Anel project by looking closer at the system of waste management on a smaller scale in order to create a healthy and flood-proof living environment?

• How to improve public health by reducing waste in public areas?

• How to integrate the spatial quality of water in urban fabric?

• How to involve local inhabitants in the system of waste management?

• How to improve safety against flooding by increasing water capacity?

To attempt to answer these questions and come to a conclusion, different methods and techniques are used. One of these is a SWOT analysis. A SWOT analysis represents the strengths, weaknesses, opportunities and threats found in a certain place, to

establish what the possibilities are and what is most necessary to enhance or change (Houben, Lenie, & Vanhoof, 1999).

Figure 5.3 shows a SWOT analysis of the neighbourhood scale in the project area.

The obvious strengths found in the area are the strong cohesion of the community and the copious amount of available water connections. Some opportunities in the area, which actually occur mostly on the city scale, are the slight decrease of population growth as well as the expansion of the metro network. However, an imminent threat in the area is the increasing flood risk and the risk of landslides, forming a very dangerous environment for occupation. The weaknesses of the area are more numerous; they consist of a negative social attitude towards the water, which is clearly seen in the way houses are built with their backs to the water. The water and riverside are not seen as a positive quality, partly because of another weakness, the contamination of the water. Furthermore there is a severe health risk caused by the contaminated water and garbage lying around. Lastly the flood risk is even more increased by occupation on the floodplains. The weaknesses found in the project area are the most profound, which is why the project focuses mainly on the subjects concerning these weaknesses.

Another technique used to research and deal with the sub questions is using case studies. On the subject of participatory design in the field of waste management, one case study project is found that already exists in São Paulo. The project is called PSWM, which stands for Participatory Sustainable Waste Management, and takes place in Diadema in São Paulo. This project is further elaborated in the next chapter, referential theories and practices.

November - February

March - May September - October

June - August

Figure 5.1 Problem of flooding

Figure 5.2 Problem of waste disposal

S

W %#&^@!!!!

Social attitude towards water

Community

Polluted water Water connection Health risk

Train connection

Flooding

Decrease of population growth

People living on floodplains

(Increasing) flood risk and risk of landslides

Expanding of metro network

O

T Figure 5.3 SWOT - analysis

REFERENTIAL THEORIES AND PRACTICES This chapter elaborates more on the theoretical background of the Get carried Awaste project, to establish a scientific framework to answer the main research question. The theory about the strategy will be explained. Referential theories on (participatory) waste management, including a reference from practice, further clarify the goal of this project.

S達o Paulo is dealing with a complex system of problems. Insufficient infrastructure and lack of waste management in the informal parts of the city are some examples. These problems do not only occur in S達o Paulo; many other megalopolises on the Southern hemisphere are dealing with these issues (Davis, 2007). The question is how these issues might be solved. Saskia Sassen introduces the phrase: act local, thing global (Sassen, 2012).

According to Sassen, looking closer at the different scale levels of cities could be a solution. She interprets the city as a complex system where issues like these problems are intertwined on different scales. Therefore the circles of problems interfere through the different scale levels. On the smallest scale, the neighbourhood scale, these problems are all clearly present and therefore visible in a very small area. Changing these problems into opportunities on the smallest scale could change the flows of problems through all scale levels (Sassen, 2012). This is exactly the starting point of the Get carried Awaste project; interfering in one of the problems, the waste management system, on a small scale, to change the system of problems on the bigger scale.

The collecting of waste in most formal parts of the city already happens sufficiently.

Household garbage is taken away daily, and most households even separate their waste into glass, paper, etc. However, many informal parts of the city do not have this luxury, often leading to inhabitants disposing their waste on the streets or in the river. For this reason, it is important to try and change this habit; not only to make a more attractive living environment, but also to create a healthier place to live. The real challenge, however, is how to interfere in this big formal system of waste management which already exists?

According to David Wilson (2006) it is highly advised not to implement the system of the formal city into the informal system.

Both parts function as they do know, but implementing one system in the other would change either one drastically, probably in a negative way. Wilson (2006) states that changing the waste management system in the informal parts should be done by building on their own practices and experience. At the same time it is important to improve efficiency and the living and working conditions of those involved (Wilson, Velis et al., 2006). This process is called participatory waste management.

There are already numerous projects dealing with (part of) this problem, happening in S達o Paulo. One of these is the project of PSWM (Participatory Sustainable Waste Management) in Diadema, which is used as a reference from practice (Yates and Gutberlet, 2011). By implementing their main goals into the (former) informal neighbourhood, its character changed drastically. Figure 6 shows images and the goals of the project. The PSWM project plainly shows that not only in theory, but also in practice, participatory waste management can be very effective on a small scale.

Figure 6 Participatory sustainable waste management project in Diadema, S達o Paulo

Main goals: Putting the community in control of their urban environment, and strengthening their resources to improve it.

Improved waste management in the hands of strengthened co-operative enterprises.

Involving people in the decisions and policies that affect their lives.

STRATEGY AND AIMS This chapter describes how the challenges need to be turned into a strategy, in order to come up with a sufficient design. To accomplish this, several goals or design aims are formulated to give structure to the strategy. The strategy can also be interpreted as a conceptual design that could be used for more than one specific location.

The sub questions formerly mentioned are formulated as design aims for the project; • Improve public health by reducing waste in public areas • Integrate the spatial quality of water in the urban fabric • Involve local inhabitants in the system of waste management • Improve safety against flooding by increasing water retention capacity Forming the actual strategy started with looking at the different tributaries of the Tietê river. All have slightly different surroundings and structures, so each may need a slightly altered design. Therefore the tributaries and area around it are divided in compartments (see fig. 7.1). One tributary is chosen for the design, the neighbourhood axis (fig. 7.1), as the project will eventually lead to an experimental design for one particular location.

The tributaries of the Tietê river offer a potential in functioning as infrastructural means in collecting waste in the area. For that reason, several collection points will be placed along the river, in addition to the eco-ports already proposed in the Hidro Anel project.

These collection points along the river are called eco-points. The concept is that trucks can pick up household waste from collection points that are not located next to the water, and transport it to the eco-points. From there,

boats will transfer the waste to the eco-ports along the Tietê river. This concept is shown in figure 7.2.

The collection points, located in the area between two tributaries, each have a radius of approximately 200 meters, enabling people to bring their own trash from their households (see fig. 7.3). Also shown in figure 7.3 is a section along the tributary, showing the different eco-points the boats will pass, and the eco-port that is located at the end.

Figure 7.4 shows two conceptual sections of the neighbourhood next to the tributary, with the route of the truck from collection point to eco-point and with helophyte filters on the side of the river.

Finally, figure 7.5 shows the conceptual scheme of such an eco-point and a collection point. First of all, some of the collection points in the neighbourhood will contain a certain public function concerning organic waste, such as urban farming. This will stimulate the inhabitants to separate the organic waste from the other household waste, and it will also enable inhabitants to participate in treating or dealing with the organic waste locally. Second of all the road from the collection point to the eco-port is shown, indicating that this route is made for trucks (or cars). Furthermore, the pluvial system is shown. In some cases in the current situation, sewerage is illegally connected to the pluvial system, so that sewage will end up in the river untreated. In this concept, the pluvial system is therefore connected to a treatment plant at the ecopoint, which will filter the black water. Then the water will flow into the river through a helophyte filter, further cleansing the sewage water. At the level of the eco-point, there is a gap in the helophytes creating room for the ship to dock. Placed at the eco-point is a device for transferring the waste containers onto the boat, which will then continue along the tributary towards the Tietê river and an eco-port.

Figure 7.1 Concept of tributaries and waste management

Max. 2km

Max. 200m

Max. 2km

Max. 200m

Max. 2km

Figure 7.2 System of waste management ecopoint

t ECO port

ECO point Collection point

200m 300m

dh = 30 m l = 7000 m

approx. 500 households

Figure 7.3 Conceptual scheme of waste management on neighbourhood scale

dh = 30 m l = 7000 m

Helophytes

Figure 7.4 Conceptual sections of tributaries

Roads

Treatment

Navigable

Collection point

ECO point

Pluvial sewerage

Figure 7.5 Conceptual scheme of eco point

DESIGN After the conceptual design, the strategy needs to be turned into an actual spatial design. This final product is still an experimental design for a specific location in the neighbourhood axis.

Figure 8.1 shows the detailed design of the eco-point along the water and several collection points in the neighbourhood. It specifically shows the way these points relate to each other. The different collection points are scattered and located on available or suitable spots. They are deliberately not

located along big routes because they are meant for the residents in the vicinity instead of for bypassing people. The map also displays possible routes for trucks to transport the collected waste to the eco-port.

A more specific design of the eco-port itself, in an axonometric drawing, section and visualisation, is shown in figure 8.2. Likewise the design of a collection point is shown in figure 8.3.

ECOport 800m

ECOpoint 800m

Figure 8.1 Plan of collection points and eco-point on neighbourhood scale Distances, slow traffic and public transport

sewage treatment cargo loading to boats

opening to the river

technical facility community center

green space collection point urban farming

Figure 8.2 Design eco-point on neighbourhood scale

- furniture from recycled materials - organic waste transported to point with urban farming - extra added value by (for example): - adding fitness equiptement - adding bbq facilities

pond to illustrate positive qualities of water

room for small scale businesses steps to enjoy the water and as a meeting space

separated waste collection

Figure 8.3 Design collection point on neighbourhood scale

ACTIONS Bringing about a change as the one proposed needs a method to put it in operation.

This method is a result of the discussions with students of the FAU in Sao Paulo. The different stages of the method are awareness, acceptance and action, succeeding one another as in the following scheme to achieve the outcome of the design (fig. 9).

First of all, the people in the project area need to become aware of the fact that there is a problem, what the problem is and where this problem comes from. People need to realise that the waste, their own garbage, and the faulty sewerage system are the cause of the contaminated river and the filthy surroundings, as well as a health hazard.

Next, the people need to realise that

they are in fact an essential part of this problem, but also an essential part of the solution.

People will have to accept the fact that without their participation, nothing will change. In order to make change possible, people will need to participate, hence acceptance.

Lastly and most importantly, the inhabitants will have to actually come in action. People will need to be triggered into effectively changing their own habits concerning household waste and participate in the process of recycling and collecting.

Awareness

?

!!

AWARENESS AWARENESS Acceptance

!!

ACTION ACTION

ACCEPTANCE ACCEPTANCE

Action

?

!!

Figure 9 AAA cycle: awareness, acceptance and action

STAKEHOLDERS & PHASING Different stakeholders are an indispensable factor in making the AAA cycle work. A division can be made between the public sector, the civil society and the private sector.

meetings participatory budgetting urban farming by collection point

participatory budgetting

design water square

inhabitants

inhabitants & municipallity

Micro Urbanism

participatory design developments collecting points

Some stakeholders come from the lectures at FAU; private investors and land owners belong to the private sector, as well as the water company SABEP. The civil society consists more of the inhabitants themselves, community centres and participatory budgeting. Lastly the public sector is the local government, the state government and the municipality of São Paulo.

Based on specific actions of different stakeholders, they each have a specific place in time. Figure 10 shows the phasing related to the stakeholders. Important is a smooth

cooperation of municipality and inhabitants.

According to the scheme (fig. 10) the different actions and stakeholders will get closer together in time, strengthening the collaboration. The three different sectors of stakeholders can be linked to the three ‘A’s. The civil society will make people aware of the problem, the public sector needs to be involved in order to make the people part of the solution and lastly, to ensure actual action the private sector can have an important role.

The Participatory Sustainable Waste Management system in Diadema, São Paulo offers a practical example of a collaboration between the municipality and the inhabitants (Yates, 2011). The two problems this project tackles, the problem of waste disposal and making people more aware of their surroundings, are issues that are related to this Get carried Awaste project.

inhabitatns

Dialog

meetings community centre installing helophyte filters

participatory budgetting

Time

measurements by municipality

Macro Urbanism

designing and making ecopoints

local government & inhabitants

local government & inhabitants executing boatsystem between ecopoints and ecoports SABEB sewage system SABEB

phase1

phase2

phase3

DYNAMIC STRATEGY

Figure 10 Scheme of relation between phasing, stakeholders and actions

IMPORTANCE AND EFFECTS The design made for the neighbourhood axis was always an experimental design, to be tested on one small location before implementing it elsewhere. If the experimental design would prove successful, it could be implemented along other tributaries to eventually contribute to the bigger system.

In order to see whether the design needs to be altered before implementation, the other tributaries and river areas have been analysed (see fig. 12). All tributaries to the Tietê river have been shown in profiles, and each show slight differences. The fourth river shown in figure 12 is the neighbourhood axis.

It can be concluded that the experimental design cannot be implemented in the other tributaries without small alterations. However, the concept of the design is the same for all river areas, which is why the solution fitting to all tributaries is a scheme of conditions which the design must meet (rules and regulations chart, fig. 11). The rules and regulations chart is the basis of the design along any tributary, containing the ground rules necessary for the design to function properly.

The chart also concludes the main research- and sub questions. The research question – how to intervene in the Hidro Anel project by looking closer at the system of waste management on a smaller scale in order to create a healthy and flood-proof living environment – can be subdivided in the two key issues of waste- and water management. The same is done in the rules and regulations chart. The sub questions each concern respectively public health, the quality of the water, the local inhabitants and the flood risk.

Each of the sub questions can be answered concerning both waste and water; how to involve local inhabitants in the system of waste management? For water management, the solution to this is creating public space along the water, as to change to social attitude of the people towards the water. For waste management, the solution is participatory activities at waste collection points, like urban farming. All answers to the sub questions can be found like this in the rules and regulations chart (fig. 11). Once a design meets all the rules and regulations, it will be suitable for solving the waste- and water management problems on the small scale along any tributary of the Tietê river.

HEALTH

QUALITY OF WATER

PEOPLE

helophytes & remediation technique

helophytes

public space along the water

waterretention next to helophytes

collection & ecopoints

connect pluvial system to treatment plant

participatory activities at collecting points

waterretention in collecting points

FLOODING

WASTE

WATER

RULES AND REGULATIONS

Figure 11 Conclusion rules and regulations

A

A

A 11m

17m

7m

13m

10m

15m

B

B

B 8m

15m

13m

4m

30m

10m

20m

12m

7m

2m

3m

C

C

9m

15m

33m

16m

C D 5m

37m

18m

7m 6m

D

14m

9m

14m

9m

4m

7m

13m

13m

D E

E

25m

17m

5m

25m

17m

6m

3,5m

A

A

A B

B C

B

C

65m

40m

D

C

E

D E

D

A

A

A 160m

10m

72m

20m 100+m

22m

8m

4m

9m

100+m

B B 6m

2m

7m

3m

B

100+m

3,5m

7m

3m

7m

14m

4m

C C

8,5m

2m

6m

C

2m 8m

7m

5m

2m

1m

9m

90m

7m

10m

D D

D 6m

6m

6m 2,5m

5m

3,5m

5m

2,5m

4m

4m

5m

E E

E 8m

50m

12m

75m

2,5m

35m

6m

A B C

A B C D E

3m

3m

7m

A B C

D

D E

Figure 12 Research different profiles of the tributaries

RESULTS The result of a project would presumably be the final answer to the main research question. This small chapter will tell if it is truly answered and if the solution for the problem statement is found.

In theory, we believe that the experimental design made in our project, Get carried Awaste, could work out on a small scale.

If so, we also believe that, if slightly altered, it will work on other locations along other tributaries of the Tietê river. If the original Hidro Anel plan would actually be realised as well, we believe the combination of designs could eventually influence the bigger waste- and water management system.

The original goal was to intervene in the big scale system of water management and waste management, by starting with one

‘problem’ that could influence others. Theoretically, if all designs would be carried out the way they are made, we think this could actually happen.

If not, however, we still believe the small experimental design might work on the smallest scale. This way it will benefit only those living in the neighbourhood axis. It may not influence or change in any way the big city scale system, but it might enhance the living quality of a very small part of the population on a neighbourhood scale, giving them a healthier living environment. That is, eventually, our final goal.

RELEVANCE AND ETHICAL DIMENSION This final chapter, concluding the Get carried Awaste project, describes the scientific and societal relevance of the project. Moreover, it discusses the ethical dimension, which inevitably accompanies a design made for a developing area in a metropolitan city.

The scientific relevance of the project is measurable by the scientific theory behind it. Because this project was done in a very limited amount of time, the scientific research is also quite limited. The project does however offer a start for an interesting research continuation, so it could be academically important.

The practical importance is slightly more relevant. If the design works out on the small neighbourhood scale, it will at least be beneficial for a small location. To elaborate it on more locations, thereby hopefully creating a bigger impact, is also a very large investment. Therefore the real effects, both negative and positive, should be very well considered before making the investment.

The question whether a project like Get carried Awaste is needed by the society, is to our opinion simply answered; yes.

In most informal parts of the city, the health conditions are the most pressing of the problems. That is why we think the society, or some parts at least of the city, needs this project.

Making a design in a part of a huge metropolitan city like S達o Paulo is sure to bring some ethical challenges. Especially if the project area contains a combination of formal and informal housing (favelas). For so many different types of urban fabric, it is difficult to make an equal design for the

area. Yet this leads to the question whether a design made for informal housing is actually desired. Because in an ideal world, one would perhaps want to strive for a city with nothing but formal housing.

In our project, we tried to design in such a way that none, or very little, of the existing favelas would have to go. However, the design is mainly meant for the formal housing, because in the long term most informal areas would have to disappear due to the fact that they are in the floodplains. Naturally it is good to have informal housing areas benefit from the design made; the goal of better and healthier living conditions is of course meant for all inhabitants. This matter raises ethical difficulties; we wonder whether it is wrong or right to deliberately design only for formal housing, or whether it would not be better to just wipe out the favelas and start over, building a very well designed and well planned formal area. These issues are not yet solved or answered, and will probably continue to rise in some degree in a lot of projects in the coming years.

REFERENCES DAVIS, M. 2007. Planet of Slums, New York, Verso.

HOUBEN, G., LENIE, K., & VANHOOF, K. 1999. A knowledge-based SWOT-analysis system as an instrument for strategic planning in small and medium sized enterprises. Decision Support Systems, 26, 125-135.

SASSEN, S. 2012. Cities and the Biosphere, Great Barrington, Berkshire Publishing group.

WILSON, D. C., VELIS, C. & CHEESEMAN, C. 2006. Role of informal sector recycling in waste management in developing countries. Habitat International, 30, 797808.

YATES, J. S. & GUTBERLET, J. 2011.

Enhancing livelihoods and the urban environment: The local political framework for integrated organic waste management in Diadema, Brazil. The journal of development studies, 47, 639-656.

Figure 6: http://pswm.uvic.ca/waste-to-energywasting-resources-and-livelihoods/, retrieved 10-06-2014 http://pswm.uvic.ca/media-video/, retrieved 10-06-2014 http://pswm.uvic.ca, retrieved 10-06-2014

Citizens supPort

Using ports as starting points of socio-economic improvement Group 03 4095863 1534386 4021665

Mick van der Steeg Willard van der Velden Eelco de With

By the construction of a small river port by the government, a new sub centre is initiated and citizens get empowered to improve their welfare and living environment.

ABSTRACT The project starts by stating four main problems SĂŁo Paulo is facing nowadays. These are the problem of mono-centrality, water quality, water quantity and the shortage of affordable housing. As these problems are the most evident in informal settlements, the project focusses on one of these areas. It makes use of the existing strengths of the communities living there to resolve the four problems. These strengths are the strong social cohesion and the enterprising and resourceful mentality.

The research question is: Starting from the Hidroanel plan, how can a fluvial infrastructural improvement (initiated by the government, in collaboration with citizens) start a virtuous cycle, which improves the living environment of SĂŁo Paulo?

Theoretical background of the design process is found in the theory of Kees Dorst (2013), with his theory on design abduction.

This way of working is used in this project. Also theory on fluvial infrastructures and citizen participation underpins the project.

The framework is a virtuous cycle with improvement of the living environment at the one hand and welfare at the other hand.

The hypothesis is that new fluvial infrastructure interventions, attached to existing centres (on meso scale) and connected to other transport modes, will allow for new business activities and new partnerships between government, companies and civic society, which in turn give possibilities to improve housing, water storage and water quality.

This aims at achieving this cycle of positive spill over, the virtuous cycle. It should be set in motion by the government: the new constructed port improves the living environment, which allows the citizens to improve their welfare followed again by improvement of the living environment, etc.

To design a spatial plan and the process, four sub questions were developed from the research question. The first is where it is safe to live, as the project area is next to the TietĂŞ River and contains floodplains. The second question is how to relate the project to the existing Hidroanel plan. The third questions what fluvial infrastructural intervention is useful for the goal and the fourth question searches for how to organize citizen participation.

The results from the design are several phases and principles to adhere to in order to have a port that functions successfully as a starting point. The phases are first to dig a port, followed by making facilities next to the port and start to clean the water (and sewage), and third to continue the development of the location by more facilities and adding green.

The principles involved are (among others) to attach the port to a tributary of the river, to make a system of new public spaces, add the replacement housing (for the people living in floodplains) next to the port and to make sure that each different traffic mode has a good connection to its network.

More important than the design results are the process results: the main point is that public and private actions should alternate over time. Not only

does the public sector (the government) need to start with the development, also the public sector needs to step in if an intervention needs effective collaboration between partners.

In between public actors, both companies and individuals build actively upon previous actions.

INTRODUCTION The metropolis of S達o Paulo is one of the largest metropolitan areas in the world, with around 19 million people living in S達o Paulo and neighbouring cities. Because of its mere size, the metropolis has a variety of challenging urban issues, ranging from overcrowded infrastructure to adaption to climate change. These issues all need to be dealt with in an appropriate manner in order for the metropolis to function in a healthy and sustainable way.

The main challenges in the area can be divided in water related problem and social problem, as well as problems that are caused by the sheer size of the metropolis and its population. Economic or political problems are often an important factor in this.

The problems that are related to water are high levels of pollution, and the quantity of the water (often too little, but sometimes also floods). The social problems are, for example, low health standards due to poor hygiene and bad living environments, criminal activities and bad housing opportunities. These problems often are related to bad governance and the poor financial position of individuals and some political parties.

The focus of the course Smart Infrastructure and Mobility lies on sustainable urban development in correlation with the construction of, in this specific case, a fluvial ring that surrounds large parts of the metropolitan area of S達o Paulo. The ring will be used for the transportation of goods, persons and as a stimulant for new sustainable urban development. It is of vital importance that, within the scope of the course, the problems (or some of them) are being

tackled with interventions that resolve around the infrastructural project.

There are several solutions of tackling urban problems. It can be done either by implementing new policies or by making a spatial intervention that also will solve or neutralizes the problem. The perspective that is adopted in this project is a combination of both: making a spatial intervention, which will result in further development that is guided by new policies.

It is hoped that, in this way, parts of the city will become more prosperous and hopefully becomes a vital and healthy part of the metropolis for many years to come.

Because the intervention has to be based on the main focus of the course, which is the to be constructed fluvial ring, it can be very interesting to create a new harbour. This will create, as we will describe later, a new centrality where people can work, recreate and live. While the fluvial project focusses on harbours as points where garbage and other materials can be transported away from the area, the proposed project also allows for transporting goods into the area. It is believed that, with proper regulation, this development can lead to positive spill over effects, which is the aim of this project.

Image 1. Part of the Hidroanel plan with the two axes and the location of the intervention.

CONTEXT AND PROBLEM FIELD

According to the study guide, the main goal of the course is to offer insight in infrastructure and mobility design in the urban environment, and specifically their reciprocity with city form and functioning.

Sustainability of this interplay is a main issue. It focuses on mobility on the one hand, and technology related infrastructures like dikes, highways, railways, waterways, public transportation, energy and heat on the other hand. Doing a project that finds a balance in this is what the students had to do in this specific case: making a plan that is intertwined with a large infrastructural project in São Paulo, the Hidroanel plan, and specifically for an area that is called São Miguel.

The problems that arise in the chosen project area are mainly a lack of clean water (polluted river), a lack of storage for this water (which has devastating effects in case of flooding), and a lack of good and safe housing (more than 300 houses in the chosen area are in danger of being flooded, with many more just outside of the chosen area). Furthermore, these people all have to leave the area for work, due to a lack of (good) jobs in the area.

Moving people out of the threatened areas will be a difficult challenge. Also, providing a good quality living environment by cleaning the rivers by removing the source of the pollution (the people and businesses) is not an easy task, which will also not be provided by the fluvial ring project.

As described in the introduction, the proposed intervention is the creation of a harbour. This will, hopefully, address the

centrality issue, the “main issue”, creating opportunities for the people to have greater respect for the water quality (it will become an important factor in the valuing of the harbour) and also creating space for good housing. This way, the intervention proposed will address all issues via an intervention that focusses mainly on one issue.

This intervention will have affect the metropolis on different scales. While on a macro and meso scale the connections will be very important, thus pushing economic values, the micro scale will have benefits that are more on a social and ecological scale (good social housing and improved water quality). These positive effects are crucial for cooperation on all levels with all stakeholders: if one doesn’t profit from it, why bother to something. Since water can have a large impact on all these scales, it is logical to start with creating an access point to this water, a harbour.

This project is an interesting way of seeing how different actors can work together in creating a more sustainable and pleasant urban environment. It is a good practice for involving not only large parties like the municipality, but also take the people that live there into account.

The fact that we, as a group, experienced how these people live there, gives us a real and informed view in the difficulties that are involved in urbanism in developing countries.

Complexity of problems Urban heat island effect

Much too little rail connections Barriers

Nature

Centrality

Mobility Many cars

São Paulo

Storage

Water

Bad image of ‘law enforcement’

Many plans, but little execution

Public sewage

Cleaning

Government Little spatial planning

Waste dump

Dredging

No cooperation between municipalities

Opposition between government layers

Smog

Public space Social cohesion

Public space

Housing Quality of buildings

Transport

Flooding People Goods Waste

Shortage affordable houses

Safety Much vacancy of old office buildings

Image 2. The main issues in the São Paulo Metroplis, with special focus on centrality, housing and both strage and cleaning of water.

Images 3-11. Examples of social cohesion in informal settlements.

Photos by R. Rocco and M. van der Steeg

PROBLEM STATEMENT

The four most important problems in São Paulo can be traced back to the problem of centrality, which thus is the main problem to solve.

Problems

There are several problems in the São Paulo metropolis. One of the main issues is the lack of a proper sewage treatment system, resulting in a heavily polluted water system, which has negative effects on both flora and fauna, and more importantly, on the inhabitants themselves. Another problem is flooding of the built environment during times of heavy rainfall. This causes not only a lot of material suffering, but often also in a loss of human life.

A third problem is the lack of proper housing. The city of São Paulo has enough housing to give everyone a roof over their head. However, many of these houses are not within budget for the poor. Also, a lot of social housing is placed on the city outskirts, many kilometres away from the place the people used to live. This causes also a lot of social problems, while people Ecosystem

Mixed use

Centrality

Sufficient affordable houses

creating new centralities

Amenities

Water quality

Problems Housing

are being cut out of their safe and known habitat and are being thrown into a new and possible less favourable situation.

The last, and maybe one of the most important issues, is the lack of multiple centres. Because of this monocentrality, the city of São Paulo has a lot of overcrowded infrastructure on a few moments during the day, while being almost obsolete during the rest of the day.

Because a lot of problems in São Paulo are interrelated, it is important to focus on one problem, that will cause the other problems to diminish as well. In our view the problem of centrality will play a crucial role in fixing the housing and water related problems, while it will create a need for reorganization and revaluation of neglected parts of the metropolis, intensifying the need for good, suitable housing and a cleaner living environment.

Therefore, the focus of solving the problems in São Paulo will be lying on

Health

Water quantity Flooding

Scarce drinking water

Image 12. Four main problems

RESEARCH AND DESIGN AIMS Aims of the research/design project: What do you expect to achieve with this project?

What does the project achieve in real life?

The aim of this research and design is to set up a virtuous cycle in the area. This virtuous cycle is about empowering citizens and giving them possibilities to improve their welfare. By doing this, citizens will get more concerned about their direct surroundings and thus they’ll start initiatives to improve their direct surroundings.

This should be alternated, steered and accompanied by actions of the government, in order to create a coherent and sustainable new urban district. It is of vital importance that the government does not directly interfere with the citizens nor with private investors. They can work together, but the government should not impede any improving initiative.

+ living environment infrastrucural improvement Image 13. Virtuous cycle

welfare

+

RESEARCH QUESTIONS AND METHODOLOGY At the basis of the project is the research question.

The main research question is: Starting

from the Hidroanel plan, how can a fluvial infrastructural improvement (initiated by the government, in collaboration with citizens) start a virtuous cycle, which improves the living environment of São Paulo?

This question rises four subquestions. Answering these sub questions will lead to an answer on the main research question. These four sub questions are: 1. Where is it safe to live with regards towards flooding?

2. How is the project related towards the existing Hidroanel plan?

3. What fluvial infrastructural intervention is needed?

4. How to organise citizen participation?

These sub questions are based on the components present in the main research question. The methodology that is used in order to solve the problems in São Paulo is a mixture between making harbours throughout the city (“urban acupuncture”) from a top down perspective, and citizen participation that will lead to a cyclical process of improving people’s environment and increasing welfare. Positive spill-overs of these action keep turning this cyclical process.

For a theoretical background of the way of working (also part of the methodology, see the chapter about referential theories and practices.

A key element is the implementation of small scale interventions. As there are

already plans for a fluvial ring around São Paulo, the proposed intervention is to make a small harbour to allow for new business activities, caused by improved connectivity.

The answer to the first question is that people have to move to safer areas.

Those people have to find a new home or living area close to where they used to live. In this way, social integrity will be concealed in the new living areas.

To the second question is answered that the project strongly relates towards the Hidroanel plan. Because in the Hidroanel plan the correlation between the fluvial ring and flood risk area is not yet precisely defined, it has to be defined. The new barrier should be built in such a way that it follows the form of the Hidroanel project, but also the form of the flood risk area.

Besides, the city form should be taken into account.

Because the aim of the project is to create a new centrality, it is important that there is a reason for people to invest in a particular area. This reason could be a harbour, the answer to the third question. This will be a top down intervention, done by the government, in combination with creating the needed infrastructure and (some) extra housing.

From there on, citizens will improve their own urban environment, stimulated by the government.

The answer to the last question is very important for the further development of the metropolis, because this will eventually effect improvement of the overall living quality. If citizens will be stimulated in a good and appropriate way, they will hopefully see the importance of improving their living environment.

SPORTS FACILITIES

1

HISTORIC BUILDING

!

SPORTS FACILITY

LEGENDA Intensify housing

! !

LARGE SUPERMARKET

Regional roads Local roads Small roads

SCHOOL

Dikes Railroads

!

INTENSIVE BUISNESSES

INTENSIVE BUISNESSES

SMALL CENTRE

Interesting point Create top down function Housing at risk New connection Harbor/eco-point

2

LEGENDA ‘Current’ flows in hidroanel project Railroad Important regional connection Possible local transport flows New relations between ports Interesting point Edge of new waterline

3 Micro scale marine infrastructural intervention: - water basin - quays - storage: warehouses - connections for transit

Education

4

General public

Information feedback Consultation Joint planning

Leaders

Mediation Litigation

Resolution/prevention Imgages 14-17. Of the first trhee sub questions the results on the micro scale are shown. For the fourth, it shows the ‘participation scheme’.

REFERENTIAL THEORIES AND PRACTICES

THEORY ABOUT DESIGN As Dorst stated in his inaugural lecture about academic design, design is different from (other) sciences in the way of reasoning. The normal way of reasoning is that what and how leads to an outcome.

This is called deduction. Science uses induction: the outcome and the what are known, but the how is unknown.

Normal engineering knows the desired outcome and the how, but not the what. This is abduction. Design than is that both the what and the how are unknown, only the desired outcome is stated. To come to both the how and the what, a framework for the how is set up. From this framework the what is defined, followed by a process of redefining both the framework (the how) and the what. (Dorst, 2013) See also the upper pictures on the next page.

The desired outcome is to decrease the four main problems. The framework is the idea of the virtuous cycle, started by the construction of a port. Phasing and design thus can be regarded as the what-part.

Important to mention is that what is presented here is a stage of equilibrium between the how and the what. During execution of the project probably both parts has to be specified. Therefore this document is not a blueprint plan.

PARTICIPATION Arnstein (1969) described a ladder of citizen participation in which participation is ranked. Connor (1988) gave an alternative ladder as he criticizes Arnstein who qualified different types of participation

from wrong to right. Conner states that different situations need different types of participation. See also figure X. The main type of participation desired for the area development is joint planning, as conflicts are not desirable, but influence is.

Irvin and Stansbury (2004) did research to success factors of participation and divided the resulting indicators in low and high costs and low and high benefit indicators.

From these indicators some guidelines can be derived for this project.

The participation groups should not be too large, but should represent all inhabitants from the direct neighbourhood.

Besides, participating citizens should be empowered to influence decision making. Third, this decision making should not be about obvious answers, as this will destroy the feeling of importance to participate. On the other hand, the topics should neither be too technical. Technical decisions should be left over to experts.

what

+

how = outcome

Source: Dorst, K.(2013) Academic Design, inaugural lecture. Eindhoven University of Technology Images 18-19. Theory behintd the making of a design. While the what and how are not yet known, the outcome will become clear via a series of steps.

STRATEGY AND DESIGN The strategy that is chosen in this project is that of a vicious cycle, started by a “top down” intervention. By making a harbour, and adjacent things like new infrastructure, some public space, new multi-level housing and flood protection, the living environment will benefit directly. However, from this point on forward, it is hoped that citizens themselves will, for example, improve the existing housing and urban space by themselves. Also, it is hoped that they will start new businesses that will also be beneficial for the use of the harbour.

These positive spill overs will, in time, lead to an increase in welfare. This increase in welfare will then lead to improved living environments, and so on. This method will have as effect that urban development will know different phases, where the first phase will only have the small ‘top down’ intervention, and the final phase will be the result of citizens and government making urban space.

Although the design is not yet clearly defined (since the people will, after the construction of a few things, will design themselves), a rough sketch with the basic outlines can be made. The flood protection (a dike), the main infrastructure and the harbour itself can be made. But to ‘push’ the citizens to improve the city also by themselves, it is important to also show some sketches, maps and sections that show a possible future. Although the citizens can come up with a different design, the objective of the project will be the same.

Although it is mentioned that the government will start the process with a spatial intervention, this intervention will be implemented all at the beginning.

Although it is logical to start with making a harbour, the process will start in making space for the people that have to move, thus creating housing in designated areas.

After the construction of the Hidroanel, the construction of the harbour can start. After this has finished, the infrastructure can be changed, allowing for better connections to the existing main infrastructure. Other elements of the spatial intervention will take place within or after the parts here mentioned.

There are different stakeholders that have an influence on the project. These stakeholders have influence on different scales (for example, citizens will have more influence on a micro scale then when they want to change the system on a macro scale. It is believed that, since the macro scale has a less direct influence on the citizens, they probably won’t feel the need to react en masse on decisions that are made by the municipalities. Also, since their participation is needed on specific moments, the stakeholders will also act on different moments in time.

The citizens play a very important role in the strategy, since they will eventually be the ones that increase living quality quite a bit, by making urban space and improve their housing for example. However, it is important that there are some guidelines, both for the citizens, but also for the government, since those interventions will influence the life of people more than those done by citizens. The guidelines are shown in 13 small principles.

Finally, the results of the whole project are very important. Especially on a micro scale, these results are important for the continuation of normal daily life for the people that live in the area. But also the results on a meso and even a macro scale can have a significant role in the daily urban life of people. These effects are shown at the end of this plan.

governmental intervention

+ living environment

welfare

centrality housing water quality water quantitity

+

citizen initiatives inital phase

phase 1

phase 2

phase 3 Legend commerce housing public green bank water sewage treatment trees clean water sewage harbour

Images 20-21. Both the process (top) as well as the intervention (down) have a concept design. It is the principle for the future development.

1 km 0

5 km

AIMS AND OBJECTIVES The main objective for the project is to create a virtuous cycle that will generate

a better living environment through spillover effects. The objectives will, just as is the

a better living environment on especially a micro scale, and the citizens have to do this, it is important to show the citizens how a possible future looks like. Therefore, the pictures below show a possible future.

case in the answers of the sub-questions, take place on macro, meso and micro scale.

Because the aim of the project is to create

image(s)

Images 22-24: The sketches (top) show how a possible future can look like. The section (below) shows the objective on a micro scale.

1 km 0

5 km

PHASING

Spatial plan harbour

Government (technicians) Potential entrepreneurs - joint planning (future) residents - consultation Environmental organizations - consultation

n ati o cip pa rti

ity

tiv ac

ke ho lde rs

sta

pa rti

ac

tiv

ity

cip

ati o

n

PHASE 1 PHASE 1 3 activity participation stakeholders

sta

The phasing of the strategy is intertwined with different kind of stakeholders. Where the stakeholders have an influence, they will be mentioned. Where participation is not allowed or not favourable (e.g. dikes have to be constructed up to a certain standard: citizens won’t have a say in

ke ho lde rs

this, since it will not change the outcome). If there is not participation, the stakeholder will be the municipality, the government and/or experts in that particular field.

Building dikes

Moving people

Digging harbour

Heightening ground Demolish old houses

Constructing infrastructure

PHASE 2 PHASE 4 Government - guiding Residents - joint planning Port company - joint planning Environmental organizations - consultation

Government (technicians) future residents - consultation Improving public space

Constructing housing

Government Port related companies - joint planning = Port company Harbour exploitation

Water treatment

Government Residents - joint planning Port company - joint planning Environmental organizations - consultation

STAKEHOLDERS There are several stakeholders that play a very important role in the strategy proposed. Where the government will be making some top down interventions, the citizens will have an important role in making urban space and increasing the living quality in the neighbourhoods.

MICRO SCALE

MESO SCALE

MACRO SCALE

Government

Port company

Port companies of one triport (= port organization)

Port organizations

Potential entrepreneurs

Environmental organizations

(Future) Residents

Resident organizations

ACTIONS The construction of a dike is important to protect housing that will remain against flooding. This dike will be compromise between the flood plain and the existing Hidroanel plan. Also, the people that live within the flood plain and are not protected by the new dike will be forced to

move. However, to ensure current social elements, these people have to be able to find new housing within 5 kilometers from their existing home

Legend

Images 25-26: Comparison between the flood plain and Hidroanel plan (top) and zone in which to relocated housing that must be removed.

Hidroanel plan

Flood plain

New dike

Relocate area

500m zone

The need for new connections in this area is high, especially if a new centrality will be made. Since there are now some barriers between the proposed location of the harbour and the main infrastructure, it is important that new connections will be made that overcome this barrier.

A separation between slow traffic and fast traffic is also very important to ensure the sustainability of the intervention for many years to come.

Legend Centres

Images 27-28: The sketches (top) show how a possible future can look like. The section (below) shows the objective on a micro scale.

To little centre

To main road

To station

There are 13 guidelines that will help the citizens of the S達o Paulo metropolis in creating a better neighbourhood. By making these 13 interventions, the municipalities can create a starting point from where people can also invest in their own environment. The 13 different interventions are listed below.

The red color are interventions that are being made by the municipality. The interventions that will be done (mostly) by citizens have a green color.

Move threathend housing

Make drainage system

Higher housing density

Plan/floodplain dike tradeoff

Dike follows form of city

Urban space next to harbour

Functions in flood plain

Limited access, only small ships

Logical infrastructure 20 meter 30 meter

20 meter

20 meter 30 meter 20 meter

Harbour in proximity of infrastructure 5k

5k

m

2k

m

One direction harbour expansion

Divide traffic flows Pedestrian m

2k

m

Cars

NEEDS REASONING

Pedestrian 5k

m

2k

m

NEEDS REASONING

Cars

Images 29-41: The thirteen actions the design is based upon.

Routes along hotspots

RESULTS

influence of the people that live in the area.

The spatial plan is here shown in a series of coloured areas, to resemble their uncertainty: the place of function is more or less known, but the exact design will be made by different stakeholders, with a large

Legend Port

New housing

Shops

Sewage plant

Centrality

Image 42: design map showing the different zones of the port and adjacent centrality.

Floodable area

Navigation canal

IMPORTANCE AND EFFECTS The project is important for creating new centralities that allow for vitalizing other parts of the metropolis, through a series of spillover effects. The spillover effects not only work on a micro scale, but will also have an influence on the meso and macro scale.

Effects on micro scale

Construction of the harbour

First boats will be bought

First economic activities

Forming of a new centrality

Intensifying harbour activity

Economic and social prosperity

Water quality becomes important

Better living environment

Demand for similar projects

Effects on meso scale

Effects on macro scale

Less commuting time Product exchange FAU mill

SIRUP

Relieving centre GOODS

Diversifying qualities

Distributing goods

Opportunity for waterfront

More integrated network

Images 43-44: The effects on the three different scales.

Warehouse designed by Wilson Joseph from the nounproject Money designed by Luis Prado from the thenounproject

RELEVANCE AND ETHICAL DIMENSION The construction of a port to create new centralities faces some positive and negative ethical issues. Besides it is important for urban planning and design as from the monitoring of this unique project guidelines can be derived for developments of other areas.

Around the world, many great projects have proven to be successful in increasing human living environment. In Seoul, South-Korea, a polluted and undervalued river was turned into a new urban park, and acts as a hotspot nowadays.

This project is famous as it shows that acupunctural urban development can lead to improved neighbourhoods.

The same applies for the high line project in New York, which is also became an urban hotspot. This project was funded by individual persons. Therefore it is obvious that local projects can improve the overall living quality in a city. However, this has not yet been done by the construction of a harbour.

The proposed intervention is an interesting test case for other parts of the world and therefore it is important to monitor this intervention. Besides, if possibilities for improvement of the framework come up, these should be implemented as the area itself needs to ‘work’; it is not only a test case. In this way, a framework or guidelines for new situations can be derived.

The project is also important on the scale of society. The four stated problems affects especially the less advantaged people in SĂŁo Paulo. They have little

opportunity to escape their unsound living environment. It is important that these people not worsen their environment by for example dumping waste.

The project aims (among others) at raising awareness and increasing respect for peoples own environment and how they can improve it. The implementation of relatively small spatial interventions tries to make a turn for the best.

The implementation has two main problems. The first is that people will be forced to move. However, this is for their own safety, since they live in dangerous areas where there is a real potential of flooding. Therefore, it is not considered a real ethical problem to move these people.

The second problem is that house prices will raise near the new developing centres. This is positive for house owners, but for tenants this can become a problem.

It is possible that this problem will be solved by the raise in welfare of the inhabitants of the neighbourhood and thus also of the tenants, but this is not sure. This is a negative side effect which always will occur when an area economically develops.

REFERENCES Arnstein, S. R. 1969. A ladder of citizen participation, Journal of the American Institute of Planners, 35, 4, 216-224.

Connor, D. M. 1988. A new ladder of citizen participation, National Civic Review, 77, 3, 249-257.

Dorst, K. 2013. Academic Design, inaugural lecture, Eindhoven University of Technology.

Irvin, R. A. & Stansbury, J. 2004. Citizen participation in decision making: Is it worth the effort?, Public Administration Review, 64, 1, 55-65 Meinhold, B., 2010, Seoul Transforms a Freeway Into A River and Public Park [online]. Available from http://inhabitat.com/ seoul-recovers-a-lost-stream-transforms-itinto-an-urban-park/ (viewed on 13-07-2014).

Tran, K., 2009, The High Line, een stadswandeling in het spoor van New York [online]. Available from http://www.archined. nl/nieuws/oktober/the-high-line-eenstadswandeling-in-het-spoor-van-new-york/ (viewed on 13-07-2014).

AutoCAD map and the map of the Hidroanel plan available from teachers.

Aerial images: maps.google.com

VIDIERA URBANA

The green network of Sao Miguel Group 04 4324900 4078373 4328876 4078373

Bernardo Rossi Luca Vacchini Vincent Marchetto Agnes Galama

A case study as to how a green network or park system can solve a multitude of urban problems.

ABSTRACT Vidiera Urbana is an Urban invention that interacts with the Hidroanel Project. The concept introduces a green network that helps reduce automobile congestion and dependence, introduce the river to the public realm, and in general find creative ways to enhance the quality of public space.

The project “Vidiera Urbana” is a urban intervention on an extensive part of the city of Sao Paolo.

The project tries to spoil the existing possibilities offered by a really problematic area of the town by designing a totally new way of relating infrastructures between each other and with a complex system of open spaces. The idea at the base of the entire proposal is the willing to intervene on a dense and congested neighborhood tackling the problems related to the lack of connection between the different existing hubs and the absence of designed open spaces, without having a destructive impact on the built environment of the site.

The strategy has broad view and it tries to integrate the intervention at all the different scales and with the main macro-project of

the Hydroanel bordering the area at its north side.

The proposal has a complex and differentiated aim, that has the ambition of reconverting the traditional horizontal disposition of the interconnection between infrastructures into a layered punctual and more efficient system of facilities’ distribution. This new nodes are the main actors of the design proposal and in the structure of the intervention they become the magnetic attractors for the open spaces framework that integrate the function of connecting the entire plan. The complexity and flexibility of this design are the key elements that make “Videira Urbana” an A-Scalar project that has the concrete possibility to intervene with a solid and concrete act on a multiple of issues concerning the Regional, Urban and Local level.

This different aspects of the project all play a specific role in reaching the final goal of restructuring the mobility and the urban tissue of Sao Miguel.

The final aim of the entire intervention is to concretely to create an extensive and pronged network of open spaces that, by begin specifically designed, will

integrate in the urban grid enabling a new way of living the open space and public realm. This first goal will be supported and integrated with the creation of nine new nodes, all with specific and different functions, that will be able to revitalize the entire system of transportation of this urban fragment by begin developed at the different intersections between this previously mentioned green structure and the existing lanes of transportations.

INTRODUCTION The intervention represent a complex balance between three main scales, the MACRO scale, that operates at a Regional level, the Meso scale, that is the main level of interchange between the wide scale of the city of Sao Paulo and Sao Miguel and the micro scale, incharged of all those aspects and functions deeply related to the comunity. This is an intrinsic relationship and it foresees that all these different scales interlocks between each other and act at the same level. The aim of this A-Scalar method of designing is to get, at the end of the project, a plan able to connect every single fragment of the urban tissue to the extremely complex and tangled network of the city of Sao Paulo.

This method has two main actors playing different and fundamental roles in its development. The first element that forms the “Videira Urbana� is the green network of public spaces. The main role of this element is both to connect and reactivate. The structure of this system varies according to the urban tissues in which it goes to intervene. The goal of these first and fundamental intervention is to reach every single brown-field, abbounded or misused area and integrate that in the wider framework of green and open spaces. This way the function of connecting is integrated and implemented with the function of extending the pubblic realm of Sao Miguel and reevaluate a great quantity of in-between spaces that represent one of the biggest challanges and opportunities of the site. The design of this basis framework for the wider project is carried on by reopening two underground river and making of the renaturalization of the water in the area one of the focus points of the intervention. This two reopened streams will be canalized along two traffic lanes

that will be completely reconverted into a slow infrastructure artery, fastening a green tissue with slow infrastructures such as fluvial traffic, biking lanes and pedestrian paths.

The main challenge of this part of the project, is represented by the consisten ammount of housing that will have to be destroied and the quantity of people that will have to be rellocated.

This is one of the issues that the second element of the intervention has the ambition to solve. The intersection points between the green network and the already existing systems of transportation represent, in different scales, the area of influence of our infrastructures nodes.

These three types of nodes, MACRO Meso and micro, become the activators of the open spaces framework in which they graft themselves. The nodes beocome the perfect point on the urban tissue in which try to tackle the horizontal disposition of the different hubs and the disconnection of the several infrastructures. This goal is reached by proposing a layered approach to organize the connecting tissue and by spoiling the inbetween space left un-programmed among the exisiting cores. For each node, the intervention forsees a specific element in order to interact between the different hubs and regenerate the space. In the MACRO node the water becomes the connecting component, in the Meso two programs, a cultural center and a market hall, play the same role while, in the micro node, this delicate balance is taken over by the green component of the open spaces network.

This dual system is the core of the entire project and the key to operate a regeneration of the mobility in the area.

Hidroanel Metropolitano: University of Sao Paulo

The Hidroanel forms the departure point for our project. As a group we designed a green network for a the city district of Sao Miguel that interacts with the aims of the Hidroanel project. Therefore understanding this project at a variety of scales is very important.

T

T

T T

T

T T T T

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CONTEXT AND PROBLEM FIELD The area of Sao Miguel has a really interesting specificity concerning both the morpho-typological form and the socioeconomical aspect. The analysis was conducted, as the design, trying to always combine different scales in an A-Scalar project. This means that the reflections and the conclusion made up on the Macro scale were carried on and used as a starting point for the Meso and micro scale analysis, in order to have the most complete and concrete overall analysis of the site.

The area, located in the north-east of Sao Paulo is delimited on the upper border by the Tietè River. As a preliminary analysis, something that was suddenly clear was how the area is totally disconnected from the surrounding urban tissue and how the great arteries of transportation arriving in proximity of the site, act as boundaries and not as connectors of the neighborhood with the wider context of the city.

Trying to understand the mobility of this macro urban fragment, the analysis at a meso level, revealed how this great ways of transportation, the highway, the railway and the main urban roads create a defined surrounding structure that, shaping the site, also give multiple opportunities of connection with the inner part of the city and the surrounding communities.

At this level the different systems of transportation show all their lacks and problems, depicting a disconnected network, in which the different hubs are spread in the area without a recognizable order. Next to this more functional issues, the location has to face both the more

common problems coming from the critical situation of the suburbs in a metropolis such as Sao Paulo and the particular concern regarding both the informal and formal settlements in the flooding area of the Tietè River.

To shape the intervention and clarify the process of designing, it was also essential to conduct a deeper analysis at a micro scale, identifying the different typologies inside the urban tissues. This analysis focused on one specific element, the commercial axis cutting the area in a upper and lower part. Av. Oliveira Freire, being the commercial axis of the area, became fundamental in our project both for the analysis and the design. In this case, the form of this urban strip was deselected in order to comprehend the structure of the metropolitan tissue and what kind of relationship was established between the voids and the volumes.

These three levels of readings of the site brought to a common conclusion that highlight the necessity of a complete redesign and new approach to the infrastructure complexity and the need of bonding this with a solid intervention on the housing program on one side and on the specificity of the public realm on the other.

The intervention has been shaped and design through the different considerations made during the field trip and the analysis process, giving to the mobility and to the social issues related to the housing and the public realm, a key role in describing and intervening on the built environment.

Rodo Anel north track - project

river Tiete river Tiete river Tiete

river Tiete Taiaรงupeba dam

Rodo Anel east track -project Rodo Anel west track

river Pinheiros

Guarapiranga dam

Billings dam Rodo Anel south track

Water Parks Project Area City Center Rodo Anel Highway Primary Roads Subway Lines Railway

(fig 1) Macro Analysis Sao Paulo

(fig 2) Meso Analysis Sao Miguel

PROBLEM STATEMENT In our design process we decided to divide the problem statement in 4 main key points. The first issue we are aiming to tackle is the clear disconnection between the different existing systems of transportation in order to generate a layered system of connection that will be able to work on different levels of speed.

Strictly related to the issue of connecting the site is the lack of a concrete program for the open spaces and the green areas and their mutual connection within the limit of the site. Another key factor, as already mentioned, is the necessity of bringing back the water to the city and by renaturalizing the streams, fighting the misperception of the natural element by the inhabitants and the inability of the grid to metabolize the organic shape of the river. The last and crucial problem that the analysis pointed out as a main issue to take in consideration for the future interventions, is the presence of a great amount of formal and informal housing in the flood area that, every summer, face the risk of hydrogeological instability.

1) Disconnection between transit hubs

2) Lack of green space

3) Typology of areas along the river

image caption

4) Unsafe development in flood zones

RESEARCH AND DESIGN AIMS This intervention has the fundamental goal to reactivate the mobility inside our site. This aim is the first step to an actual revitalization of the entire area through a smart requalification of the urban voids, both as green areas and public spaces, and thanks to a new approach regarding the social housing and its interaction with the public sphere. The creation of the nodes and the great impulse given to the urban structure by creating the green network of open spaces has the aim, next to connecting the site through all its different scales, MACRO Meso and micro, to actually generate a new vision towards the public realm and the water perception and use inside the community.

This great differentiation in the aims of the project is possible to archive because of its flexibility and its A-Scalar approach.

The layerization of the functions and the interconnection between the several facilities contribute to increase the feasibility of the project.

RESEARCH QUESTIONS AND METHODOLOGY Is possible to activate the public realm and solve the issue of open space, through a smart, layered apparatus of infrastructures?

This is the main question that we asked ourselves when we started our design.

This research question points out how for our intervention the mobility was the key element to trigger the consequential development and renovation of open spaces and green areas. This research question does not completely fulfill our final goal.

The issues of housing and the problem of creating a new approach to the public realm towards punctual and specific interventions remain another focus point of the project.

Our interest was driven by some interesting factors that, being an issue for the area, we tried to take in considearation and develop in our design as opportunities.

One of the main point of interest of the area was the disconnection between the different system of infrastructures. The fact that they were completely indipendent between each other and that they were meeting in different points without actually interacting, pushed us to think for a solution that would spoil this problem and make of the in-between left over spaces the central element in our design. This arteires come together in our project, generating not only a layered system of interconnection, but an actual new urban tissue, in which the different function of housing and public realm find the possibility to grow.

The issue of how to generate a renovate approah and vision towards the green

spaces and the open areas is also taken in consideration when designing the base framework of the project. This systems of lanes define a structural scheme that enables the connection of the several points of interconnection between the infrastructures, while also answering to the need of growing a new awarness towards the abbounded or misused spaces that fill the voids of the urban grid.

In this way the network of public spaces and green areas feed directly from the actual urban tissue, making of the problem of the great ammount of brown fields and abbounded spaces the opportunity to grow a specific structure of spaces that vary their function and tipology according to the existign urban organization to whom they connect.

This method of dealing with a muliplicity of research questions was helpful to keep a constant switch between the different scales and to mantain a layerd resoult when dealing with the final design in each node.

Informal settlement adapting to the shape of the river.

The grid struggling to adapt to the form of the river.

Commerical Axis showing changes in the urban tissue

Neighborhood with more open space

More compact neighborhood

REFERENTIAL THEORIES AND PRACTICES A brief look into the work of Frederick Law Olmstead, and the history, theory and future of park systems.

Vidiera Urbana evolved from the theory of a Park System. Frederick Law Olmstead believed that, “parkways would likely become the stems of systems of streets which will become the framework of our cities of the future”. The most influential example of a Park System is the Emerald Necklace, designed by Frederick Law Olmstead (fig 1). Olmstead believed that an interconnected network of green spaces and paths could improve the public health of a metropolis. The Emerald Necklace is the first intentionally designed park system, but it is not the first park system to ever exist. Olmstead was inspired by London which accidentally developed a park system when the expanding city grew around existing royal parks, such as Hyde Park and St. James Park (fig 2).

Olmstead believed that an urban park could be more than just a place for recreation, and he mastered multipurpose landscape design. The Emerald Necklace is a perfect example of how Olmstead attempted to solve six urban problems with one park system. Purchasing the most easily acquired and sometimes the least expensive properties; installing a sewer system; providing the gradual slope needed for the stream to flow naturally into the Charles River; camouflaging the MBTA transit line connecting Boston with Brookline; fashioning a peripheral edge that would allow a greater number of real estate development sites with park views than would have resulted from the most

direct, straight route from Jamaica Pond to the Charles River; and wherever possible creating relatively flat open areas that could be used for recreational purposes1. The multipurpose design of this park system sets a new precedent for urban landscape design.

After completing the Emerald Necklace Olmstead went on the complete park systems in many other American Cities, including Minneapolis, Chicago, and Buffalo (fig 3). The Emerald Necklace was proof that a carefully designed park system could shape the growth of a metropolis in a positive way.

As the 19th century faded into the 20th century the idea of parks and streets for people also faded. The rise of the automobile redefined these areas and people like Robert Moses successfully constructed parkways for cars, and cut up the pedestrian realm with highways. In the developing world automobile infrastructure proliferated which led to a decline in the quality of the public realm. The area of Sao Miguel is a perfect example of an urban neighborhood that suffers from this automobile blight.

Looking to the future we see cities trying undo mistakes made in the 20th century and reintroduce the 19th century concept of park system that solves a multitude of urban problems. One recent example is Hamburg, Germany which recently unveiled its plan to build out a full park system by 2050 (fig 4). Even the automobile obsessed city of Atlanta is currently in the process of building a full park system with its plan for the Atlanta Beltway (fig 5). Overall we believe that a Park System has a lot of potential to solve the urban problems that we earlier addressed in Sao Miguel.

1 Alexander Garvin. “Public Parks; The Key to Livable Comunities,” W.W. Norton & Company inc.

New York. 2011

(Fig 1) Emerald Necklace, Boston MA, Olmstead and Vaux.1878-Present

(fig 2) London Park System, Early 1800’s

(fig 4) Green Network 2050, Hamburg

(fig 3) Buffalo NY, Olmstead and Vaux. 1896

(fig 5) Beltway Masterplan, Atlanta GA

STRATEGY AND DESIGN The design is conceived as integration in the larger Hydroanel project for Sao Paulo, starting from it but taking also some distances in the way it tackle the relation between the city and the water. In fact the aim of the Hydroanel itself is to “bring the city to the water” and we, on the other hand, want to reverse this proposition by “bringing the water to the city”. To bring the city to the water the actual Hydroanel project doesn’t engage any kind of new way of dealing with the water, on our side we want to engage this issue using this element as an added value given to Sao Paulo.

Our project, starting from the existing urban condition (fig. 1), characterized by a disconnection of the infrastructural system, developed on the basis of an horizontal and not layered disposition of its elements, began with the identification of the hidden potentialities of this portion of city. The lack of public space was also another import way to start developing our strategy. We first approached by analyzing the actual infrastructure system (fig. 2) and seeing how they collaborate with each other. Then our strategy went on taking into account the Hydro-Anel project and the parks adjacent to them (fig. 3) and considering how they relate with the existing infrastructural system.

We thought that a clear way to overcome the two issues, both the infrastructural disconnection and the lack of public spaces, was to bring their development together to find a solution that tackled all the aspects of each. As a kind of “mantra” to our design process we developed our interconnection of public spaces in different scales, MACRO, Meso and micro. The MACRO intervention (fig.

4a) of public spaces is characterized by two main horizontal axis and a vertical one crossing both. The lowest horizontal one connects the two Meso hubs that act as poles of this public lane granting its usage

and continuous life. The upper one is actually an already existing one, is the commercial axis of the area that cuts it in two halves.

The vertical public axis that we design is developed along one of the two rivers that we revitalized and connects the lowest horizontal axis to a big green area on the top of the area. The new green lines of public lanes that we design are characterized by not linear borders since they use all the low quality, but with great potential, pieces of land nearby such as brown fields and left-over areas to create additional public areas irrigated by the main axis. The Meso intervention (fig. 4b) follows integrating to the previous structures all the largest abandoned area or larger empty lots, linking them together with green axis leading back to the MACRO structure. The vertical green axis that we find at this scale is the public lane developed along the second and last revitalized river. Finally the micro intervention (fig. 4c) completes the web reaching deeply all the minor free spaces of Sao Miguel. In this case we face two typologies of design that followed the existing urban condition, clearly different in the left and right half of the area. In the right part, linearity is the clear condition of all the public routes created, due to a more compact urban grid, that here generates a green interconnection between existing school in the area, that this way can have a clear increased relation with the surroundings. The left part is defined by a less dense grid that was the trigger for us to opt for a capillary and alveolar way of designing this micro-grid of public lanes that reached until the small left-over backyards.

All these scales together create the web of public spaces (fig. 4) over mentioned that this way merging with the existing situation answers the question to the problems we tackled.

Where different infrastructure systems cross each other they generate our second part of the intervention, the nodes.

This are places where multiple types of infrastructures, characterized by different

Fig 6. Proposed Buildings

Fig 5. Proposed Open Spaces

Fig 4. Proposed Green Network

Fig 3. Proposed Hidroanel Lakes

Fig 2. Regional Mobility Infrastructure

Fig. 1 Existing Urban Fabric image caption

speeds touch each other. Like in all the project, also here we divided in MACRO, Meso and micro nodes. The MACRO nodes are sited on the Hydroanel arc and relates to our area as “doors”, peculiarly different, to the larger system of the metropolis. The Meso nodes are determined by a closer intervention and relation to the public life surrounding them. That’s due also by the fact that the urban tissue is really close to the major infrastructure. Finally the micro nodes are defined by the crossing between the commercial horizontal axis in the middle of the plot and the major public lanes and spaces nearby. It’s really a neighborhood level of action but by the disposition of these nodes, the central commercial axis is enhanced in its public quality, and vitalized also by putting two of these nodes as poles of it.

In all the different scales we developed different types of program always addressing to the specificity of the different conditions.

In these cases the development of the program followed both the creation of open public areas (fig. 5) and the realization of new buildings (fig. 6) addressed to the public realm and to the housing.

A consistent housing program is developed on the right bottom side of our area in order to compensate the destruction of private houses along the lakes in project.

Also in the micro nodes the aim is to compensate this reduction of density by building social housing programs. Along the green grid other functions are also “plugged” into it, such as community gardens as public spaces used for cultivation by the community. In the MACRO lane of public spaces we found an area with large left-over spaces, we decided to address them to buildings for sport activities that can

be used by the neighborhood. Other brown fields are converted to sport facilities inside this part of city, but they are more open spaces converted to sport fields. This way all the functions are “plugged” to our green public web (fig. 4d).

The following pages will describe each single node in its own peculiarity and scale, with a reference to the radius of influence. We deeply describe them using an axonometric view with the program highlighted on the left page. On the right page a logo describes the main functions of the node while a simple map of the node shows its location. In the middle of the page a phasing diagram with all the stakeholders involved in the process is linked to a wireframe version of the previous axonometry, so that the interconnection between actors and functions is automatic and fast. In the very bottom of the page a section wants to give an overview of the project in a more detailed way.

Fig 4a. The green structure that relates to the macro scale

Fig. 4b The green structure that relates to the meso scale

Fig. 4c The green structure that relates to the micro scale Urban Park Market Sport Bike Rent Area Slow Infrastructure Community Gardens Bus Station New Housing Invention Roof Top Garden Park

Fig. 4d The green structure with all its program.

2 1 6 4 global Roads Water Micro Public Lane Meso Public Lane Macro Public Lane

Recreational Port Market Square/Hub Park Community Gardens Public Buildings

Cultural Hub Social Housing Sport Courts Marina Logistic Port

M A C R O N O D E S Radius = 500m

macro transport Roads Water Recreational Port Park

cultural hub Roads Water Macro Public Lane Recreational Park

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

market hub Roads Water Macro Public Lane Park

macro logistic Roads Water Logistic Port Park

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

Node Type = Macro Node Number = 1

Macro logistic

cultural hub

INFRASTRUCTURE ++

RAILWAY COMPANY

CONSTRUCTION COMPANIES

Recreation Port

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

PUBLIC

SOCIAL HOUSING COMPANY

RAILWAY COMPANY

STATE GOVERNMENT

STATE GOVERNMENT

-

RAILWAY COMPANY

DISTRICT GOVERNMENT

MUNICIPAL GOVERNMENT

PRIVATE SECTOR

CULTURE

LEISURE BUS COMPANY

DISTRICT GOVERNMENT

MUNICIPAL GOVERNMENT

+++

PUBLIC PRIVATE SECTOR

The port works as a mean of relation between the project area, the infrastructure of the Hydroanel and the city Macro marina of Sao Paolo. Being closely in contact with the highway, and the urban tissue, it represents the alternative to INFRASTRUCTURE PUBLIC TRANSPORT PUBLIC LANES JOBS CULTURE LEISURE the conventional, on road, transportation between different areas ofHOUSING the metropolis.

1

++++ top down planning Macro transport

LABOR UNIONS

2

+++

3

+++ merging public opinion

-construction phase

Planned Change

4

+++ ++ living and maintenance

+

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++++

+++

+

++++

+++++

--

++++

Stakeholders

logistic Meso cultural INFRASTRUCTURE

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

STATE GOVERNMENT FEDERAL GOVERNMENT

PUBLIC

PUBLIC TRANSPORT

WASTE MANAGEMENT COMPANY

+++++ Meso market

+++++

FEDERAL GOVERNMENT

+++++ 2

WASTE MANAGEMENT COMPANY

PUBLIC LANES HOUSING JOBS

PRIVATE SECTOR

+++++

+++++ +++++

3

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++

++++

+++

marina

merging public opinion

construction phase

CULTURE

LABOR UNIONS

1 INFRASTRUCTURE top down planning

STATE GOVERNMENT

++++

4

PUBLIC

Micro market

PRIVATE SECTOR

WASTE MANAGEMENT COMPANY

FEDERAL GOVERNMENT

LEISURE

living and maintenance

+++

BUS COMPANY

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

FEDERAL GOVERNMENT

++++

CULTURE

STATE GOVERNMENT STATE GOVERNMENT

LEISURE

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT

WASTE MANAGEMENT COMPANY PUBLIC PRIVATE SECTOR

LABOR UNIONS

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

1

2

top down planning Micro park

macro transport INFRASTRUCTURE STATE GOVERNMENT

++

FEDERAL GOVERNMENT

+++ 3

merging public opinion

PUBLIC TRANSPORT

construction phase

PUBLIC

++++

FEDERAL GOVERNMENT

PRIVATE SECTOR

+++

CULTURE

STATE GOVERNMENT

CONSTRUCTION COMPANIES

WASTE MANAGEMENT COMPANY

4

living and maintenance

PUBLIC LANES HOUSING JOBS

DISTRICT GOVERNMENT

++

+++

++

WASTE MANAGEMENT COMPANY

+

PUBLIC

LEISURE DISTRICT GOVERNMENT

++++

PRIVATE SECTOR

LABOR UNIONS

Micro sport INFRASTRUCTURE 1

PUBLIC TRANSPORT 2

++

++

top down planning

PUBLIC LANES HOUSING JOBS 3

merging public opinion ++++

Micro wharf

construction +++ phase

++

CULTURE 4

LEISURE

+living and maintenance ++++

Section

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

+++

++++

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

market hub Roads Water Macro Public Lane Park Market Hub

macro logistic Roads Water Logistic Port Park

market hub

RAILWAY COMPANY RAILWAY COMPANY

STATE GOVERNMENT

PUBLIC

RAILWAY COMPANY

STATE GOVERNMENT

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT MUNICIPAL GOVERNMENT PUBLIC

MUNICIPAL GOVERNMENT

PRIVATE SECTOR

Node Type = Macro Node Number = 2 2

3

4

merging public opinion

construction phase

living and maintenance

1

Marina Beach

top down planning

PRIVATE SECTOR

LABOR UNIONS

The green area is a gradient that works as a filter between the urban tissue and the lakes. From the neighborMacro logistic hood the road axis continue in the green intersecting each other, creating opportunities for public and community activities in their crossings. public building on theLANES left side of the area comprehends a bus station and INFRASTRUCTURE PUBLIC The TRANSPORT PUBLIC HOUSING JOBS CULTURE LEISURE bridges the main road with a slope that works as an artificial public beach. ++ +++ RAILWAY COMPANY

CONSTRUCTION COMPANIES

cultural hub Macro marina

Planned Change

INFRASTRUCTURE STATE GOVERNMENT

PUBLIC

PUBLIC TRANSPORT

++++ Macro transport

PUBLIC LANES HOUSING JOBS

RAILWAY COMPANY

+++

PRIVATE SECTOR

+++

--

BUS COMPANY

DISTRICT GOVERNMENT

CULTURE

LEISURE

MUNICIPAL GOVERNMENT

RAILWAY COMPANY

DISTRICT GOVERNMENT

MUNICIPAL GOVERNMENT

STATE GOVERNMENT

SOCIAL HOUSING COMPANY

PUBLIC

+

LABOR UNIONS

++

+++

PRIVATE SECTOR

INFRASTRUCTURE 1

Stakeholders PUBLIC TRANSPORT PUBLIC LANES HOUSING JOBS 2 3

CULTURE 4

++++

+++

living and maintenance +++++ ++++

top down planning

merging public opinion +

construction -- phase

++++

LEISURE

Meso cultural INFRASTRUCTURE +++++ logistic Meso market

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++++

+++++ PUBLIC

INFRASTRUCTURE

PUBLIC TRANSPORT

+++

++++

WASTE MANAGEMENT COMPANY

STATE GOVERNMENT

++

FEDERAL GOVERNMENT

++++

WASTE MANAGEMENT COMPANY

STATE GOVERNMENT

PUBLIC LANES HOUSING JOBS LABOR UNIONS

CULTURE

LEISURE

DISTRICT GOVERNMENT

++++

+++

3

4

merging public opinion

construction phase

living and maintenance

PUBLIC TRANSPORT DISTRICT GOVERNMENT

++

+++++ +++++

2

1

marina INFRASTRUCTURE

PRIVATE SECTOR

FEDERAL GOVERNMENT

+++

Micro market top down planning

LEISURE

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

STATE GOVERNMENT

FEDERAL GOVERNMENT

+++++

CULTURE

PUBLIC

PUBLIC LANES HOUSING JOBS +++

PRIVATE SECTOR

WASTE MANAGEMENT COMPANY

CULTURE

LEISURE

+

+++

STATE GOVERNMENT

CONSTRUCTION COMPANIES FEDERAL GOVERNMENT

+++

+++

WASTE MANAGEMENT COMPANY

BUS COMPANY

PUBLIC

PRIVATE SECTOR

LABOR UNIONS

Micro park

DISTRICT GOVERNMENT

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

++

++

++++

+living and maintenance ++++

1

top down planning

2

STATE GOVERNMENT

DISTRICT GOVERNMENT

INFRASTRUCTURE

PUBLIC TRANSPORT

++

++

PUBLIC

WASTE MANAGEMENT COMPANY

Micro wharf

construction phase

Section

++

FEDERAL GOVERNMENT

++++

WASTE MANAGEMENT COMPANY

+++

4

STATE GOVERNMENT

CONSTRUCTION COMPANIES

PUBLIC LANES HOUSING JOBS

PRIVATE SECTOR

2

1

+++

merging public opinion

macro transport Micro sport FEDERAL GOVERNMENT

3

LABOR UNIONS

++

PUBLIC

CULTURE +

3

LEISURE

LEISURE

DISTRICT GOVERNMENT

PRIVATE SECTOR

++++ 4

top down planning INFRASTRUCTURE

merging public opinion construction phase PUBLIC TRANSPORT HOUSING JOBS PUBLIC LANES

living and maintenance CULTURE LEISURE

+++

+++

+++

+++

+++

++++

++++

macro logistic Roads Water Logistic Port Park

Node Type = Macro Node Number = 3

Logistic Port

market hub

RAILWAY COMPANY

RAILWAY COMPANY

STATE GOVERNMENT

PUBLIC

RAILWAY COMPANY

STATE GOVERNMENT

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT MUNICIPAL GOVERNMENT

Developing the Hydroanel theme of the transportation of waste through ports on its shores, our logistic area acts as a place of managing the traffic of waste also of our area of design.

PUBLIC

MUNICIPAL GOVERNMENT

PRIVATE SECTOR

2

1

Macro logistic top down planning INFRASTRUCTURE

3

4

construction phase

living and maintenance

Planned Change

merging public opinion

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

++

-

Macro marina INFRASTRUCTURE

cultural hub ++++ Macro transport

PUBLIC LANES HOUSING JOBS CONSTRUCTION COMPANIES

+++

+++

CULTURE

LEISURE

CULTURE

LEISURE

++

+++

+++

Stakeholders

PUBLIC TRANSPORT

PRIVATE SECTOR

LABOR UNIONS

--

+

RAILWAY COMPANY

PUBLIC

INFRASTRUCTURE

PUBLIC TRANSPORT

++++

+++

MUNICIPAL GOVERNMENT

CULTURE

+

++++

LABOR UNIONS

--

++++

merging public opinion

construction phase

living and maintenance

+++++

+++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++

++++

+++

STATE GOVERNMENT

+++++ 4

PUBLIC LANES HOUSING JOBS

logistic

LEISURE

PRIVATE SECTOR

3

PUBLIC TRANSPORT

+++++ Meso market

PUBLIC

PUBLIC LANES HOUSING JOBS

2

1

INFRASTRUCTURE

MUNICIPAL GOVERNMENT

RAILWAY COMPANY

DISTRICT GOVERNMENT

PRIVATE SECTOR

Meso cultural top down planning

STATE GOVERNMENT

SOCIAL HOUSING COMPANY

RAILWAY COMPANY

STATE GOVERNMENT

BUS COMPANY

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT

FEDERAL GOVERNMENT

PUBLIC PRIVATE SECTOR

WASTE MANAGEMENT COMPANY

+++++

LEISURE

+++++ +++++

++++

CULTURE

LEISURE

++++

CONSTRUCTION COMPANIES FEDERAL GOVERNMENT

CULTURE

WASTE MANAGEMENT COMPANY

+++ STATE GOVERNMENT

LABOR UNIONS

DISTRICT GOVERNMENT

Micro market INFRASTRUCTURE

PUBLIC TRANSPORT

++

++

1

top down planning

2

3

+++ merging public opinion

marina Micro park

+++ phase construction

+++

CULTURE

FEDERAL GOVERNMENT

INFRASTRUCTURE

PUBLIC TRANSPORT PUBLIC

WASTE MANAGEMENT COMPANY

++

++

Section

+living and maintenance +++

++++

PUBLIC

++ macro transport

++

CULTURE PUBLIC

+++ FEDERAL GOVERNMENT

PUBLIC

LEISURE PRIVATE SECTOR

+

JOBS

living and maintenance CULTURE LEISURE

++++

++

+

4

STATE GOVERNMENT

CONSTRUCTION COMPANIES WASTE MANAGEMENT COMPANY

++++ PUBLIC

PRIVATE SECTOR

WASTE MANAGEMENT COMPANY

DISTRICT GOVERNMENT

++

3

++++

FEDERAL GOVERNMENT

LABOR UNIONS

merging public opinion construction phase TRANSPORT PUBLIC LANES HOUSING

DISTRICT GOVERNMENT

STATE GOVERNMENT

Micro wharf

+++

2

1

top down planning INFRASTRUCTURE

WASTE MANAGEMENT COMPANY

PUBLIC LANES HOUSING JOBS

PRIVATE SECTOR

BUS COMPANY

CONSTRUCTION COMPANIES

FEDERAL GOVERNMENT

LEISURE

4

STATE GOVERNMENT DISTRICT GOVERNMENT

STATE GOVERNMENT

Micro sport

PUBLIC LANES HOUSING JOBS

DISTRICT GOVERNMENT PRIVATE SECTOR

LABOR UNIONS

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

1

2

+++ 3

++++

4

M E S O N O D E S Radius = 450m

macro transport Roads Water Recreational Port Park

cultural hub Roads Water Macro Public Lane Recreational Park Cultural Hub Social Housing micro market Roads Water Micro Public Lane Park Market Square

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

macro logistic Roads Water Logistic Port Park

market hub Roads Water Macro Public Lane Park Market Hub

micro park Roads Water Meso Public Lane Social Housing Sport Courts

micro sport Roads Water Meso Public Lane Social Housing Sport Courts

Macro logistic INFRASTRUCTURE

PUBLIC TRANSPORT

++

Node Type = Meso Node Number = 4

Macro marina INFRASTRUCTURE

PUBLIC LANES HOUSING JOBS

PUBLIC TRANSPORT

-

CULTURE

LEISURE

CULTURE

LEISURE

+++

PUBLIC LANES HOUSING JOBS

Cultural Hub

+++ ++++ +++ +++ -+ ++ Macro transport The hub works as a landscape building that wants to link in itself more infrastructural connections, such as the INFRASTRUCTURE PUBLIC TRANSPORT PUBLIC LANES HOUSING JOBS CULTURE bus station and the railway station in one architectural volume.

Inside cultural programs are located toLEISURE give this building attractiveness for the community of the area.

Its green roof is a raised and view point fragment of the ++++ +++ + -++++ ++++ +++++ southern Meso public lane.

Planned Change

Meso cultural INFRASTRUCTURE +++++ Meso market

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++++

+++++

INFRASTRUCTURE

PUBLIC TRANSPORT

+++

++++

market hub

Micro market

+++++

CULTURE

+++++ +++++

Stakeholders

PUBLIC LANES HOUSING JOBS

+++

LEISURE ++++

CULTURE

++++

LEISURE +++ RAILWAY COMPANY

RAILWAY COMPANY

STATE GOVERNMENT

PUBLIC

RAILWAY COMPANY

STATE GOVERNMENT

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT MUNICIPAL GOVERNMENT PUBLIC

MUNICIPAL GOVERNMENT

PRIVATE SECTOR

PRIVATE SECTOR

LABOR UNIONS

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

1

2

top down planning Micro park

+++

+++

3

merging public opinion

construction phase

4

living and maintenance

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

INFRASTRUCTURE cultural hub

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

+++

++

Micro sport

PUBLIC

++ STATE GOVERNMENT

PRIVATE SECTOR

INFRASTRUCTURE

PUBLIC TRANSPORT

+++

+++

1 top down planning

2

DISTRICT GOVERNMENT

PUBLIC PRIVATE SECTOR

LABOR UNIONS

PUBLIC LANES HOUSING JOBS 3 +++

+++

merging public opinion

BUS COMPANY

MUNICIPAL GOVERNMENT

RAILWAY COMPANY

DISTRICT GOVERNMENT

MUNICIPAL GOVERNMENT

Micro wharf

+++ SOCIAL HOUSING COMPANY

RAILWAY COMPANY

STATE GOVERNMENT

RAILWAY COMPANY

CONSTRUCTION COMPANIES

++++

construction phase

CULTURE +++

4

LEISURE ++++

living and maintenance

Section

logistic STATE GOVERNMENT FEDERAL GOVERNMENT

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT PUBLIC PRIVATE SECTOR

WASTE MANAGEMENT COMPANY

FEDERAL GOVERNMENT

WASTE MANAGEMENT COMPANY

LABOR UNIONS

STATE GOVERNMENT

DISTRICT GOVERNMENT

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

marina

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

macro logistic Roads Water Logistic Port Park

market hub Roads Water Macro Public Lane Park Market Hub

micro park Roads Water Meso Public Lane Social Housing Sport Courts

micro sport Roads Water Meso Public Lane Social Housing Sport Courts Micro Public Lane

++

-

+++

Macro marina INFRASTRUCTURE ++++ Macro transport

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

++

+++

Node Type = Meso Node Number = 5

--

+

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++++

+++

+

++++

+++++

Market Hub --

++++

The left over spaces nearby the station are converted in squares for permanent positioning of a market serving Meso cultural the neighborhood and developed in section to gain the possibility to have it both in the open air and in covered spaces beneath the railway.

INFRASTRUCTURE PUBLIC TRANSPORT PUBLIC LANES HOUSING JOBS CULTURE LEISURE

+++++ Meso market

+++++

+++++

Planned Change

+++++

+++++ +++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++

++++

+++

++++

CULTURE

++++

LEISURE +++

Stakeholders

Micro market INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++

+++

+++

+++

Micro park

+++

++

Micro sport

+++

++

Micro wharf

market hub

RAILWAY COMPANY

STATE GOVERNMENT

RAILWAY COMPANY

PUBLIC

RAILWAY COMPANY

+++

MUNICIPAL GOVERNMENT

STATE GOVERNMENT

CONSTRUCTION COMPANIES

DISTRICT GOVERNMENT

CULTURE

MUNICIPAL GOVERNMENT

+++

++++

PRIVATE SECTOR

LEISURE

DISTRICT GOVERNMENT

+++

++++

PUBLIC

PRIVATE SECTOR

LABOR UNIONS

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

Section

RAILWAY COMPANY

CONSTRUCTION COMPANIES

cultural hub

DISTRICT GOVERNMENT

PUBLIC RAILWAY COMPANY

STATE GOVERNMENT

STATE GOVERNMENT

SOCIAL HOUSING COMPANY DISTRICT GOVERNMENT

MUNICIPAL GOVERNMENT

MUNICIPAL GOVERNMENT

RAILWAY COMPANY

PRIVATE SECTOR

BUS COMPANY

PUBLIC PRIVATE SECTOR

LABOR UNIONS

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

M I C R O N O D E S Radius = 225m

macro transport Roads Water Recreational Port Park

cultural hub Roads Water Macro Public Lane Recreational Park Cultural Hub Social Housing micro market Roads Water Micro Public Lane Park Market Square Social Housing

micro wharf Roads Water Social Housing Public Buildings

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

macro logistic Roads Water Logistic Port Park

market hub Roads Water Macro Public Lane Park Market Hub

micro park Roads Water Meso Public Lane Social Housing Sport Courts

micro sport Roads Water Meso Public Lane Social Housing Sport Courts Micro Public Lane

++++ Macro transport

+++

+++

INFRASTRUCTURE

PUBLIC TRANSPORT

++++

+++

--

+

++

+++

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+

++++

+++++

CULTURE

LEISURE

--

++++

Node Type = Micro Node Number = 6

Meso cultural INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

Market Point

+++++ +++++ +++++ +++++ +++++ +++++ ++++ Meso market This node is one of the poles of the commercial axis, it works as public square and as a weekly market for the INFRASTRUCTURE PUBLIC TRANSPORT HOUSING PUBLIC LANESof social neighborhood.

It’s a place for gathering and for the organization events.JOBS CULTURE LEISURE +++ ++++ +++ ++++ +++

Planned Change

Micro market INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

Micro park

+++

+++

Stakeholders

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

micro

+++

++

Micro sport SOCIAL HOUSING COMPANY

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

++

++

++++

MUNICIPAL GOVERNMENT

PUBLIC PRIVATE SECTOR

DISTRICT GOVERNMENT

+++

++

CONSTRUCTION COMPANIES

CULTURE +

PRIVATE SECTOR

LABOR UNIONS

Micro wharf

++++

DISTRICT GOVERNMENT

PUBLIC

SOCIAL HOUSING COMPANY

LEISURE

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

1

top down planning

2

3

+++

merging public opinion

construction phase

++++

4

living and maintenance

micro the wharf SOCIAL HOUSING COMPANY

MUNICIPAL GOVERNMENT WASTE MANAGEMENT COMPANY

SOCIAL HOUSING COMPANY PUBLIC

PRIVATE SECTOR

CONSTRUCTION COMPANIES WASTE MANAGEMENT COMPANY

DISTRICT GOVERNMENT

LABOR UNIONS

PUBLIC

DISTRICT GOVERNMENT PRIVATE SECTOR

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

Section

macro logistic Roads Water Logistic Port Park

micro sport Roads Water Meso Public Lane Social Housing Sport Courts Micro Public Lane

+++++ Meso market

+++++

+++++

+++++

+++++ +++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++

++++

+++

CULTURE

LEISURE

++++

+++

Node Type = Micro Node Number = 7

Micro market

++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

Sport Point +++

+++

Micro park for social housing in this node relates with the added value granted by the conversion of a brown The planning field into a park that, connected the green public lane, LANES acts as place for leisure along the water. LEISURE INFRASTRUCTURE PUBLIC to TRANSPORT HOUSING JOBS CULTURE PUBLIC ++

++

++++

+++

++

+

++++

Planned Change

Micro sport INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

+++

++

Stakeholders

Micro wharf INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

+++

++++

micro SOCIAL HOUSING COMPANY

MUNICIPAL GOVERNMENT

CONSTRUCTION COMPANIES PUBLIC PRIVATE SECTOR

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT

PUBLIC

SOCIAL HOUSING COMPANY

PRIVATE SECTOR

LABOR UNIONS

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

micro the wharf SOCIAL HOUSING COMPANY

Section

MUNICIPAL GOVERNMENT WASTE MANAGEMENT COMPANY

SOCIAL HOUSING COMPANY PUBLIC

PRIVATE SECTOR

CONSTRUCTION COMPANIES WASTE MANAGEMENT COMPANY

DISTRICT GOVERNMENT

LABOR UNIONS

PUBLIC

DISTRICT GOVERNMENT PRIVATE SECTOR

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

macro logistic Roads Water Logistic Port Park

market hub Roads Water Macro Public Lane Park Market Hub

micro park Roads Water Meso Public Lane Social Housing Sport Courts

micro sport Roads Water Meso Public Lane Social Housing Sport Courts Micro Public Lane

Meso cultural INFRASTRUCTURE +++++ Meso market

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

+++++

+++++

+++++

CULTURE

LEISURE

+++++ +++++

++++

INFRASTRUCTURE

Node Type = Micro Number = 8 HOUSING JOBS CULTURE LEISURE PUBLIC TRANSPORTNode PUBLIC LANES

+++

++++

Recreation Point +++

++++

+++

Micro In thismarket case the presence of an existing sport field next to the node is seen as the possibility to develop this one, gathering adjacentPUBLIC areas, and use this as anPUBLIC added potentially to enhance the sociability of the node.

INFRASTRUCTURE TRANSPORT LANES HOUSING JOBS CULTURE LEISURE ++

++

+++

+++

+++

+

+++

Planned Change

Micro park INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

Micro sport

+++

++

Stakeholders

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

+++

++

Micro wharf

+++

++++

micro SOCIAL HOUSING COMPANY

MUNICIPAL GOVERNMENT

CONSTRUCTION COMPANIES PUBLIC PRIVATE SECTOR

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT

PUBLIC

SOCIAL HOUSING COMPANY

PRIVATE SECTOR

LABOR UNIONS

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

micro the wharf SOCIAL HOUSING COMPANY

Section

MUNICIPAL GOVERNMENT WASTE MANAGEMENT COMPANY

SOCIAL HOUSING COMPANY PUBLIC

PRIVATE SECTOR

CONSTRUCTION COMPANIES WASTE MANAGEMENT COMPANY

DISTRICT GOVERNMENT

LABOR UNIONS

PUBLIC

DISTRICT GOVERNMENT PRIVATE SECTOR

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

macro transport Roads Water Recreational Port Park

cultural hub Roads Water Macro Public Lane Recreational Park Cultural Hub Social Housing micro market Roads Water Micro Public Lane Park Market Square Social Housing

micro wharf Roads Water Social Housing Public Buildings

macro marina Roads Water Micro Public Lane Park Marina Public Buildings

macro logistic Roads Water Logistic Port Park

market hub Roads Water Macro Public Lane Park Market Hub

micro park Roads Water Meso Public Lane Social Housing Sport Courts

micro sport Roads Water Meso Public Lane Social Housing Sport Courts Micro Public Lane

Micro market INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

+++

+

+++

+++

+++

Node Type = Micro Node Number = 9

Micro park INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

++

++

++++

+

++++

The Wharf

+++

++

Micro sport This node acts like the opposite micro node, characterized by the market square, since it’s one of the two INFRASTRUCTURE PUBLIC PUBLIC LANES HOUSING JOBS CULTURE edges of the commercial axis in TRANSPORT the centre of the area. Even if mainly devoted to housing, in order toLEISURE give him the power to create a public flow along the axis we put public recreational functions at the end of the most ++ ++ ++++ +++ ++ + ++++ peculiar aspect of the node, the wharf.

Planned Change

Micro wharf INFRASTRUCTURE

PUBLIC TRANSPORT

PUBLIC LANES HOUSING JOBS

CULTURE

LEISURE

+++

+++

+++

+++

++++

+++

++++

Stakeholders

micro SOCIAL HOUSING COMPANY

MUNICIPAL GOVERNMENT

CONSTRUCTION COMPANIES PUBLIC PRIVATE SECTOR

DISTRICT GOVERNMENT

DISTRICT GOVERNMENT

PUBLIC

SOCIAL HOUSING COMPANY

PRIVATE SECTOR

LABOR UNIONS

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

micro the wharf SOCIAL HOUSING COMPANY

MUNICIPAL GOVERNMENT WASTE MANAGEMENT COMPANY

SOCIAL HOUSING COMPANY PUBLIC

PRIVATE SECTOR

CONSTRUCTION COMPANIES WASTE MANAGEMENT COMPANY

DISTRICT GOVERNMENT

LABOR UNIONS

PUBLIC

DISTRICT GOVERNMENT PRIVATE SECTOR

1

2

3

4

top down planning

merging public opinion

construction phase

living and maintenance

Section

RELEVANCE AND ETHICAL DIMENSION This project has a great impact both on an academic level and on different social issues. The research and the design shows a specific methodology of intervention that allows the existing structure of the neighborhood to play a central role in the projection of a new plan.

The intervention that we proposed for the area forces a strong re-shaping of the built environment, but always merging a concrete study of the existing structure with the new intervention looking to redefine the main characteristics of the urban tissue. Fundamental for this way of approaching the urban design, another core element is the a-scalar method of both researching the context and designing the main elements of the plan. In this way, our aim of connecting the site with the rest of Sao Paolo, becomes explicit, not only under a methodological and projectural aspect, but also as a specific social definer.

The ambitious aim of connecting, through a layered structure of infrastructure, every single fragment of the community to a MACRO scale system, is not just a technical and functional purpose, but is a central ambition in the social revitalization of the area. Begin able to create a series of hubs that, not only will become the main attractors of the community activities, through a diversification of their program, but also will enable the micro scale of the neighborhood to have a varied system of infrastructure to connect to the wider spectrum of the Meso and MACRO scale, is a specfic need of our social program.

The intervention has a strong impact also on the more sensitive topic of the housing.

The re-naturalization of the streams of water inside the neighborhood, asked for a critical overthrow of multiple urban block, along with the demolition of numerous settlements along the TietĂŠ river. The balance between the different scales is also reflected in a inner balance of the project concerning the program. The micro nodes, studied to be repeatable in other areas of Sao Paolo, are able to absorb the need of housing and merging this program with a variety of public facilities, in order to play with the complexity of the urban tissue to allow the integration of the new intervention in the existing structure.

This project has the potential to generate a strong renovation of the urban and social tissue of an area by playing with the potentials offered both by a smarter use of the infrastructures and by a more efficient organization of the left-over or abandoned open spaces.

Socially and Academically relevant, our project has the strength of tackling at the base the major issues of the mobility in the site and by solving them actually enabling the resolution of different matters regarding housing, public realm and social cohesiveness.

REFERENCES Garvin, Alexander. “Public Parks; The Key to Livable Comunities,” W.W. Norton & Company inc. New York. 2011 Provincie Noord-Holland & Vereniging Deltametropool. “Maak Plaats!.” 2013 IABR - 2014 - Urban by Nature. Kunsthal, Rotterdam. Curated by Dirk Sijmons.

Reference Projects Emerald Necklce. Boston, MA Frederick Law Olmstead. 1869 Cheonggyecheon River Project. Seoul, South Korea. 2005 Rio Patras Tram Line, Patras, Greece. Dora Papamichail, Bettina Pavli. 2013 Thames Bath Project, London, UK. Studio Octopi. 2014 Fez River Project, Fez, Morocco.Bureau E.A.S.T. 2009 Makoko Floating School Project, Lagos, Nigeria. Blok Kats van Veen Architects.

2013.

Pasig River Rehabiliation, Manila, Phillipines.

2010.

THE HINGE

Connecting scales

Group 05 4003918 4081196 4050495

Sebastiaan Huls Bram Klatser Felix van Zoest

Connecting metropolitan issues to local multidisciplinary interventions on the tributaries of the river TietĂŞ

ABSTRACT The introduction of the hidroanel plan by FAU-USP (GMF) in São Paulo is used for further elaboration and design. In order to do so the plan is being analysed from two different perspectives.

This two-way approach is the leading principle in the project on the different scales occurring in the plan. From both perspectives four main problems on macro scale can be pointed out in the metropolis. In order to tackle all these problems with the design interventions it is important to have a multidisciplinary approach where the different stakeholders of São Paolo are taken into account.

This knowledge could be used to raise the following research question: “how can the hidroanel plan be improved and reorganized taking into account large metropolitan problems and local solutions?”. To be able to answer this question a strategy is implemented on both the meso and micro scale to solve the problems stated earlier on macro scale. Both strategies consist of a principle diagram and a strategy map which is comprehensively explained in the phasing. In the meso scale strategy the title is explained as the local port being the hinge between the different scales.

This is therefore the connection to the local interventions on micro scale worked out in four strategic locations along the creek.

These four micro designs occur at the point of the local port, where the infrastructure comes together, the area connecting the node and the harbour and eventually the zone where the residential area is next to the creek.

The four zones are worked out in a principle, a map and an impression of how the future is envisioned.

After the micro designs a reference

project is used to see whether the multidisciplinary approach is realistic and could be implemented on different locations. At last the local interventions are linked to the metropolitan problems with each design offering a solution for at least one of the macro scale issues.

INTRODUCTION This report contains the final result of the Smart Infrastructure & Mobility course.

The aim of the course is to understand and act on aspects of metropolitan mobility, water management and urban design in developing context. This will be achieved by doing research on the project and the elaboration of a spatial design. The project location is High Tietê river in São Paulo, Brazil (see image 2). For this part of the Tietê river the Brazilian government and students and researchers of the university of São Paulo, FAU-USP (GMF) already made a plan of the water ring.

The context is São Paulo, a large metropolis in Brazil, South America. At the last counting moment the metropolis area counted more than 22 million inhabitants. With a

T

fast urbanisation the city has grown into a huge city where the amount of building blocks never end at the horizon. The city is currently divided in poor and rich. These two living standards are located next to each other in several places throughout the city which brings several issues for the living environment for the Paulista’s.

This project has been set up to improve these living conditions and to make a better living standard in order to grow further more in the future. With the current construction of the rodo anel the municipality is already improving the traffic problem. To improve the economic and ecologic situation of the city the municipality and the university have made the hidroanel plan. For further elaboration of the plan this project uses a two-way approach as methodology to come up with a spatial design.

T

T

image 02: hidroanel plan

Methodology Our research is structured by two main starting points: the current situation and the hidroanel plan.

Analyzing the S達o Paolo metropolis has led to a detection of major metropolitan problems and their implication on meso scale (and micro scale). Relating these implications to the hidroanel plan has given rise to an evaluation of how the hidroanel plan is aimed to tackle these.

Furthermore, a critical view of the spatial

implementation of the hidroanel plan has been developed. These combined has structured the research and design. A research question and sub-questions have been formulated out of this. Together with the primary aim it has led us to a strategy accompanied with a set of proposed interventions. Different scales are used to explain and carry out our ideas.

Zooming in from macro scale to meso scale and eventually to micro scale comes by with a guiding principle, a strategic map and a phasing each time. In the end a reflection is made to recapitulate on the defined problems in relation to the proposed solution.

metropolitan problems

macro

hidroanel plan meso meso scale problems

spatial criticism research question subquestions strategy micro principle design image 03: method

CONTEXT AND PROBLEM FIELD After the field trip to São Paulo a lot of problems on different scales could be recognized. Apart from these problems in the metropole some opportunities and chances could be seen by the workshops with the researchers and students from FAU-USP (GMF).

Due to the major urbanization after the Second World War much less attention was paid to the environment, the infrastructure, ethical issues and sustainable growth. It created large metropolitan problems. Since the urbanization ratio is slowed down a lot and the Brazilian economy has developed, much more attention can be paid trying to tackle these large metropolitan problems.

macro

To structure the problems on macro scale and tackle the most relevant main issues four problems can be distinguished. Firstly the city of São Paulo has several central business districts in the center. A lot of commercial zones are therefore located in the center around these CBD’s. This causes a one-way stream from the inhabitants living outside the center commuting to their work.

These issues result into a monocentric city which is a problem for the diversity and the economic growth of the metropolis.

Secondly a lot of traffic jams occur throughout the whole day in the city. Apart from this the city has more than 900 bus lines which results in a highly occupied road.

meso

Create new job centres

Unclear who will participate

Local ports are connected to waste treatment plant Doesn´t tackle the source of the problem

More room for the river

Tiete

Flooding area

Solutions aren´t locally integrated

image 04: problems and the hidroanel plan

The city is completely dependent on the road which results in hours of work being taken by the traffic jams and a lot of unneeded pollution.

Thirdly the city of São Paulo is surrounded by two water ways which are connected to several smaller creeks. The inhabitants of São Paulo are used to the water but live in a completely other way next to the water as in for example the Netherlands. The literally turn their back towards the water and use it to throw household waste away. Next to this the sewage system is not completely developed in all the parts of the city. This results in the river being the dump site for the sewage. All these issues result in being the water pollution a big metropolitan problem.

At last the raining season in São Paulo causes an overflow of water in the rivers. A lot of settlements near the river are being

flooded a couple times per year and the Tiete and Pinheiros rivers on the boundaries of the city aren’t capable of flushing all the water downstream. There aren’t any large scale measures taken to fight against this water.

Only improvised small scale solutions are used to fight the water. The last main issue in the city is therefore the watermanagement and how the municipality is providing safety for its inhabitants.

These four main problems on macro scale are relevant to tackle in order to improve the living standard for the inhabitants of São Paulo. Next to this the spatial criticism on the hidroanel plan will help to tackle the problems stated earlier. In order to make these four problems and the criticism feasible the different issues are translated to the meso scale to make an oriented approach for the strategy on meso scale.

Floating harbour area difficult to reach for transport

No solutions for current settlements

Large water structures radically designed

Preferable location tri-port due to better infrastructure node

No clear structure in the meandering rodo- and ferroanel

image 05: the spatial implementation

Problem statement As stated before it is important to keep the four main problems in mind and to use the spatial criticism of the current plan. It is necessary to use both approaches to get to the final spatial design. This will eventually lead to diverse results taking different views into account. On the other hand it is relevant to take notice of the current way of life in Brazil and their experience with constructing and phasing. In S達o Paolo (and Brazil in general) a lot of plans are made but most of the time not executed and moreover unilaterally orientated (Bussinger, 2014, FAU-USP conference). This demands an integrated approach where different actors will operate in order to execute the plans made.

Considering these issues the most important problem to tackle is to get to an integrated plan with different stakeholders involved.

Therefore the aim of the project is having an integrated multi-disciplinary approach to tackle multiple metropolitan issues. It is in this way not about one solution or one stakeholder carrying out its own plans but about a cooperative process with different interests. In this way the project tries to create a realistic and feasible strategy and design which has high chance in construction and be able to fulfil its ideals and solutions.

RESEARCH QUESTIONS AND SUBQUESTIONS Since we have stated the problem, defined the aim and explained the method, now the research question comes in. Based on both the hidroanel plan and the metropolitan problems, the research question as below has been set: “How can the hidroanel plan be improved and reorganized taking into account large metropolitan problems and local solutions?”

So, main point is to tackle multiple problems in an integrative way by restructure the strategy on meso scale and by proposing local interventions related to that. Sub questions are formulated in order to do so: • What kind of development approach (bottom-up, top-down) is preferable in which stage of the project?

As mentioned above, processes of development in Brazil are often unintegrated.

The hidroanel plan program demands an integrated process in order to be executed, but it seems not clear how it can be achieved nor how it is locally integrated. Therefore this sub question functions as a tool to research proposed interventions in combination with phasing and associated stakeholders.

• What is the relation between the Tietê river and the hinterland?

We stated before that a problem of the Hidroanel plan is that it doesn’t tackle the source of the problem, namely pollution. So, part of the reorganization involves a better defined relation between the tributaries and the Tietê in order to link to small scale and the bigger scale.

• What role can infrastructure play within the hidroanel plan?

Since the car and truck are the main transport carriers, how do these relate to other more sustainable types of infrastructure as train and bike. And moreover, what is the relation between the first and the proposed waterways of the hidroanel? May they been linked in order to benefit from each other, and in what way?

• Who are the key stakeholders in each phase?

In other words, who does what and when.

Moreover, how to find the balance in local actions and attitude of stakeholders in relation to metropolitan problems?

Strategy Meso Scale For the meso scale the hidroanel plan of FAU-USP (GMF) is used as the basis of the strategy. In the hidroanel plan local ports are designed to collect waste from the neighbourhood to clean it. Next to this the local port also functions as an economic centre mostly based on fruit related industry.

Next to local port a triport is also proposed in the meso scale as being one of the three main ports for the plan on macro level. This triport is the place where all the waste will be collected and threatened and a new economic cluster will derive from these activities.

On the meso scale level of the strategy the local port plays an important role to tackle the problems on macro scale. The local port is hearby the connection, the so called hinge, between the macro and the micro scale. From macro scale to the meso scale top down solutions, like making the Tietê river navigable, are carried out.

been realized the experiences can be used to develop the second local port while at the same time the interventions along the first creek can be realized. In this way it is a overlapping phasing whereby several actions can be realized at the same time while using experiences of former creek interventions.

This evolves in the same way along the Tietê river for al the local ports. The last two local ports have excellent potential in connecting with the rodo and ferro anel. Therefore in the future these both local ports can be emerging into one of the triports on macro level.

macro macr

From micro scale to meso scale local interventions are implemented to connect to the local port.

These local ports are in this way the direct hinge between the Tietê river and the small creek. Where the Tietê river is seen as the macro scale and the small creek as the micro scale on which different interventions can be done.

On meso scale level the pilot project which is the western local port near the water treatment plant is the starting point of the meso strategy. This location is chosen since the water is at that point already navigable and can be reached from the city. A local port needs to be realized first to make a start in employment in order to generate activities along the creek.

meso meso

micro micro

When the local port in the pilot project has image 06: diagram meso strategy

port zone

possible tri-port

local port

Tiete river

mixed zone

transport node

road

creek

recreational zone

pilot project

highway

railway

N

0 100

500

1000

2500m

image 07: strategy meso scale

Short term

Medium term

Long term

Develop pilot project Make the Tiete navigable Interventions along the creeks Develop local ports Local port becomes tri-port

macro level meso level micro level image 08: phasing meso scale

strategy micro scale

locations along the creek. These locations are chosen to work out in a micro design because As mentioned in the previous section, a creek different ways of infrastructure come together is picked to show how the strategy is worked or as a key intervention leading towards the out on micro scale. The port functions as the aims or objectives. The different locations are hinge where top-down measures on the scale shown on the map on the right. To make the of the metropolis are combined with small interventions applicable on all places along the creek and on other creeks of the Tietê scale interventions on the micro scale. river a set of universal criteria will be used as For this principle several design aims are set a guidance for the designs. The criteria are: up in order to implement the micro strategy: • creek width with a minimum of ten metres • face the neighbourhood towards the • recreational zone on minimal one side water of the creek • increase means for water transportation • front side of buildings orientated to the and prioritise slow traffic creek • create a new centre by the realization • two way cycling lane along the creek of the local port • no parking along the side of the creek • combine the layers of infrastructure • soft green structure along the creek with the water Interventions • multifunctional detention basin on • make room for the water vacant land along the creek recreational zone along the creek near the neighbourhoods Interventions

These aims are combined in a guiding recreationalfor zone creek near the neighbourhoods principle a along creek,thewhich is represented in an infrastructural node between the mixed zone and the the diagram. recreational zone The main interventions of this principle are: an infrastructural node between the mixed zone and the • realize a navigable creek with room for recreational zone severalthe leisure hotspots along the creek water • make a recreation zone along the several leisure hotspots along leisure the creek hot spots creek with several near the Tiete waste is being collected and cleaned • create an infrastructure node by vertically linking transport systems near the Tiete waste is being collected and cleaned • construct port withofagoods commercial zone navigable creek fora transport directed towards the infrastructure nodecreek for transport of goods navigable

By Movement taken these measures there are some effects flows commuters travellingwhich from andaffect towardsthe the local port of Movement the neighbourhood. First of all due to the realization of thefrom local port and thereby commuters travelling and towards the local port inhabitants are attracted to the leisureon water of the generating a new economy thefront crossing creek of the river and the creek commuters will inhabitants areand attracted to thethe leisure water front the travel from towards local port.

Inofthis creek you get a vertical direction of commuters way instead of a shift towards the city centre of São Paulo. Secondly inhabitants who live in the neighbourhood will be attracted to the redeveloped water front for leisure and other activities.

In order to make a micro design for the location the project zooms in on four strategic

water treatment plant

infrastructure node

local port water treatment plant

railway infrastructure node

leisure hotspot local port

road railway

recreational zone leisure hotspot

mixed zone road

recreational zone

mixed zone

image 09: diagram micro strategy

Locations of micro designs 1 2 3 4

Local port Mixed zone Infrastructure node Recreation zone

1 2 1

3

2

3

train car

4

bike and trainpedestrian watercar bike and pedestrian

4

location micro design water location micro design

image 10: map micro design

image 11: diagram local port

water Micro design 1: local port recreation zone

water recreation zone

The local port should function as the link between urban park the tributaries plus their surrounding catchment areapark and the larger structure of the hidroanel. The mainportpoint is to create a centre out of a port, where newcommercial commercial and residential development zone redefine and form the relation between the industry riverbanks and the hinterland. A mixed zone of building block commercial and recreational lines makes this possible (see new building block micro-designs 2 & 4). lock

urban park park port 100m

200m

commercial zone

water

industry

recreation zone

building block

urban park

new building block

park

lock

port

main truck corridor

commercial zone industry

image 12: map local port

building block new building block lock main truck corridor

image 13: impression local port

Main interventions and the aimed effects main truck corridor At the end of the picked creek a lock is constructed.

A harbour basin will be dug out and space for harbour activities will be reserved. By this, the creek is made navigable. Goods (for example waste) can be produced, collected or transhipped near the lock. One side of creek’s estuary is opened up to create a park and commercial and residential development can hook on to this shaped node of infrastructure. A pedestrian bridge will connect the recreational zone along the creek with the park at the Tietê and the newly created centre. Faster commuting traffic can use the main road accompanied with a new commercial development (see micro-design 2).

List of main stakeholders Special Secretariat of Ports Department of Public Works Current metal and chemical factories Waste treatment company Sewage company Bus company EMTU Private parties Developers

m

Micro design 2: mixed zone The mixed zone in between the node of infrastructure and the port function as the connector between both. Recreational and commercial activities benefit from each other since both streams come together in the local port (1) and the infrastructure node (3).

image 14: diagram mixed zone

wate

Main interventions and there aimed effects One of the banks of the creek will function as presented in micro design 4. The western side combines the recreational lzone with commercial functions; a pedestrian bridge connects both green zones. Current vacant land is transformed into a park where new front sides of buildings are foreseen. Smaller commercial functions can benefit from the presence of the park. Bigger commercial functions interact with the main (truck) road that goes from the port to the infrastructural node. Furthermore, the transformed area forms a gradual transition from the residential to the industrial area.

List of main stakeholders Department of public works Current industries Inhabitants Sewage company Private developers

recre park

comm

indus

build

main

water recreation zone park 100m

200m

commercial zone

water

industry

recreation zone

building block

park

main corridor

commercial zone industry

image 15: map mixed zone

building block main corridor

200m

image 16: impression mixed zone

image 17: diagram infrastructure node

Micro design 3: infrastructure nodE water

The infrastructure node is a reorganization of recreation zone the current spatial structure in order to combine urban park the layers of infrastructure (train, bus, car, bike, pedestrian), the recreational zone along the creek park and the new port centre. railtracks industry

water recreation zone urban park park railtracks 100m

200m

industry

water

commercial zone

recreation zone

building block

urban park

new building block

park

main car axis

railtracks

public route

industry commercial zone

image 18: map infrastructure node

building block new building block main car axis public route

image 19: impression infrastructure node

Main interventions and their aimed effect commercial zone By making breakthroughs in designated building building block blocks and by constructing a new bridge over the new building railroad block a clear transfer hub can be realized. A square main car axis is designed to relate commuter traffic and make transferring possible. Hereby, the S達o Miguel public route Paulista bus terminal is directly related to the similar named railway station and the recreational zone along the creek. This new established boulevard will give priority to pedestrians, cyclists and busses. Near the square it crosses the main car route leading from the port to the main road of Av. Marechal Tito. So, a more evident spatial structure with its new hierarchy and priority is aimed to diversify and attract commercial development.

List of main stakeholders Secretariat of Transport of SP Department of Public Works Train company CPTM Bus company SPTrans Sewage company Inhabitants Private developers

Current situation

New situation

image 20: diagram recreation zone

Micro design 4: recreation zone Concept

The recreation zone makes the neighbourhood facing the water. An healthy, green environment is intended where space for recreational activities can take place. Green fingers that go inside the neighbourhood makes it accessible for inhabitants.

New public spaces along the creek are also used as floodplains and the development of the zone will go hand in hand with constructing a solid sewage system.

Main interventions and their aimed effect At one side of the creek a recreation zone will be established. Small pedestrian bridges connect the other side where no space for a recreation zone was seen. A present open space is transformed into a floodplain. One which function is combined with public space, in here a football field. The recreation zone is car free and houses face it with their front side.

It is accompanied with trees, a footpath and bike and pedestrian connection recreational zone a bike path where inhabitants can sport, rest or building blockenvironment detention basin other. A healthy, meet each safe should be the result by just small investments. It park should tackle the problemsbridge of pollution, floods and create possibilities for recreational activities and water commuting traffic.

Curren

New si

Floodplain

Concep

Floodplain

Floodplain

50m

100m

recreational zone

bike and pedestrian connection

detention basin

building block

park

bridge

water

image 21: map recreation zone

List of stakeholders Department of Public Works Inhabitants Sewage company Private developers Civil constructor Community council

image 22: impression recreation zone

Phasing implementation In order to implement the several interventions along the creek it is necessary to keep a certain order of realization. Some actions have a higher priority because they need to be carried out earlier to make other interventions possible. Therefore during the whole phasing several functions will be developed along the creek. To be able to do so the navigability of the creek is the most important and will start on the short term.

Next to this the local port will be realized at the same time but does take a little longer to finish.

After these two main interventions are realized it is possible to change the profile of the street. The new profile contains more room for slow traffic in order to develop a new flow of movement of the inhabitants.

With the implementation of the new street profile the adjustments for the room for the river will also be realized. Detention basins will be realized on several vacant spots along the creek in order to improve the water management. After this last intervention the creek is ready to function as in its design.

Short term

Medium term

Long term

Develop pilot project Make the Tiete navigable Interventions along the creeks Develop local ports Local port becomes tri-port

Developing functions along the creek Navigability of the creek Making of port Accessibility to the creek Change streetprofile Room for the river

image 23: diagram micro strategy

water industry commercial water

public space

industry commercial

residential innuenced by

public space

residential possibly innue

residential innuenced by microdesign

road

residential possibly innuenced road

water

railway

industry

railway

500m

commercial

500m

1000m

public space

water

residential innuenced by microdesign

industry

residential possibly innuenced

commercial

road

public space

railway

image 24: overview map micro designs

residential innuenced by microdesign 500m residential possibly innuenced road

1000m

RELEVANCE AND ETHICAL DIMENSION By looking at the effect what the micro interventions have on the macro scale problems we are able to judge whether the solutions in the end really tackle the earlier stated problems. The four different designs in different zones can all be related to at least one of the metropolitan issues. The local port for instance tackles on one hand the problem of mobility by creating an economic value at the local port so the commuting distance will be shortened. While on the other hand the waste is being collected at this zone in order to tackle the problem of the water pollution.

In this way each solution is tackling multiple problems to reach the goals and objectives.

In order to have an academic approach in the project we have worked with the methodology throughout the project to be critical of the steps taken and able to justify them. The two-way approach was implemented to have a broad view on the project and try to tackle all the problems stated. Next to this using the reference project to see whether our approach was realistic also contributed to the academic relevance of the project. In this way we were able to recognize comparable solutions in a completely different context.

This project is important in a practical way for the inhabitants to gain more respect for the water. It is important to improve the condition of the water and the way in which the Paulista’s will deal with the river and its creeks in the future. Furthermore the focus on the multidisciplinary approach is useful to have faster and smoother realization of plans.

Hereby the presence of the stakeholders throughout the process is needed to take their wishes into account. All the interests of the stakeholders need to be heard in order

to make a plan in real life actually work and having the capacity of all the involved people.

The project is on the other hand important for the society by improving the social life in the neighbourhoods adjacent to the TietĂŞ river and its creeks. With the current weak living conditions improvement should be generated by more economic wealth in the poorer parts of the city and improving the health conditions. The project tackles these both by generating and new economic centre at the local port and the new usage of the creek with floodplains. Both solutions demand a shift of the social life of the inhabitants to improve the current society.

To be critical on the project it is important to notice the presence of ethical problems in the current situation and caused by implementing the designs. The difference between rich and poor is highly recognizable in the city. By redeveloping the area the current urban fabric should be taken into account. Therefore not only the poor areas of the neighbourhood have to suffer from the reconstruction of the area. This is solved by using a principle at several locations along the creek where the urban fabric is the leading urban form to create new public spaces. In this way you have a location focused approach to have the least negative effects of the implementation of the spatial design.

To sum up, the project is taking into account the ethical, the practical, the social and the academic issues occurring in the context. By using different strategies on different scales involving different stakeholders the project is focusing on a realistic approach with an overlapping phasing in order to get a better living environment.

macro

meso

micro

mixed zone

infrastructure node

local port

recreational zone Tiete

Flooding area

image 25: micro designs solving the meso and macro problems

international comparison This reference project is one of the winning proposals in the Rebuild by Design Competition to rebuild the Sandy-affected region in the United States of America.

This design is proposed by the Interboro team which is a multidisciplinary team.

Well known participants of this team are Deltares, H+N+S Landschapsarchitecten, Palmbout and Delft University of Technology.

The Mill River, which is a specific river in their proposal, has similarities with our micro strategy and design. This will be explained by comparing four locations of this reference project to our four micro designs. The aim of this comparison is to see if our proposal is feasible.

Comparison Along the Mill River different typologies of space and function can be found which are similar to our proposal. The function of the first location is to guarantee water safety upstream the creek. The reference project contains a sluice which is normally open but it can close during a hurricane for example. Our project contains a lock instead of a sluice so it is normally closed. Both interventions main function is to protect the hinterland for flooding. We have chosen for a lock to guarantee a certain water level in the creek. The second location along the Mill River has the highest density of buildings with different functions. In both projects this location is closely located to a small harbour.

We define these locations as a mixed zone.

local port with lock open sluice

The third location along the creek is crossed by big infrastructural elements. In both projects these infrastructural elements are close to each other. This creates space and opportunities for other functions along the creek. The difference between our project and the reference project is the connection of different infrastructural elements. In our project the node of these elements is located in a neighbourhood. In the reference project this node of these elements is located next to the river. The last comparison is more upstream and is more like a zone instead of a location. Both projects contain a long recreational zone along the creek.

This zone has a technical and a recreational function. On one hand this zone contains detention areas to store storm water so the surrounding area will not flood. On the other hand this zone contains recreational functions which attract the citizens to the water. By both designs the focus shifts from protecting an area for the water to redesign the area so they can live with the water.

Conclusion The structure of our project is similar to the structure of the reference project. It has the same order and size of typologies and functions. Depending on some site specific conditions our project differs in the elaboration of some interventions. Due to the big similarities between our project and the reference project, which is elaborated by well known professionals, we think our project is feasible.

Lock to protect the hinterland for flooding and to store storm water Small harbour for transport

Different functions along the river

mixed zone mixed zone

infrastructure node infrastructure intersection

recreational zone recreational zone

Small recreational harbour

Crossing of water, road and railway infrastructure

Floodplains are suitable for leisure and sport purposes

500m

1000m

image 26: micro designs related to reference project

REFERENCES INTERNATIONAL SEMINAR FAU-USP – BK-TUDelft / DIMI-TUDelft, 12th and 13th of May 2014 • • • •

Carvalho, C.T. (2014). Water transportation in São Paulo, Brazil Bussinger, F. (2014). Lessons learned: the Brazilian planning system and problems of governance.

Refinetti, M.L. (2014). Use and development of water ways and urban river shores in São Paolo Leme de Barros, M.T. (2014). Water resources plans in the upper Tietê river basin.

Further research Within this course the project could be elaborated on several issues. In order to suggest more research and investigation it is possible to explore some consequences of the project. Firstly the social aspect and its results are interesting to look into. The way the life of the people will change and how the green corridors towards the creek will work in the future are interesting issues for further study. Secondly the involvement of the stakeholders can be looked at in more detail. This will influence the exact roles that they have and how every stakeholder could be involved with their own benefits. Thirdly it is interesting to see what effort the current inhabitants could put into the design. Would it be possible to have a kind of participatory design in São Paulo? At last the project can be reflected on different cities throughout the world with a similar context like already done as an example in previous chapter.

INTO THE NODE...

a strategy for Sao Paulo’s neighbourhood axis

Group 06 4334388 4334183 1529633

Mar Munoz Aparici Laura Katharina Straehle Elmar van Cleynenbreugel

Iconic design of the water tributaries of the Tiete river in Sao Paulo as a way of tackling social, economical and environmental issues of the macrometropolis.

ABSTRACT The course Smart infrastructures and mobility offered Architecture and Urbanism students of TU Delft the possibility to get insights into Sao Paulo’s infrastructure and the challenges it has to face in terms of the mobility of people.

As a consequence, the students developed concepts trying to tackle different topics such as water quality and waste management, citizens’ mobility and accessibility of infrastructure. By working on different levels of scale ranging from macro- to meso and microscale - the outcome of the course is to think of interconnected strategies and interdependencies in all scales.

The concept ‘INTO THE NODE’ strives to adress and combine different layers in all their complexity in order to provide suggestions for a sustainable and longlasting solution to Sao Paulo’s infrastructural problems.

At first, a SWOT analysis of the area dealt with - namely the neighbourhood axis - which is situated north-west of SP’s city centre, serves as a basis for determining where to focus on during the research process.

Important questions clearly identify ‘With what kind of problems does Sao Paulo/ the neighbourhood axis struggle?’, ‘Which are the potentials of the neighbourhood axis and how can a positive change be triggered through interventions in the urban grid?’

As a consequence, a problem statement is formulated leading to a main research question and some subquestions to be investigated.

Next to this varying groups of stakeholders are identified in this section including an analysis of their specific interests

In the main part of the concept the following six categories or layers are figured out which form and influence the whole complexity of the task.

- water: tributary analysis

water management

sewage solutions - housing: make space for river - mobility: connecting nodes by

public transport - green grid: linear parks, pocket parks, etc.

- public space: definition, proposals & examples - culture: definition of cultural spaces The analysis of the six layers brings necessary insights and research results together and serves as the basis for the development of suitable strategies for a design intervention. Being regarded as the ‘Hands on’ part, this last chapter is used to show how the different strategies are applied in practice and on site on microlevel.

As a personal statement and conclusion, the students are reflecting on the working process, summarizing their experiences concerning the course and the lessons learnt.

INTRODUCTION The theme of the course is to understand and act on aspects of the metropolitan mobility, water management and urban design in a developing context, through research and the elaboration of a spatial design for a sub-system of the High Tietê river basin system in São Paulo, Brazil.1 This in itself is a very complex matter to be approached with one single strategy able to address all difficulties at once. So we adopted the perspective of parting it in different layers to grasp this complexity.

Six different layers have been detected and split up to develop a respective strategy which altogether form the whole concept again. The main challenge is consequently to create a context accurate design based on the strategies of every single layer. The working process is therefore from inside-out, developing a strategy taking the problems on a small-scale as a starting point in order to be able to solve problems on a larger scale.

On the right, you see the six layers detected: WATER, HOUSING, MOBILITY, GREEN GRID, PUBLIC SPACE and CULTURAL SPACE. The complexity to create a suitable and comprehensive strategy derives from the fact that the layers are interconnected and interrelated to each other. This forms again superordinate groups depending on each other.

1. Smart infrastructure and mobility: Planning and Design of Water Resilient Cities in Developing Contexts: The case of the São Paulo Water Ring, Brazil. p.1

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CONTEXT AND PROBLEM FIELD Sao Paulo is an exceptionally diversified and spectacular city. Its contrasts between rich and poor, formality and informality, economically active and abandoned, just to name some examples, are impressive especially for people with a European background characterised by a rather smallscale approach. In order to grasp which challenges arise due to Sao Pauloâ&#x20AC;&#x2122;s size and complexity, it is important to get an insight into its intrinsic strengths and weaknesses as well as the opportunities and the threats having an impact from outside.

The so-called SWOT analysis made for one specific area in Sao Paulo - the neighbouhood axis - reveals in general that despite its manifold strenghts such as the strong feeling of community and social cohesion in the living areas on the one hand and its opportunities for a vertical development, the expansion of the public transport system in the city centre and its denomination as host country for the football worldchampionship on the other hand, there are some challenges. These appear in the form of weaknesses and threats within the SWOT analysis and depict the focus of this research as it is the aim of the group to turn weaknesses and threats into strenghts and opportunities.

To start with the weaknesses, it becomes clear that SP but especially the neighbourhood axis has a serious problem concerning its water management. Open water is still seen as a sewer, consequently the water is polluted immensely which reveals the influence of the social component. There is a negative attitude towards the water on

behalf of the Brazilians living next to the rivers. The people are not valueing the river as a natural component of the urban tissue.

On the contrary, these areas appear to be the worst to live right now as the houses are not protected from regularly occuring overflooding of the tributaries nor do these areas serve as a green public space due to the odor nuisance and the water pollution.

The river lacks the space it needs in order not to overflood every time that it rains heavily.

There are currently no retaining areas to buffer the water or infiltration areas in case of heavy rainfall and the risk of a flood. With climate change already impacting the yearly precipitation levels and intensity, it is an increasing threat to take into account.1 A further weakness is the missing infrastructure, not for cars as the streets have an immense importance since SP decided to give priority to this vehicle in the 1960s, however the overloaded urban road network and the lack of measures for restricting car use is obvious. Only 1 percent of transport mode is cycling while motorized individual transport is 29 percent. Public transport represents the highest majority with 39 percent which has to be encouraged even more. These figures are seen as challenges to be tackled with adequate solutions on mobility level. As a consequence, the mobility of the people should be enhanced in order to create a connection between the neighbourhood axis and Sao Pauloâ&#x20AC;&#x2122;s city centre to fight a monocentric development.

Next to the weaknesses, possible threats such as speculation on housing and an increasing gentrificaton have been determined in order to incorporate solutions in the overall strategy.

1. Sao Paulo case study overview: Climate change, disaster risk and the urban poor: cities building resilience for a changing world http://siteresources.worldbank.org/INTURBANDEVELOPMENT/Resources/336387-1306291319853/CS_Sao_Paulo.pdf

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Smart Infrastructure and mobility.

AR0027 - 2014

lack of housing | credit: own feeling of community | credit: Roberto Rocco water and sewage | credit: Google maps SWOT analysis | credit: own

PROBLEM STATEMENT Redesign of a neighborhood in Sao Paulo tackling mobility, infrastructure and social issues through the use of the Hydro-Anel and its tributaries.

Sao Paulo has been neglecting its waterways for a long period. The areas along the Tietê as well as its tributaries north-east of the city centre lack efficient planning in order to solve infrastructural problems to the same extent than finding answers to extremely low water quality and nonsustainable waste management.

For instance, having a look at the water quality, reveals that the water of Sao Paulo’s tributaries is polluted to a great extent. This is not only dangerous for the people living on

the riverside but also affecting the Tietê itself as the tributaries are directly connected to it.

Furthermore a public life - which is according to the research done urgently needed and favoured by the people - is not imaginable next to a river if the odor nuisance is that immense.

The municipality of Sao Paulo has not been able up to now to tackle the biggest cause of this pollution - the informal sewage system along the neighbourhood axis leading black waste water and grey water directly into the tributaries without prior treatment.

The water quality on micro-scale is therefore one example of numerous problems which is to be adressed with a suitable strategy to strive for solutions on the meso- and macro-scale of Sao Paulo.

The tributary reflects the social and environmental problems of the periphery of Sao Paulo credits | Roberto Rocco

RESEARCH QUESTIONS AND METHODOLOGY

How can we integrate the different urban layers (water, housing, mobility, green areas, public - cultural spaces) to improve the waterfront of the tributary and apply the strategy on the meso and macro scale?

Subquestions: Interweaving the functions • How can we focalize those layers in nodes (transport, culture…) that concentrate functions and people?

• How can the tributaries become a frontside where water, green and slow mobility mingle?

The research question refers to the attempt of integrating all urban layers into the design, though creating some ‘nodes’ which incorporate explicit functions.

The objective is to find smart ways of interweaving the functions of a node. It is of the utmost importance to do so as the project is characterised by an extraordinary high level of complexity.

As a consequence, the subquestions emphasize the necessity to ask which functions can be combined efficiently in one node and which are the architectural tools to put it into practice.

RESEARCH AND DESIGN AIMS The overall and longterm objective of this concept is to develop a strategy to tackle Sao Pauloâ&#x20AC;&#x2122;s critical infrastructural and fluvial situation using the meso/Micro-scale as a starting point and applying the principle on other locations to tackle problems on the MACRO-SCALE. Our strategy takes into account the fractal-like behaviour of the Tiete, the main river has its tributaries who themselves have their own tributaries. This natural watersystem that follows the elevation of the area and also formed parts of the elevation is a guiding element in MESO /MICRO-SCALE. By working alongside this morphology we can use it as a guiding element for integrating the six layers in our spatial design. We thus aim for a multifunctional landscape infrastructure.

Moreover we use the water as a strength to solve problems regarding sewage, public space and culture. The intersections of water ways create conditions for diferrent scales of nodes. The nodes create places where the different layers overlap and are connected by the node. In smaller nodes it can occur that it is not all layers comming together. Nodes are connected in a smart way to increase the capacity of the interwoven structure, for instance to lead rain water collected on higher ground inbetween down to the two tributaries.

Furthermore, mobility in-between the tributaries is ensured thanks to an increased structure of public transport and the possibility of biking along the riverside. In this way the strategies on micro-scale work altogether as a system of aligned actions to improve the situation on meso-scale as the next step. Next to it, this chapter aims at

answering the following two questions: How can we focalize the six layers in nodes that concentrate functions and people? How can the tributaries become a frontside where water, green and slow mobility mingle?

Fractallike behaviour of the Tiete and tributaries.

Different scale nodes are shaped accordingly. (from pocketparks to cultural centers) credits| own

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WORKING WORKING PROCE PRO FOCUS FOCUS ONON ONE ONE TRIBUTA TRIBU Smart Infrastructure and mobility.

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All actions along the tributaries end up in the Tiete applying the design from one tributary to others credits| own

Smart Infrastructure and mobilit AR0027 - 201

STRATEGY AND DESIGN Our strategy takes into account the fractal-like behaviour of the Tiete, the main river has its tributaries who themselves have their own tributaries. This natural watersystem that follows the elevation of the area and also formed parts of the elevation is a guiding element in MESO /MACRO- SCALE. By working alongside this morfology we can use it as a guiding element for integrating the 6 layers in our spatial design. Also we use the water as a strength to solve problems regarding sewage, public space and culture. The intersections of water ways create conditions for diferrent scales of nodes.

In order to achieve what we defined as aims and objectives in the previous chapter, the following steps towards the development are being taken. At first, the definition of the six layers is an important element to be able to structure the complex project. Further on, these layers are combined and mingled at specific points - the nodes. The nodes get different characteristic functions such as mobility node or green/blue node - or they even incorporate all six layers at a time.

Not all interventions can happen at the same time. Due to the participation of different stakeholders and the time needed for the respective interventions, every action has to be supported by a certain time frame.

After having analysed the stakeholderâ&#x20AC;&#x2122;s need, the aim is to satisfy most of these needs to guarantee a successful execution of the project.

Thirdly, the chapter about Actions will go deeper into the interventions proposed, how they are implemented and connected to each other. At last, the expected results within a time-frame are being discussed.

SEQUENCE OF CULTURAL NODES

URAL NODES

SEQUENCE OF CULTURAL NODES TIETE

TIETE

TIETE

SUSTAINABILITY

MORE SPACE FOR WATER

MOBILITY

GREEN GRID

TIETE TRIBUTARY

TIETE TRIBUTARY

1. Water

TIETE TRIBUTARY

2. Mobility

RAL NODES

SEQUENCE OF CULTURAL NODES TIETE

3. Green Grid

SEQUENCE OF CULTURAL NODES TIETE

TIETE

HOUSING

CULTURAL NODES

PUBLIC SPACE TIETE TRIBUTARY

4. Public Space

TIETE TRIBUTARY

5. Housing

TIETE TRIBUTARY

6. Cultural Space

Node design functions, public space and new housing

ENCE OF CULTURAL NODES TIETE

SUSTAINABILITY

MORE SPACE FOR WATER

MOBILITY HOUSING

CULTURAL NODES

GREEN GRID

PUBLIC SPACE TIETE TRIBUTARY

CULTURAL NODES

PUBLIC SPACE

GREEN GRID

MOBILITY

HOUSING

WATER

CULTURAL NODES

PUBLIC SPACE

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HOUSING

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WATER LAYER Reflecting on the water management and thinking of solutions to solve water pollution and the lacking space for the water in case of floodings is the objective of this part of the analysis. We will go deeper into methods of reaching our goals and giving an overview of our approach.

CULTURAL NODES PUBLIC SPACE GREEN GRID MOBILITY HOUSING WATER

Sections of the existing Tiete tributary

city.

We researched the different profiles of the tributary to grasp the typologies already present. Our aim is to use different typologies in waterfronts in our upgrade of the whole riverside in order to turn it into a river frontside instead of keeping its old characteristic as the dirty backside of the

1. wild green on both sides

2.poor housing + water + green fields + shacks

3.pipes under train tracks

4. streets on both sides + green

5. wild green growing on houseâ&#x20AC;&#x2122;s back

6. narrow space + houses + crossings

7. street + sports centre

8. green on one side

9. wall of trees

Design Aim & Strategy Summary In this diagram the design aim & strategy for water is shown. By focussing on the small scale of a tributary we want to clear the Tiete. Now sewage is solved by dumping it in the tributary. Stopping that and seperating black and grey water can solve water quality problems. Besides

this we can use this higher quality water to create a waterfront and broaden the banks to give the river more capacity. Infiltration with greenery and buffering of rainwater with green roofs are additional solutions to the high flood risks in the area. In the end all the efforts come back to a cleaner Tiete river and the hydroanel can be more realistic to become navigable.

TRIBUTARY FOCUS ON SMALL SCALE. SOLVING FROM THE CORE.

SEWAGE SYSTEM ON HOUSING LEVEL

TIETE PREVENT SEWAGE FLOWING INTO RIVER. TURN THE BACKSIDE OF THE RIVER INTO A FRONTSIDE.

NAVIGATION

CREATING A RIVER FRONTSIDE. ENCOURAGING COMMUNITY LIFE

HIGHER QUALITY & MORE SPACE FOR WATER.

WATER BUFFERING SOLUTIONS.

WATER MANAG Water management

Water treatment strategy We researched how a separated watersystem would work. Blackwater is treated and lower capacity is needed since the amounts are relatively small compared to grey water. Grey water treatment is realized in the wetlands at the connection point of the tributary with the Tiete. Here 15% of the area that discharges greywater

into this wetland is reserved for biological greywater treatment, Helophyte filters etc.

Besides these two seperated systems there is a third systems that catches rainwater: the tributary itself. Along its river bed there are on certain places buffers for rainwater that also filter the polluted run-off from roads. These incorporate recreational public qualities if they are integrated adequately into parks and zones of realm.

GREY TREATMENT WATERBUFFER

BLACK TREATMENT

RAIN TREATMENT RAINBUFFER

Water management sewage diagram

Space for the water.

Sao Paulo has to deal with more severe rainfall every year, as shown in the graph.This asks for measures on different levels. Existing and new buildings can play a role in a sustainable water strategy. Creating space for the river means moving houses from one place and densification in another.

Green roofs on the newly built constructions

can help buffer the rainwater more. Besides this wetlands can act as a buffer to prevent the Tiete from flooding. In this sense, the architecture of the surrounding housing areas is being integrated into the whole design of the tributary and forms part of the strategy. A main contributor aswell is that we want to widen the rivers bed. Literally giving more space for the river and having a bigger fluctutation buffer.

Left: Change in rainfall, Sao Paulo Middle: Wetlands, London Urban green-blue grids Right: Impression of a city with green roofs.

REMOVE HOUSING NEAR RIVER BANKS AND DENSIFY AWAY FROM THE RIVER

MORE SPACE FOR THE WATER.

UPGRADING HOUSES WITH WATER BUFFERING SOLUTIONS.

Water analysis solutions

HOUSING CONEPT

HOUSING LAYER This chapter is aimed at the research in housing affected by the Tiete tributary and especially with problems of densification and space for the river.

Comparing the different heights of the area to occupied space by housing shows that some houses face problems in terms of floods due to their situation directly next to the tributary. In the 3D-height map on the right it becomes clear that the darker areas are lower compared to the lighter parts. Informal housing is exactly located in these lower parts.

In order to propose a solution to these problems, we aim at giving the river more space in those areas and move informal housing from those high flood-risk areas.

To compensate this massive intervention, some housing areas on higher ground will be densified.

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REMOVE HOUSING NEAR RIVER BANKS AND DENSIFY AWAY FROM THE RIVER

REMOVE HOUSING NEAR RIVER BANKS AND DENSIFY AWAY FROM THE RIVER

MORE SPACE FOR THE WATER.

MORE SPAC THE WAT

UPGRADING WITH WATER B SOLUTIO

HOUSIN

KEEP FORMAL HOUSING

REMOVE HOUSING NEAR RIVER BANKS AND DENSIFY AWAY FROM THE RIVER

MORE SPACE FOR THE WATER.

UPGRADING HOUSES WITH WATER BUFFERING SOLUTIONS.

HOUSING CONEPT

Housing make space for the river

MOBILITY LAYER

Mobility is one of the main problems to tackle because of the influence that it has in the metropolitan scale. Pollution, traffic jams, overheating, lack of public space in favour of space for cars... are caused by the overpower of motor mobility transport.

As seen in the water analysis fast mobility has ran by the water streams taking plenty of space and polluting the water through the asphalt. Although it is impossible to eradicate cars from a macrometropolis mobility plan there are some improvements that can make a difference in the way Paulistas move around.

is no doubt: there must be a fast mobility connection (bus, cars) close by but space for the river and the adjacent public space must be made so fast mobility should be away from the tributary.

Therefore slow mobility ( bikes and pedestrians) would own the tributary and would be able to connect with fast mobility within a short distance. Specially both speeds will meet at the nodes that will connect the layers and act like transportation hubs.

When desigining the water front there

CULTURAL NODES

PUBLIC SPACE

GREEN GRID

MOBILITY

HOUSING

WATER

FAST FAST MOBILITY MOBILITY

SLOW SLOW MOBILITY MOBILITY

MOBILITY AT MOBILITY AT CULTURALCULTURAL NODES NODES

MOBILITY AT MOBILITY AT RIVERSIDERIVERSIDE

MOBILITY CONCEPT MOBILITY CONCEPT

Mobility Approach to create quality for public space

When analyzing the existing mobility plan (from the Hydroanel project) a inherent structure could be perceived.

There were two train axes running WestEast that connect the neighbourhood with the rest of Sao Paulo with stops relatively close to the tributaries extremes .

That scheme produces a grid of the 7 tributaries by the 2 train tracks that is reinforced by 2 parallel secondary mobility and commercial lanes that cross the tributaries in the nodes and make the neighboorhoud easier to understand and easier for the user to move.

Mobility concept connecting nodes

macroscale fast macrometropolis train

mesoscale fast neighbourhood bus/tram

microscale slow neighbourhood bus/tram

nodes bicycles

pedestrians

Mobility concept public transport

GREEN LAYER In this part of the portfolio, the green zones are addressed by analysing present public green spaces, their qualities and weaknesses. The green spaces have a lot in common with public spaces in general as we strive for creating safe and appealing public and green spaces for the neighbourhood axis to stimulate a lively atmosphere outside.

Therefore this analysis first of all, serves as a pool of ideas which are able to combine green zones with the water management as well as with public institutions or zones. The function of water purification is one feature which can be solved by planting reed along the tributary. This enhances the amount of

green spaces in the city and fulfills the aim of filtering the grey water coming from the sewage system of the houses.

Another feature which can be incorporated in the green zones is represented by public realm. By creating space for bike and pedestrian paths, we offer people the possibility to do sports or relax on benches in a green nature.

As a consequence and as the renders on the right show, it is important to think of multipurpose spaces which are able to combine green with blue with public space.

CULTURAL NODES

PUBLIC SPACE

GREEN GRID

MOBILITY

HOUSING

WATER

Green Grid Inspiration and Ideas

PUBLIC SPACE LAYER

Talking about public space in Western Europe has usually the same meaning however when it comes to SouthernAmerican macrometropolis it has a completely different meaning.

In a context where the public realm is enclosed and closely associated with consumerism through shopping malls it is evident that there is a need to reconsider what are urgencies.

Designing in Sao Paulo asks for deep understanding of what does public space mean in Brazil and what is actually needed in order to avoid great urbanism failures that have been avhieved in the past.

Due to social insecurity and lack of room public spaces have become a luxury and when existing an island of freedom from the urban discomfort where social interaction and individual enrichment can be developed.

The nodes of our design appear to be a good solution to cluster these functions. An open air gathering space surrounded by a safe public realm and where citizens can access culutre and education in the form of museums, community centres, arts academies, ...

As it can be seen in contemporary examples a spot intervention can have a deep influence in the surroundings and inject a whole new atmosphere to it.

CULTURAL NODES

PUBLIC SPACE

GREEN GRID

MOBILITY

HOUSING

WATER

CCASMM modular music factory Caracas, Venezuela credit | Urban Think-tank

luxury

“Stop the privatization of public space and give the city back to the people. Put the citizens’ interests first.”

island of freedom

Popular petition for public Space http://forcechange.com

Sports centre and vertical gymnasium Los Teques, Venezuela

feeling of community

credit | Urban Think- Tank

Grotao Community centre Sao Paulo, Brazil credit | Urban Think-tank

personal development (sports, culture, ...)

Street atmosphere during Festival Rio de Janeiro, Brazil

open air gathering spaces squares

seating areas

open air nature Elite emclosed shopping mall in Sao Paulo.

Public realm has been substituted by enclosed malls unaccesible for wokinrg class citizens.

culture and education

complimentary schools

music halls theatres

polyvalent spaces

sports centres Vertical gymnasium Chacao, Caracas, Venezuela credit | Urban Think-tank

community centres assemblies

community help

Vertical gymnasium Chacao, Caracas, Venezuela credit | Urban Think-tank

safe public realm

pedestrian paths

biking lanes crossings

Entrada de Gรกvea Rio de Janeiro, Brazil

INTERWEAVING ALL LAYERS Before all six layers can be superimposed, an indepth analysis is needed to locate where smart combinations and mergers can be formed.

The first analysis shows that three water retainment areas have to be built in order to regulate the amount of water flowing through the tributary into the Tiete. Bottlenecks causing problems have been considered and consequently each retainment area is equipped with a dam.

With the help of the second analysis, it becomes clear that the already existing plans of the municipality to establish ‘linear parks’ along the river resonate with our strategy to plant reed and increase the proportion of green zones along the river.

The third and fourth analysis show the amount of educational centres and sports centres. This gives an impression of where a lot of schools are situated and where there are a lot of green zones, sports fields or parks needed to provide the possibility of having a recreational realm for the children.

Map five shows that a lot of economic activity as well as constructive activity in the area of the Tiete itself. This area will be used for further development as an economic centre especially in the case of the municipalities’ plans to allow the Tiete to be navigable.

The last analysis maps the ZEIS 1 and 2 which represent in the case of Zeis 1 zones which are to be regarded as critically in their infrastructure, development and housing conditions. The light purple areas

refer to Zeis 1, the favelas. However the darker purple areas are to be seen as zones with a high potential of being developed successfully in the future. This analyis gives a hint of where to concentrate future nodes, where to establish cultural centres and where to replace informal housing areas or where to densify them.

By superimposing all the results, making decisions on what has been found out, the nodes can be clearly and adequatly located. Each node will get its own characteristics and by applying the strategy to other tributaries, the node’s functions will have to modified according to the surrouding and the prerequisites you will find there.

TIÊTE

TIÊTE

RIO

RIO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIO

RIO

VERMELHA

VERMELHA

RIO

RIO

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

RIO

RIO

RIO

RIO

CÓRREGO

CÓRREGO

TIETÊ RIO

RIO

TIETÊ

TIJUCO

TIJUCO

PRETO

PRETO

RIO

TIETÊ

RIO

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO RIBEIRÃO

RIBEIRÃO

TIJUCO

TIJUCO

CÓRREGO

CÓRREGO

PRETO

ESCADARIA

ESCADARIA

ITAIM

PRETO

ITAIM

CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

LAGEADO

ITAIM

CÓRREGO

ITAIM

LAGEADO

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

CÓRREGO

CÓRREGO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ITAIM

ITAIM

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

LAGEADO

ÁGUA

LAGEADO

CÓRREGO

CÓRREGO

ÁGUA

ITAIM

VERMELHA

ITAIM

VERMELHA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA CÓRREGO

CÓRREGO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

VERMELHA

VERMELHA

ÁGUA

CORREGO

CORREGO

ÁGUA

ITAIM

ITAIM

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ÁGUA

CÓRREGO

ÁGUA

CÓRREGO

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

LAGEADO

LAGEADO ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

VERMELHA

ESCADARIA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

CÓRREGO

CÓRREGO

RIBEIRÃO

LAGEADO

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

ÁGUA

LAGEADO

LAGEADO

LAGEADO

ÁGUA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

VERMELHA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

LAGEADO

LAGEADO FREIRE

FREIRE

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO

LAGEADO

LAGEADO MORRO

FREIRE

CÓRREGO

CÓRREGO ÁGUA VERMELHA

ESCADARIA

CÓRREGO

ESCADARIA

VERMELHO

FREIRE

CÓRREGO

VERMELHO

ESCADARIA

CÓRREGO ÁGUA VERMELHA

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO MORRO

CÓRREGO

ESCADARIA

DIVISA

DIVISA

DA

VERMELHO DA

VERMELHO

ESCADARIA

ESCADARIA

CÓRREGO

MORRO

CÓRREGO

MORRO

CÓRREGO

RIBEIRÃO

MORRO

RIBEIRÃO

MORRO

CÓRREGO

RIBEIRÃO

DIVISA

DIVISA

RIBEIRÃO

LAGEADO

LAGEADO

DA

ESCADARIA

DA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

LAGEADO

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

DO

DO

FLORISTA

FLORISTA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO ESCADARIA

ESCADARIA

ITAQUERA

ESCADARIA

ITAQUERA ESCADARIA

ESCADARIA

CÓRREGO

MIRIM

MOBILITY

GREEN GRID

WATER

HOUSING

GREEN GRID

WATER

HOUSING

MOBILITY

PUBLIC SPACE

ITAQUERA

CULTURAL NODES

ESCADARIA

MIRIM

GUARATIBA

MIRIM

PUBLIC SPACE

GUARATIBA

ITAQUERA

ESCADARIA

ESCADARIA

CÓRREGO

CULTURAL NODES

ESCADARIA

MIRIM

Neighbourhood axis flood planes and linear parks

TIÊTE

TIÊTE

RIO

RIO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIO

RIO

VERMELHA

VERMELHA

RIO

RIO

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

RIO

RIO

RIO

RIO

CÓRREGO

CÓRREGO

TIETÊ RIO

RIO

TIETÊ

TIJUCO

TIJUCO

PRETO

PRETO

RIO

TIETÊ

RIO

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO RIBEIRÃO

RIBEIRÃO

TIJUCO

TIJUCO

CÓRREGO

CÓRREGO

PRETO

ESCADARIA

ESCADARIA

ITAIM

PRETO

ITAIM

CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

LAGEADO

ITAIM

CÓRREGO

ITAIM

LAGEADO

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

CÓRREGO

CÓRREGO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ITAIM

ITAIM

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

LAGEADO

ÁGUA

LAGEADO

CÓRREGO

CÓRREGO

ÁGUA

ITAIM

VERMELHA

ITAIM

VERMELHA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA CÓRREGO

CÓRREGO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

VERMELHA

VERMELHA

ÁGUA

CORREGO

CORREGO

ÁGUA

ITAIM

ITAIM

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ÁGUA

CÓRREGO

ÁGUA

CÓRREGO

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

LAGEADO

LAGEADO ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

VERMELHA

ESCADARIA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

CÓRREGO

CÓRREGO

RIBEIRÃO

LAGEADO

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

ÁGUA

LAGEADO

LAGEADO

LAGEADO

ÁGUA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

VERMELHA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

LAGEADO

LAGEADO FREIRE

FREIRE

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO

LAGEADO

LAGEADO MORRO

FREIRE

CÓRREGO

CÓRREGO ÁGUA VERMELHA

ESCADARIA

CÓRREGO

ESCADARIA

VERMELHO

FREIRE

CÓRREGO

VERMELHO

ESCADARIA

CÓRREGO ÁGUA VERMELHA

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO MORRO

CÓRREGO

ESCADARIA

DIVISA

DIVISA

DA

VERMELHO DA

VERMELHO

ESCADARIA

ESCADARIA

CÓRREGO

MORRO

CÓRREGO

MORRO

CÓRREGO

RIBEIRÃO

MORRO

RIBEIRÃO

MORRO

CÓRREGO

RIBEIRÃO

DIVISA

DIVISA

RIBEIRÃO

LAGEADO

LAGEADO

DA

ESCADARIA

DA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

LAGEADO

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

DO

DO

FLORISTA

FLORISTA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO ESCADARIA

ESCADARIA

ITAQUERA

ESCADARIA

ITAQUERA ESCADARIA

ESCADARIA

CÓRREGO

MIRIM

MOBILITY

GREEN GRID

WATER

HOUSING

GREEN GRID

WATER

HOUSING

MOBILITY

PUBLIC SPACE

ITAQUERA

CULTURAL NODES

ESCADARIA

MIRIM

GUARATIBA

MIRIM

PUBLIC SPACE

GUARATIBA

ITAQUERA

ESCADARIA

ESCADARIA

CÓRREGO

CULTURAL NODES

ESCADARIA

MIRIM

Neighbourhood axis educational & sports institutions

TIÊTE

TIÊTE

RIO

RIO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIO

RIO

VERMELHA

VERMELHA

RIO

RIO

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

RIO

RIO

RIO

RIO

CÓRREGO

CÓRREGO

TIETÊ RIO

RIO

TIETÊ

TIJUCO

TIJUCO

PRETO

PRETO

RIO

TIETÊ

RIO

TIETÊ

TIETÊ

TIETÊ

RIO

RIO

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO RIBEIRÃO

RIBEIRÃO

TIJUCO

TIJUCO

CÓRREGO

CÓRREGO

PRETO

ESCADARIA

ESCADARIA

ITAIM

PRETO

ITAIM

CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

LAGEADO

ITAIM

CÓRREGO

ITAIM

LAGEADO

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

CÓRREGO

CÓRREGO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ITAIM

ITAIM

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

LAGEADO

ÁGUA

LAGEADO

CÓRREGO

CÓRREGO

ÁGUA

ITAIM

VERMELHA

ITAIM

VERMELHA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA CÓRREGO

CÓRREGO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

VERMELHA

VERMELHA

ÁGUA

CORREGO

CORREGO

ÁGUA

ITAIM

ITAIM

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ÁGUA

CÓRREGO

ÁGUA

CÓRREGO

CÓRREGO

CÓRREGO

RIBEIRÃO

RIBEIRÃO

ITAIM

ITAIM

CÓRREGO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

CÓRREGO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

LAGEADO

LAGEADO ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

VERMELHA

ESCADARIA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

CÓRREGO

CÓRREGO

RIBEIRÃO

LAGEADO

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

ÁGUA

LAGEADO

LAGEADO

LAGEADO

ÁGUA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO CÓRREGO

CÓRREGO

LAGEADO

LAGEADO

ÁGUA

ÁGUA

VERMELHA

VERMELHA

RIBEIRÃO

RIBEIRÃO

CÓRREGO

CÓRREGO

ÁGUA

ÁGUA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

VERMELHA

VERMELHA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

VERMELHA

VERMELHA

RIBEIRÃO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

ÁGUA

ESCADARIA

ÁGUA

ESCADARIA

LAGEADO

ESCADARIA

LAGEADO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

CÓRREGO

CÓRREGO

RIBEIRÃO

ESCADARIA

RIBEIRÃO

ESCADARIA

LAGEADO

LAGEADO FREIRE

FREIRE

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO

LAGEADO

LAGEADO MORRO

FREIRE

CÓRREGO

CÓRREGO ÁGUA VERMELHA

ESCADARIA

CÓRREGO

ESCADARIA

VERMELHO

FREIRE

CÓRREGO

VERMELHO

ESCADARIA

CÓRREGO ÁGUA VERMELHA

ARTUR

RIBEIRÃO

CÓRREGO

VERMELHO MORRO

CÓRREGO

ESCADARIA

DIVISA

DIVISA

DA

VERMELHO DA

VERMELHO

ESCADARIA

ESCADARIA

CÓRREGO

MORRO

CÓRREGO

MORRO

CÓRREGO

RIBEIRÃO

MORRO

RIBEIRÃO

MORRO

CÓRREGO

RIBEIRÃO

DIVISA

DIVISA

RIBEIRÃO

LAGEADO

LAGEADO

DA

ESCADARIA

DA

ESCADARIA

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO LAGEADO

LAGEADO

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

DO

DO

FLORISTA

FLORISTA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

LAGEADO

LAGEADO

ESCADARIA

ESCADARIA

RIBEIRÃO

RIBEIRÃO

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

ESCADARIA

LAGEADO

LAGEADO

CÓRREGO

CÓRREGO ESCADARIA

ESCADARIA

ITAQUERA

ESCADARIA

ITAQUERA ESCADARIA

ESCADARIA

CÓRREGO

MIRIM

MOBILITY

GREEN GRID

WATER

HOUSING

GREEN GRID

WATER

HOUSING

MOBILITY

PUBLIC SPACE

ITAQUERA

CULTURAL NODES

ESCADARIA

MIRIM

GUARATIBA

MIRIM

PUBLIC SPACE

GUARATIBA

ITAQUERA

ESCADARIA

ESCADARIA

CÓRREGO

CULTURAL NODES

ESCADARIA

MIRIM

Neighbourhood axis economic development & ZEIS 1 and 2

AIMS AND OBJECTIVES

Sao Paulo water ring neighbourhood axis

ds on

steps

1. axis

a b c

sewage construction: grey, black water

" !

2. clean water a

b

c

3. mobility

a b c

bike lanes

4. vegetation

a b

parks

5. nodes

a

sports centre

community centre

b

transportation hubs

6. economic and o ce development

Smart Infrastructure and mobility.

AR0027 - 2014

Sao Paulo water rin neighbourhood ax IT ITAIM

CÓRREGO

CÓRR EEGO GO ADO ÁG

LAGE

ITAIM

ELHA VERMELHA

CÓRR EGO

ITAIM CÓRREGO

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Smart Infrastructure and mobil AR0027 - 20

Node design functions, public space and new housing

STAKEHOLDERS • Stakeholders vary significantly depending on the context and the project itself. Although traditionally only public actors were considered in large infrastructure projects, now Private-Public-Partnerships are helping finance projects unoaffordable for governments.

In Brazil publis Stakeholders are divided in 3 layers: the federal government which has a lot of power and money but some distance with the situation itself; the statal government which has a lot of power in the met-

Federal

!

Local

main agents

inform them

interest

population

other municipalities

power

Federal

!

power in heavy infrastructure

PPP

State power in metropolitan infrastructure power P

power in local interventions PP Local power

State

keep them

Population and public actors are fully convinced of the importance of the Hydroanel project and of the necessity to improve water and urban conditions in the peripphery but private investors are still to be convinced. How to raise their interest in such a project?

power in heavy infrastructure

listen to them

ropolitan infrastructure (train and bus), and the local government which has the power to focalize federal government money and attention t specific interventions.

listen to them

keep them

population

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other municipalities

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Public Stakeholders : power and ressources.

Power - interest chart. credit |own PPP process diagram credit | advocates for international developmetn

ACTIONS â&#x20AC;˘ The focus should not be only on attracting private financing but on using private operators to improve operational efficiency and quality of service.

Along this action drawing of the tributary we can exemplify the input of the private sector on the intervention.

In the economic node: when exceeding 12 storeys investors are asked to contribute to the finance of the tributary public space construction.

steps process and

In the mobility node: areas dedicated to commerce and services should pay private investors for the construction of the terminals. (such as Project Portais da Cidade in Porto Alegre) In the blue and green node: reservoir flood control (already ongoing), water treatment station (such as Taiaçupebaâ&#x20AC;&#x2122;s in Sao Paulo) .

In the cultural nodes: every company buying terrains or commercial spaces has to commit to a vegetation payback relative to the surface obtained in its close-by tributary area.

Sao Paulo water ring neighbourhood axis

Hands on

theme

step

1. axis

sewage

2. clean water

3. mobility

4. vegetation

cost

time

stakeholders

priority

high

space tributary

mid

housing

high

dredging

high

dams

mid

vegetation

low

pedestrians

mid

bike lanes

low

bus

low

trees

low

high city - government

high high

PPP

high high

city - government

mid high city - government

high mid

RTMSP

mid city - government

parks

mid

5. nodes

sports centre

mid

community centre

low

culture

mid

__ transport

stations

high

RTMSP

mid-high

6. development

high

private

low

__ culture

commercial areas

high

high mid mid

city - government

mid-low

PPP

low Smart Infrastructure and mobility.

Design andAR0027 functions - 2014 in the 3 main nodes of the studied tributary credit | own

ACTIONS: HANDS ON HOW TO PUT IT INTO PRACTICE With the help of the drawing on the right, the physical actions we propose along the river in Sao Pauloâ&#x20AC;&#x2122;s neighbourhood axis are shown. The node in consideration is one that is meant to be able to combine all different layers. It is a node for mobility, densified housing areas, more space for the water, appealing public space in a park with a big green zone and cultural institutions which are located around.

In several steps the node is turned into what we aim at: a efficient and wellfunctioning multipurpose space where all strategies come together to form the whole.

The first step is therefore to give the water more space. As stated before, some houses in danger of flooding will be moved into denser housing areas to provide water retainment areas which are able to solve the lack of water buffering zones.

In terms of the purification of grey waste water flowing into the tributary, it is important to grow reed along the riverside.

This represents the second step in order to turn the riverside into a front. Another element of the implementation of green zones is the urban farming space next to high rises and other dense housing areas. This represents one way of getting the people engaged in the area, they are allowed to grow their own vegetables, yet they will have to care for the maintanance of the fields.

Thirdly, the node is turned into a highly efficienct mobility node, connecting it to other nodes upstream and downstream the tributary via public transport in the form of busses as well as linking the node to one

of the other tributaries by providing a fast conncection for cars. Slow mobility is also enhanced for bikes, as bike paths along the river are created.

Pedestrians are encouraged to use the walking trails leading through bamboo forests, reed and water landscapes purifying and buffering the water.

The fourth step is to improve the public life next to the river by providing benches to sit, places to play for children, creating a safe and appealing public realm. Additionally sports centres and sports fields are put in place in order to give the people the chance of having a leisure activity.

After having established these outdoor interventions, cultural centres offering cultural functions such as theatre plays, a cinema, dance or sports schools, language courses etc. can be established in order to stimulate an intense communication within the area and society.

100

ZOOM IN Node 3: all layers

ENVISION THE FUTURE DOWN THE TIETE TRIBUTARY As already stated in the problem statement: Sao Paulo has been neglecting its waterways for a long period. With the help of this concept the group of students tried to find a starting point on the micro-scale and provide a strategy which is able to solve as much problems as possible. In the long run, this strategy should be able to influence the circles of interdepending factors positively. In the case of the water, tackle water pollution is the first thing to face. As soon as the water quality is improved, the space next to the river can be turned into a frontside, rather than a backside. It fulfills therewith its new function

as a green/blue public space. In order to prevent floodings, the water got more space.

These retainment areas are being used as embedded into the recreational public realm in parks and other green zones. Around the nodes, cultural centres, densified housing areas and commercial zones can grow. In the same time, the transport infrastructure for bikes next to the river is improved and public transport will connect the different nodes to each other in order to increase the level of interwoven structures on meso-scale.

With the concept, a new life next to the river is being encouraged, satisfying the need for a social component as one of the most important figures in a well-functioning urban environment.

REFERENTIAL THEORIES AND PRACTICES On all levels of urban design you can find manifold examples around the world for successful interventions in the urban tissue, such as water or mobility management, done by architects, urban planners or with landscape architects in cooperation.

In order to grasp the idea of dimension in the city of Sao Paulo and to be able to estimate to what extent micro-scaled interventions can seriously affect an area on meso and even macro-scale, a vast pool of built examples in Brazil itself, China, Europe and especially the Netherlands due to its situation next to the water, served as a basis.

The Netherlands or Scandinavian countries are often regarded by Brazil as good references in terms of how to deal with the water if the sea level is even higher than the land level or if water runs through the city.

Now these countries are trying to set up cooperations to develop smart solutions and hold discussions on water management in order to learn from each otherâ&#x20AC;&#x2122;s situation. The project of the Hidro-Anal is being executed as a cooperation between university professors and students, the municipality and many other stakeholders.

Regarding the improvement of public spaces in some critical areas of Brazil in favelas for examples - a lot of young, creative offices such as ThinkTank (just to name one) apporaches this topic in a highly engaged and interactive manner. Asking themselves about the target groupâ&#x20AC;&#x2122;s needs, then they define what is urgently required and how can this intervention creatively put in practice. This is in detail dealt with in the chapter of the analysis of public space.

Or regarding the development of public green space next or even in an abandoned dirty river offering no quality: teams of architects and landscape planners find smart solutions combining water buffer zones with the effective purification of grey water through vast fields of reed filtering the water. Additionally they combine this system of water management with new ways of slow mobility by incorporating bike lanes or pedestrian paths into their design of the river, let people walk directly next to the new green zones or even on bridges across or above the river. Examples of successful interventions and concepts can be found in China and Copenhagen, done by COBE architekten.

As a result, it becomes of the utmost importance to think creatively in order to develop smart and multipurpose solutions which can face more than one problem at once.

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Smart Infrastructure and mobility.

AR0027 - 2014

Top left: Kallang River at Ang Mo Kio-Bishan Park plan view, Singapore Smart Infrastructure and mobility.

Bottom left: Kolam Ayer ABC Waterfront, Singapore AR0027 - 2014 Top right: Impression Singapore Smart Infrastructure andCaramobility.

Bottom right: CCASMM modular music factory, AR0027 - 2014 cas, Venezuela

IMPORTANCE AND EFFECTS It is easy to start designing and get convinced by your own ideas without checking if it is actually interesting for the community and if the effects are worth it the effort. Why is our project interesting for the community?

Into the node is expected to have a positive impact in the social, environmental and economical spheres. That means that population, the administration (stakeholders) and the private sector Hands on would have interest in becoming involved. what is the interest of the project?

Because of all these reasons the administration will get positive effects such a long term savingsSaoin flood effects , Paulo water ring neighbourhood axis unemployment, social insecurity and even health costs due to the the improvement of the neighbourhoodâ&#x20AC;&#x2122;s environment .

social

environmental

neighborhood cohesion

resurrection of the rivers

multiple meeting points

separated sewage (b/g)

culture and education

healthier open spaces

living quality

better water quality

safer public realm

economical

!! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !! !!

because they would get something out of it.

The environmental improvements (water quality, more space for the river, less floods) gives the chance to new centralities to pop up embracing new economical activities that will attract the private sector and where inhabitants can gather and develop themselves in a safe and inspiring public space.

new centralities new commercial areas independence from SP centre

local jobs

population

administration

culture /educationâ&#x20AC;¨

Smart Infrastructure and mobility.

AR0027 - 2014

safer environmentâ&#x20AC;¨

better access to housingâ&#x20AC;¨

less social discomfortâ&#x20AC;¨

education improvementâ&#x20AC;¨

less weather vulnerabilityâ&#x20AC;¨

safer public realmâ&#x20AC;¨

long term savingsâ&#x20AC;¨

more local jobsâ&#x20AC;¨ â&#x20AC;¨

â&#x20AC;¨

private sector new economic sectorsâ&#x20AC;¨ diversiĂ&#x17E;ed centralitiesâ&#x20AC;¨ cheaper rentsâ&#x20AC;¨ faster connection (ports)

What is the interest?

Who and why is interested?

RESULTS Calculating results is always a difficult task because of the incertainty or msot variables. Nevertheless it is important to plan what and when it is expected to be ready.

Using the subidivion used before of environmental, economical and social interest a time-frame can be estimated and ordered by order of result appearence.

process but it is evident that the improvement of the water and air quality will have an impact in the health of the neighboorhoud and will attract economic development parallel to the culture and education expansion . Attracting companies to invest in the neighbourhood will diversiy the economy and create jobs and in the long term there would be independece from the centre in terms or work , mobility and

Environmental effects.

correlation between events is sometimes more complex than a linear water airâ&#x20AC;¨ quality healthier and safer

Economic effects.

diversiĂ&#x17E;ed economy jobs commercial areas independence from SP centre cohesion

Social effects.

culture / education employment life quality SHORT TERM (2-5 years)

MID TERM (3-8 years)

LONG TERM (10-15 years)

RELEVANCE AND ETHICAL an integral approach. Practically this means DIMENSION | PERSONAL STATEMENT that hygiene levels will go up and so the space for slow mobility.

Last century cities have been growing rapidly and they keep on doing so.

Often faster than they can accomodate.

It is not a problem solely for Sao Paulo but for many cities. The unplanned growth is often associated with problems in watermanagement, infrastructure, housing and public space/ green.

How people live with water is becoming increasingly relevant. With scientific studies pointing in the direction of rising sea levels and higher intensity in rainfall and drought, it becomes a crucial design criteria for future city planners, urbanists and architects.

Hygiene and pollution are also water related problems. Often degraded to sewage, rivers form a serious threat to public health and natural life. Furthermore mobility is a continuing challenge in many cities. The domination of the car has left its footprint in many cities around the world. While the intensity of car-use has increased so has the pollution, congestion and amount of accidents. Cities like Singapore, Sao Paulo and New York are trying to turn the tide by providing better bicycle- and public transport infrastructure.

Strategies for implementation of those infrastructures are still novel and academic research is an important factor for providing solutions to the pressing challenges. Our project tries to provide such a strategy. It doesnâ&#x20AC;&#x2122;t merely try to solve a single issue of the above, but rather incorporates all to form

One of the most crucial ethical problems is how to deal with the existing inhabitants of the neighborhood. Communication would be an important factor to prevent and resolve conflicts. With development of poor neighborhoods often comes speculation which can result in a forced relocation.

This is an issue not to be overlooked by the stakeholders which should find solutions to keep the communities, living in the respected areas, together.

REFERENCES TAN, V. 2012. Public - Private Partnership (PPP), Legal guides . Advocates for International Development STOHR, K. & SINCLAIR, C., 2012. Design Like You Give a Damn {2}: Building Change from the Ground Up, San Francisco, Architecture for humanity.

POTZ, H. & BLEUZE, P., 2012. Urban greenblue grids: for sustainable and dynamic cities.

AUGUSTIN, K., 2012, Green energy from black water: The Hamburg water cycle in the settlement Jenfelder Au DIERKES, C., GOBEL, P., BENZE, W. & WELLS, J., 2008, Next generation water sensitive stormwater management techniques., HydroCon, Hameln, Germany.

BERGHAGE, R. D., e.a., 2009, Green roofs for stormwater runoff control., The Pennsylvania State University, USA.

A polycentric Sao Paulo Creating a polycentric city Group 07 4021095 4090004 1516051 4056043

Barbara Bekhof Ilham Lakhal Maurice Giliams Pui-Yi Kong

Reinforcing conditions for subcenters to emerge in the periphery of Sao Paulo, through the improvements of the infrastructure to battle the monocentric character of the city.

ABSTRACT Aiming to lay the foundations for subcentres to emerge in the periphery of Sao Paolo has been our main focus. We are convinced that by improving the accessibility of an area, enriching the means of transportation and reprogramming the axis between these two improved nodes, we will be able to enhance the quality of the periphery. in order for businesses to feel attracted to these areas.

The methodology that aided us in reaching propositions was the Transit Oriented Development system. This system provided us with guidelines that helped us to define how to go about reaching our goal, which is creating attractive subcentres.

With the focus on infratsructure we decided to devise a principle that existed of 2 nodes of connectivity that had the potential to become more prominent nodes. After the improvement of these nodes we saw a magnetic field that was created between the two nodes. We proposed a mixed use, business and commercial program that interacted with the nodes to form a dense and active area .

We truly are convinced that through this principle we have managed to devise a proposal that is modest and considers the existing conditions. We have not merely introduced a foreign concept into the area, we are improving the area with the tools at hand, in phases, in order for the inhabitants to gradually adapt to the changes in their environment. Purely so they could grow with their environment, and not feel detached from it.

Once a community values their environment, perceives its quality, this will be projected outwards

- attracting public from different parts of the city.

INTRODUCTION Approaching the city of Sao Paulo with the intent to tackle a fragment of the problems that make this city highly unsustainable, we have managed to give ourselves a focus. This focus has evolved from an analysis on the macro scale.

What initially caught our attention was the combination of both the size of Sao Paulo as the monocentral activity wihtin the city. Many services, business districts, commercial areas, educational facilities are located in the main centre. Whereas compared to the quantity of activities, the periphery seems less utilized. The most striking evidence of this was the restricted extensions of the subway network. This proved that the majority of the residents of Sao Paulo move towards the main centre which causes an enormous inefficiency in commuting. While the jobs in the city centre increase, the travel time increases dramatically. This in itself is a major problem which causes more problems on both short and long term.

The emissions of carbondioxide through the increasing dependency on the car as a means of transport, is and will continue to be an unsustainable way to proceed. Apart from this environmental problem, the periphery will continue to be detached from the main centre without any development - which in the long run will cause even more deterioration.

We are convinced that by tackling the issue of Sao Pauloâ&#x20AC;&#x2122;s monocentric character, by improving the conditions for subcenters to emerge in the periphery, we are able to provide the city with a multitude of hubs of activity that will relieve the pressure from the main centre and cultivate the subcenters. By

cultivating the subcentres, the quality will increase, more businesses would be inclined to settle which on their turn would generate jobs - a key reason for people to work near to where they live, or to travel from subcentre to subcentre.

The area that we will choose as our pilot projection case, will be the northeast, alongside the tiete river. Drawing on the plans that have already been made to improve the water-ring, we were then able to focus on projecting our strategy onto Sao Paulo on a meso, micro and nano scale.

from left to right: jobs, money, housing density and infrastructure

11 million Paulistaâ&#x20AC;&#x2122;s in the city of Sao Paulo

PROBLEM STATEMENT The main challenge that we will tackle in this project is the question HOW to give Sao Paulo a polycentric character instead of a monocentric one. We aim to develop these subcentres in order to enhance the attractive force of the periphery.

Other problems we want to tackle are the high commuting time. Nowadays people have to travel more than 3 hours before they are at their work.

Due to the fact that their is only one centre, almost everyone is going towards this centre. This creates unbalanced flow of people. Which is a problem as well.

A lot of people commutes to the centre, this means a lot of car traffic and a lot of carbon emission.

Sao Paulo: a monocentric city

High commuting time

Unbalanced flow of people

Comparison with the Netherlands

High carbon emissions

RESEARCH AND DESIGN AIMS

We believe that with this project we are able to get a good grip on the complex relationships between the major problems of Sao Paulo. Tackling one of them, means tackling a series of other problems that are linked to the most prominent one. We are convinced that this works the other way around as well; by improving the major problem, this will then have an effect on the linked problems.

If we apply this principle to our main focus, which is the development of subcentres in the periphery of Sao Paulo, we anticipate the inefficiency of the infrastructure and the flow of people to be our main problem. Once that has been addressed, we will then zoom into an area in which we are able to identify other problems such as the nodes of infrastructure not fully optimized to work together and the programs of the area not being in sync with what the residents truly are in need of.

So if we could improve the infrastructure on both the meso, micro and nano scale we will be able to create an enhanced accessibility which will then create doors of development.

This however might be disregarding many aspects of a realistic setting. If we would actually introduce our strategy in the area, we will soon have to deal with opinionated stakeholders and different phases that most likely will not run within the time given.

Nevertheless, we do truly believe that by implementing a good strategy our project will lead to a positive outcome.

From a monocentric to a polycentric city

RESEARCH QUESTIONS AND METHODOLOGY PRACTICES Our research question is: ‘‘ How to create a polycentric São Paulo’’ Before making any attempt to answer this question we believe it is essential to refer to a theory in which polycentricity is explained.

One of the key urban planners that made a first attempt at conceptualizing polycentricity was Ebenezer Howard.

Howard is most known for his concept of the ‘‘Garden city’’, in which he imagined a utopian city that lived in harmony with nature. This relationship between city and nature was described as a conceptual bridge between the city centre and the periphery.

Urban planning as a profession has ‘‘originated as an industry that became a response to the appalling living conditions widespread throughout the cities of the 19th century (Yigitcanlar, 2010, p. 2) ‘‘ Urban planners started to become more and more concerned about public health matters and therefore the focus started to shift towards the promotion of more efficient use of land and development activities. ‘‘Ebenezer Howard’s garden cities concept was instrumental in this shift. The garden city concept proposed urban and rural magnets in the form of self-contained, employmentgenerating communities surrounded by agricultural activities.’’ (Yigitcanlar, 2010, p. 2) Our interpretation of Howard’s concept is based on the projection of his polycentric principle onto the context of Sao Paulo.

Howard is talking about a rural interface in the periphery, which is hardly existing in the case of Sao Paulo. What in our case is of most relevance, is the concept of urban magnets in the periphery that could become

self-contained, communities.

employment-generating

The subsequent question that arises naturally is what the steps are that need to be taken, in order to achieve these employment generating communities?

After an extensive research to define our methodology, we decided that the guidelines that flow out of the transit oriented development system, are the most applicable to our situation - especially because we already saw infrastructure as our main catalyst for improvement. TOD is targeted at providing integrated public systems. As soon as these nodes of public systems have been reinforced, the whole area will get an uplift and will provide the right conditions to become a hub of activity. (the City of Edmonton, 2012)

These guidelines can be seperated in three categories; facilities, infrastructure and spatial quality. Within each category, measures are set out that are most likely to affect another category.

theory: Ebenezer Howard

THE POLYCENTRIC CITY

how to create this?

guidelines: TOD transit oriented development

Providing integrated public systems

FACILITIES

INFRASTRUCTURE

. mixed use residential

. Reinforcing transit network

. side walks

. employment

. Increased transportation choices

. streets

. commerical

. center with transit stations

. highly dense development in the surrounding area

SPATIAL QUALITY

. bus zones . parks

. outwardly progessive lower density

Transit Oriented Development : implementing a more sustainable approach to urban planning & land use

SOCIAL

ENVIRONMENTAL

ECONOMIC

Transit Oriented Development: implementing a more sustainable approach to urban planning & land use

Theoratical framework

REFERENTIAL THEORIES AND PRACTICES

The facilities category is mainly focused on the creation of mixed-use buildings within the area of an important node. So residential mixed with offices for example.

A high dense vertical development area with commerical activity with an outwardly progessive lower density. Meaning, that there is a progressive decrease of vertical density in the area in order to diminish the difference between the node and the rest of the neighbourhood.

In terms of infrastructure, it is advised to reinforce the transit network. Enhancing the nodes, making sure that the different means of transportation link very well. Once they link up well, the transportation choices will be extended and easier to shorten the travel time as people will be dispersed over the different means of transportation.

The spatial quality is a category that works best on a micro and nano scale zoomed in. Improving elements of the streetscape, such as the side walks, streets, bus zones and parks. These improvements can add a visual and working quality to the area.

These improvements could collectively contribute to the attractive force of a transit node and eventually attractive for businesses to invest and settle, creating new jobs and enhancing the presence and character of a potential subcentre.

STRATEGY AND DESIGN

network of Sao Paulo, which reaches to the city center.

In the previous chapter we describe the guidelines of the generation of the polycentric city. Before we translate the guidelines into a design, we need to understand the existing networks of the design area. We move from macro to meso scale to take a closer look at the following topics: water, green and infrastructure.

Water The water network exists of the Tiete river and its creeks. In the Hidroanel plan, the Tiete river will be part of the metropolitan waterway ring where multiple use of the water is desired. As this network will become very important on metropolitan scale, transportation over water should be considered.

Water map

Green In the Hidroanel plan, green is mainly featured along the banks of the Tiete river, which is creating oppurtunities to recreate by the water. And in the existing situation, several parks and public spaces of a small scale are scattered throughout the area.

Public space green-river green-undefined park

Infrastructure The accesibility of the area is represented in just two different modes of transportation: motorway and train.

Motorway : The highway is part of the metropolitan road network and provides a few entrances to the area, which continue in a secondary ring road. The highway becomes even more important when the rodoanel beltway will be established. Some bus lines are running through the western part of the area.

Train : The train is the main public transport mode of the area. It connects to the metro

Green map

highway road railway bus railway station

Infrastructure map

1

2 As mentioned before, we use TOD as our main design tool to develop and / or improve hubs and integrated public systems.

The area lies in a grid system where different roads and several public systems intersect, these are the nodes.

3

4

improve the flow of people and to provide other modes of transportation, we introduce the waterbus as a new public transport mode.

Finally, we choose the area between the most important nodes for further development.

For our design, we 1. identify the different nodes 2. identify the most important nodes

3. improve the flows of people through the nodes

4. develop the axis between the nodes After defining the nodes in order of importance, we see that the water is being left out of the public transport systems. To

Waterbus

Axis of development

Here you can see our chosen area on micro scale with 4 nodes. When we take a better look into the nodes we see the deficiencies. In the node at the left, there is a trainstation and there is a bus route, but they are not in front of each other. By reinforcing this node, it could function as one of the main nodes of this area. The second node is in the current situation not yet a node. The water is present, but there is no transporation onw it.

By implementing a waterbus, it becomes a

node, as the bus stops there to. The third node is again a trainstation and busstop that arenâ&#x20AC;&#x2122;t connected. The fourth node is a trainstation and a busstop, who are connected, but by implementing the waterbus, it will become a really important node, because three transporation options come together.

Next we will zoom in to nano scale for node 1 and 2 and apply reinforcements to improve these nodes.

the 4 nodes

1

2

3

4

Nodes and their lack of connection

Map and section first node

Demolish buildings Create wide roads Create sidewalk Create buslane Create bicyclelane

PLant trees Create park Build high rise buildings

Stakeholders involved Municipality, Metropolitan State, Neighbourhood,Buscompany (SPtrans, EMTU), Private Investers

FIRST NODE (NANO SCALE)

Here you see the reinforment of the first node. A parc is added next to the station, following the TOD principle. The houses in front of the station are demolished, and higher buildings are introduced. These buildings lay a bit back compared to the present houses.

Because of this, the street and the sidewalk become wider, which gives the street more quality. The bus gets an own lane, plus an busstop lane. Because of this the bus will be faster than the car, which will convince people to take the bus quicker. Also a bicycle lane is introduced. The bicyclist were already there, but were mixed with the rest of the trafic, which is ofcourse dangerous. Trees are implemented at the sidewalk and cables are hidden under the ground. A nice and attractive area is arised.

Under the map you can see a section with the phasing of the designed area. Some things can only start when another part is finished. The buildings have to be removed before the road can be widened. There are various stakeholders involved in this project.

Each deal with another part in the process.

The stakeholders involved are mentioned at the left under the phasing.

Legend

Flows in node 1

Bus Pedestrian Bicycle Car

Node current situation

Impression of future node

ACTIONS â&#x20AC;˘ Actions (physical interventions proposed, laws, regulations implemented).

Map and section second node

clean the water Create square create waterbus stop Redevelop busstop Start waterbus system create park

Creating bicycle lane create central Plant trees Stakeholders involved

Municipality, Metropolitan State, Neighbourhood,Buscompany (SPtrans, EMTU), Waterboard Tiete River, Waterbus Company, Sabesp, Evironmental Agency Risk Assesment

SECOND NODE (NANO SCALE)

The second node we reinforce is the node with the busstop and the waterbus.

Because of the elevations in Sao Paulo, this is the end point of the waterbus. A square is created with space for the busstop, and a platform for the waterbusstop. At the opposite side there is a small park created, according to the TOD principle. A green central lane is created as well, to give this node extra quality. At both sides is a bicycle lane created, to improve the safety. The same as in the previous node, the bus will have itâ&#x20AC;&#x2122;s own lane, to improve this transporation method.

In the phasing of this node some implements can be done at the same time.

Before the waterbus can be used the water needs to be clean, so that will be the first thing to do. At the same time the central and bicycle lane can be made. All the other things have to wait until previous steps are almost done.

There are some different stakeholders involved at this node if we compare it with node 1. SABESP, a water treatment company, a waterbus company and the Environmental Agency Risk Assesment are some stakeholders wich are involved because of the water. The rest of the stakeholders can be found under the phasing.

Legend

Flows in node 2

Bus Pedestrian Bicycle Car Waterbus

Node current situation

Impression of future node

ZONING (MICRO SCALE) As earlier stated, TOD is about having high dense development in the surrounding area of a node. The reinforcement of the nodes provides conditions for a center to arise. We zoom out again to micro scale to define the density and the program.

The chosen area is situated between the train track and the main road. From the existing situation we found several facilities, but the program is mainly covered by housing. In our proposed program, the aim is to create a higher density and more diversity in activities for the new center. The area will be divided into zones, based on the TOD principle, there will be commercial functions and businesses around the nodes.

In between the nodes there will be residential areas combined with green along the water. Green is also placed in the area where the train and car road are situated very closely, which results in an area wherein it is unattractive to develop buildings.

The diversity of activities and functions also results in variations of scale, which is visible in the image below. The buildings in the area are no longer of monotonous scale and this affects the spatial quality and the streetscape for both residents and visitors.

Municipality, Metropolitan State, Neighbourhood,Buscompany (SPtrans, EMTU), Housing corporation Waterboard Tiete River, Waterbus Company, Sabesp, Evironmental Agency Risk Assesment

Developed area in meso scale

Waterbus system in public transport network

AIMED EFFECT (MACRO SCALE)

To conclude, we zoom out again to the meso scale. We see how the new center is embedded in a network of public systems and infrastructure. The fact that the center will take a linear shape, makes it convenient for surrounding neighbourhoods to benefit from this development.

Finally, we zoom out to the macro scale. The waterbus will be part of the main public system of Sao Paulo, providing a new transportation mode from and towards the main center along the Tiete River.

If we manage to develop the area as we proposed, we will be able to provide Sao

Paulo with a new center in the periphery, so people feel more inclined to stay in or to go to this area. If this also happens in other places of Sao Paulo with similar conditions, Sao Paulo will move from a monocentric, to a Polycentric city.

Polycentric Sao Paulo

RELEVANCE AND ETHICAL DIMENSION The relevance of this project on a bigger scale is that we would like to draw attention to the development of existing settlements. If this is our approach, we are able to look at the area in a modest way, instead of introducing an alien strategy that is completely detached from the context.

Our project needs to coincide with the peopleâ&#x20AC;&#x2122;s values, their norms, their way of treating their environment in the hope that once we provide an improved environment, they will treat it with more respect and get a feeling of ownership.

We are also convinced that this modest approach is practically valuable, because even if the nodes will not work as magnets that would facilitate an axis of development, it is still essential to improve the nodes in order to improve the overall accessiblity of the area.

In terms of the other measures, such as the vertical densification and the broadening of the streets, it might be possible that rows of houses will be removed in order for them to be repositioned in other building blocks.

This might carry ethical problems with it, because you are dealing with people and their property and drastically changing their environment. This means that the residents will have to be involved in the planning and designing of their new environment to prevent social outbreaks.

REFERENCES Calgary Transit. (2004). Transit Oriented Development Policy Guidelines. Retrieved June 17, 2014, from http://www.calgarytransit.com/pdf/ Approved%20TODPG%20041206.pdf the City of Edmonton. (2012). Transit Oriented Development Guidelines.

Retrieved June 17, 2014, from http://www.edmonton.ca/city_ government/documents/TOD_Guidelines__February_2012.pdf Yigitcanlar, T. (2010). Rethinking Sustainable Development: Urban Management, Engineering, and Design. Hershey: IGI Global.

COLOPHON SMART Infrastructure and Mobility.

Planning and Design of Water Resilient Cities in Developing Contexts: The case of the S達o Paulo Water Ring, Brazil.

Elective AR0027 Master 2 Q4-2013/2014 (6 ects)

Responsible Professor:

Students:

Prof.dr.ir. Arjan van Timmeren Chair of Environmental Technology & Design Department of Urbanism Faculty of Architecture and the Built Environment Delft University of Technology (TU Delft)

Mar Mu単oz Aparici Laura Katharina Straehle Elmar van Cleynenbreugel Jelle van Gogh Juliska Wijsman Lena Niel Nirul Ramkisor Barbara Bekhof Ilham Lakhal Maurice Gilians Pui-Yi Kong Bernardo Rossi Luca Vacchini Vincent Marchetto Agnes Galama Mick van der Velden Eelco de With Sebastiaan Huls Bram Klatser Felix van Zoest

Lecturers: Taneha K. Bacchin / t.bacchin@tudelft.nl Research Associate Environmental Technology and Design Denise Piccinini / d.piccinini@tudelft.nl Lecturer Landscape Architecture Roberto Rocco / r.c.rocco@tudelft.nl Assistant Professor Spatial Planning and Strategy Student Assistant: Carmem Aires / carmem.aires1@gmail.com Layout: Gustavo Wierman / gustavo.wierman@gmail.com Sponsors: DIMI - Delft Infrastructures & Mobility Initiative NHBOS Foundation FAUUSP - Faculty of Architecture and Urbanism University of S達o Paulo/Metr坦pole Fluvial Research Group