Brazil 2013 by Viviana Castro

Brazil 2013 University of Florida and Participating Universities Summer 2013 Urban and Regional Planning

Urban Planning & Design in Curitiba, Brazil University of Florida College of Design, Construction, and Planning Department of Urban and Regional Planning University of Florida International Center Joseli Macedo, Program Director 1. Studio Abroad 2. Urban Planning & Design 3. Brazil

Images courtesy of Project Team members Artwork and Illustrations by Viviana Castro ÂŠ 2013 University of Florida, Department of Urban and Regional Planning 2

Table of Contents 04 05 06 10 12

The Program

Participating Universities

55 56 62 68

Participants

Photo Essay

Curitiba

14 22 34

Florianopolis

Program Description Visit Around the Island Lectures Group Projects

Weekends in Brazil

Activities Case Studies Group Proposals 3

The Program This Study Abroad Program is a graduate-level, 6-credit program that allows students to explore urban issues in a developing country. The opportunity to compare initiatives, policies and programs in a different environment spurs creativity and encourages the development of new ideas that can potentially be applied in the United States. Some of the broader urban issues to be explored during the program include community development, urban design, sustainable development, land use planning, urban land policy, transportation planning, affordable housing, economic development, and environmental planning. The program is structured in such a way that students pursued individual academic and research interests. While students participated fully in scheduled activities, there was time to work independently on additional research. This year, the group spent most of their time in Curitiba, working on projects with students in Architecture and Urbanism. Students participating in the Brazil program worked in a studio environment, developing specific projects within the general planning topics listed above. The group also participated in the Quap谩SEL workshop in Florian贸polis. Through hands-on experience, students discovered how to assess urban space and how to understand the physical, environmental, social, economic and political structure of Brazilian cities.

Participating Universities Universidade Positivo Jussara Maria Silva Rivail Vanin de Andrade Students Ana Claudia Malgaresi Adamante Ana Sanches Andressa Gral Maria Claudia Pacheco Nayara Sevciuc Anne Caroline Cica Barcellos Campos Claudio Vieira Santos Elaine Dudeque Jessica Goncalves Veloso Mayara Goncalves

Universidade Federal de Santa Catarina

Alina Gonçalves Santiago Renato T. Saboya Marcelo Cabral Vaz Vanessa Casarin Students Cláudia Maté Talita Micheleti Honorato da Silva, Raquel Weiss Amanda Carvalho D’Ignazio and Francis G. de Oliveira

Participants

Dr. Joseli Macedo Program Director University of Florida Department of Urban and Regional Planning

Sarah Benton Teachiing Assistant Graduate Student University of Florida Department of Urban and Regional Planning

Name: Kevin Bennett Status: PhD Student University: University of Florida Program: Urban and Regional Planning / Building Construction

Name: Fu Na Status: Graduate Student University: University of Texas Program: Community and Regional Planning

Name: Viviana Castro Status: Combined Degree University: University of Florida Program: Landscape Architecture

Name: Mary Martha Status: Graduate Student University: Rutgers Program: Urban and Regional Planning

Name: Chen Changjie Status: Graduate Student University: University of Florida Program: Urban and Regional Planning

Name: Heather Haney Status: Combined Degree University: University of Florida Program: Sustainability and the Built Environment

Name: Alexander McClean Status: Graduate Student University: Rutgers Program: City and Regional Planning

Name: Sarah Shannon Status: Graduate Student University: Columbia University Program: Urban Planning

Name: Emma Reed Status: Graduate Student University: San Jose State University Program: Urban and Regional Planning

Name: Alma Tello Status: Graduate Student University: University of Ilinois Program: Urban Planning and Public Policy

Name: Racheal Powlas Status: Undergraduate Student University: University of Florida Program: Civil Engineering

Name: Zhang Jingru Status: Graduate Student University: University of Florida Program: Urban and Regional Planning

Street and Wall

Public Space

Facial Sculptures

Patterns and Details Housing

Urban Art

Pavement Types

Green Spaces and Public Activity

Photo Essay P

ictures reveal an experience from another perspective. These are some of the photo collections shared by the group, each collection having a theme. Sidewalk Design

Historical Architecture

Walkability Challenges

Curitiba C

uritiba is the capital and largest city of the Brazilian state of Paraná. The city’s population numbers approximately 1,760,500 people as of 2010, making it the eighth most populous city in the country, and the largest in Brazil’s South Region. Its metropolitan area, called Curitiba Metropolitan Area comprises 26 municipalities with a total population of over 3.2 million , making it the seventh most populous city in the country. Curitiba is a cultural, political, and economic center in the country and in Latin America. The city sits on a plateau at 3,058 feet above sea level. It is located 165 mile west of the sea port of Paranaguá and is served by the Afonso Pena International and Bacacheri airports. Curitiba’s current economy is based on industry and services and is the fourth largest economy in Brazil. In 2010, it was awarded the Globe Sustainable City Award, given to cities and municipalities which excel in sustainable urban development around the world. According to the US magazine Reader’s Digest, Curitiba is the best “Brazilian Big City” in which to live. It is still considered the most “organized, clean and safe” Brazilian metropolis. 13

â&#x20AC;&#x153; My odyssey to Brazil first began with the decision to go.â&#x20AC;? (Kevin Bennett)

City Tour “ When I saw the view of Curitiba from the Oi Tower the linear design of the city became significantly clear. The once radial constructed city became restructured into a linear model of urban expansion with the Master Plan of 1966. Planners realized that the transportation land use and road systems could be used as integrative tools in developing with these guidelines. Soon after Curitiba was restructured the main mass transit line began to operate along those avenues, and I had the chance to experience and witness the result of all those years of planning. Also from above I could see the vast amounts of green space, and from above it is easier to see the different areas of zoning. I noticed the lapse in density along the linear design between Central Civico area and the Ecoville gated community areas. From above it became more evident how isolated these communities really were from the rest of the city.” - Heather Haney

“The city tour gave me an opportunity to see the beauty of Curitiba; it was more European in style and serene compared to bustling Rio.” - Alma Tello 15

Walkingg as Transportation p “In the spirit of exploring the notion of walkability I found myself compelled to pose the query of “where the legal burden lies” and obtain some clarity as to how things get fixed. Coming from the U.S. where citizens look to the government to address infrastructure issues, I was surprised to find that the responsibility of maintaining sidewalks was the responsibility of property owners. This obviously presents issues with the inconsistency, since the financial resource and the will to address pedestrian walking space are not equal among all property owners.” - Alexander McClean

“The pedestrian only streets in the historic area of Curitiba are very well done and a clever effort at revitalizing a once dilapidated and (still) crime ridden area. They are very conducive to a safe and interesting walking environment, and it is apparent that the city has invested a lot to make these areas very inviting, The surrounding built environment is (mostly) reduced to human scale with a mix of architectural and building typologies.... A significant element missing from the pedestrian street in these areas is either the mixed-use building typology or mixed-use land use zoning. Planning here is primarily focused on the physical realm as most planners are architects. This is evident in the pedestrian street as a revitalization measure in downtown Curitiba.” - Mary Martha Gaiennie 16

â&#x20AC;&#x153;I think the outdoor gyms are a great way for the general public to stay healthy and fit. It should be a right to stay healthy not a privilege. Curitiba successfully provides areas filled with activities, natural environments, and healthy living spaces.â&#x20AC;? - Heather Haney

Rua Das Flores - Viviana Castro

Usingg Public Bikes “Our biking tour started from Central Civico—the city hall of Curitiba and finished at Botanical Garden as shown in the above map. Each of the starting point and the destination has a bikeshare station, which are the two of three in the whole city. The bike path we chose can be classified into three parts. The first part is the most beautiful and comfortable one along a river. The second part is besides the railroads which is also fine. However, the last part is along a main road which is unsafe, noisy and full of air dusts and vehicle exhaust. Except the last part, generally, the bike path is comfortable and ridable, especially the scenes along the path are fascinating and enjoyable.” - Changjie Chen

“The purpose of a bicycle path’s construction and planning determines how it will be used. It seems that the reason for the bicycle path’s creation is not the only problem though. If children grew up with adequate and efficient bicycle pathways that were safe, then bicycle riding and safety could be taught in schools. Therefore Curitiba could generate a culture of bicycles as a mode of transportation in addition to the BRT.” - Heather Haney

â&#x20AC;&#x153;The biking path gave me the impression that it is treated as a secondary element, and its path is used primarily for recreational use. Why? It alternates between parks, the train track, and the river, but it is to the back of houses, apartments, and commercial areas! Another thing Iâ&#x20AC;&#x2122;m learning in Curitiba with large, beautiful, surrounding trees: they give a great form and a great quality to the landscape, even when it is urban, but they can become harmful if they are not properly planned out. Bike paths need to be smooth to be safe, so they should not be in areas that will continuously have obstacles, like tree roots coming out. In the case of the bike path, this is not the only problem. In Curitiba, as in Bogota, most drivers do not respect pedestrians or cyclists crossing the street, making it even more difficult when we are trying to promote alternative modes of transportation from driving. How can we make it so that the car driver feels like they are within a pedestrian or bicycle area, where THEY as drivers are not the main users but thankful that they also have a lane to move from one place to another? How can we make them WANT to join the bike lane when they have the chance?â&#x20AC;? Viviana Castro 19

Ridingg on Curitiba’s RIT “The adjectives I came up with to describe my experience riding the bus were: Safe/Secure, Clean, Aggressive driving, Quiet, Breezy, Streamlined, Friendly, Organized, Polite, Customary.” - Emma Reed

“The tube stations provide commuters a safe waiting environment, at least visually, or perceptually. All the bus I took have concerns about handicapped people (the yellow seats distinguished from the grey ones) armchairs , hand banister and guest rope can be found everywhere, telling the mature about the basic service of the bus system. Card-punching system ensure the bus revenue by blocking the uncharged people from approaching the exit door, indicating that there are still doubts about credibility in Curitiba.” - Jingru Zhang

“It’s admiring to see how the primary lanes of this bus system influenced the development of the city, something that is yet to be seen even in the cities that even have the money to do it. However, the complete system to me has areas that were carefully planned out, with tube terminals that can take you to other directions without getting off the station, but other areas that have not made it user friendly. And yet, people in the city have conformed to this. If they are in an area they do not frequently visit, they might have to walk to another station, and they might be walking in a dangerous place. If the system needs to stay the way it is, then why not create a more user friendly, readable map that also shows suggested walking paths to other stations? “ - Heather Haney

“Approximately 150,000 automobile - related accidents occur in this city every year (that’s 10 percent of the population!) and some of the employees of this system are not all that safe on the job either (one worker collecting money in a tube station had been robbed and killed just a couple weekends prior).” - Emma Reed

“It seemed like one of the biggest hurdles for Curitiba if they are going to succeed in combating the rate car ownership. In addition to access to bus passes we found the registration processes to be unnecessarily long and inefficient. Waiting for the bus at the terminals took a little over 10 minutes and the tubes did not provide seating. Once on the road I found the commute to rather pleasant and quick. My greatest concern with the Curitiba’s BRT system is that more could be done to ensure the safety of commuters since some of the tubs make catching the bus difficult if not dangerous. The fact that the majority of commuters use the BRT is an indication that the city not only has a valuable asset, but a strong foundation to build upon. More must be done in the way of access, wait time information, comfort, and safety in order to ensure the systems future success.” - Alexander McClean

Case Studies - Modes of Transportation The Aarhus Cycling Action Plan, Denmark Alexander McClean

Background Information • 315,000 central city area • 1.2 million in the greater Aarhus area • of the population commutes to work by bike • 20% of all trips are by bike • Nationwide, 90% of the bicycle trips are less than 5 km.

• Cycle Action Plan Objective 2 Linking individual urban neighborhoods

Objective 1 Connecting larger residential areas outside the city center to “key destinations” such as sports facilities, business parks, schools and cultural institutions, and traffic terminals. 22

Objective 3 Creating paths to countryside and recreational areas

• High-grade routes within Ringgenden. • Main routes connecting surrounding towns and villages to the city center. • “Cycle Streets” along Mejligade and Frederiksgade. • A new comprehensive plan for the city that includes high-grad parking facilities. New amenities to improve service to cyclist High-grade path and route signage Cycle barometers • Electronic information displays • Improvements in safety and passability via upgrades at crosswalks and path resurfacing.

Curbing the Effects of Climate Change - Challenges Facing Denmark • Anticipated increase in the local sea level of .45 to 1.05 meters by 2100. • With a confidence interval of 68%, there is forecasted increased in precipitation of 8% in the summer and 14% in the winter month producing an annual average increase of 10% from 2021-2050(Danish Meteorological Institute). • QUESTION: How can the country continue to preserve and promote cycling as a viable mode of transport under these conditions?

Takeaways • Establishing pathways from each urban neighborhood and surrounding residential areas to “key locations” (i.e. work, school, recreational zones) • Segregated cycle paths • Seamless routes • Monitoring cycling traffic (performance, safety, efficacy) • Heavy campaigning of routes (think metro subway maps!) • Making maintenance a top priority in the face of changing climate conditions. 23 2 3

Hangzhou Bike Sharing Program -Jingru Zhang Background Information The city of Hangzhou is located on the east coast of China and is the capital of the Zhejiang Province. With a total area of 16,596 km2 , the city houses a population of 6.78 million, with 4.24 million in the urban area . Despite the facts that Hangzhou is the political, cultural and even a new economical center of Zhejiang Province, tourism, as a traditional industry , still takes the priory occupancy in the city’s industry composition. In other words, Hangzhou was “born to be “ took a look on biking or walking movement.

Analysis Rental Policy • 90 minutes free-use on condition of paid bus fee. • 6 types cards -Adults, students, seniors, multi-purpose , transit card • Special seats are designed for kids picked up by parents • Municipally owned and operated system • Smart-card technology integrated with bus system • Automated check in and check out 24

Constraints • Lacks real-time information • No English Translation • Hassle of the smart card application process • Quality and maintenance of bike is under suspect . • Some of the stations are equipped with personnel and people cannot return their bike without the presence of personnel • Automatic returning system cannot check the quality of bike when they are returned.

Hangzhou & Curitiba • Both of the 2 cities have large population and relatively low life pace and have to deal with multi-model transportation. • Hangzhou has more space for bike stations and wide exclusive bike lane. • Neighborhood infrastructure are well-developed so people can get daily necessity within short range of distance. • It is hard to implement biking system covering the whole city of Curitiba, but part of the city can take a use of the case studies.

New Brunswick Bike Exchange - Mary Martha Gaiennie Goals and Initiatives Low-Cost Alternative (Supply) Healthy Initiative Create Bike Culture • Spot-light on Low-Income Population Students • Incorporates Community Volunteers Bike Drives Sponsors Community and Political Support

Reference Cases Trenton and Newark Bike Exchanges • Since 2009 (combined): 7,000 Bikes Sold $280,000 raised for Trenton and Newark Boys and Girls Clubs • Newark’s First Bike Lane Laid in front of Newark Bike Exchange (2011) -6 more coming 26

Deficiencies Volunteers Sponsors Inventory Start up costs Political support and Resources Demand Bike Infrastructure

Feasibility of Curitiba Bike Exchange Program Universities and student population, low-income population, current demand, class discussions, record of trying new and alternative ideas, need, bike Infrastructure, existing low-cost options for bikes

Bike Lane Conversion Case StudySan Jose, CA Emma Reed Background Information • San Jose is a spread out, “suburban” city • About one percent of residents ride their bike to work • 7.6 miles of buffered bike lanes • Began in 2008; curbing added in 2012 • Three methods to protect bikers from automobile traffic: • Parked cars • Rubber curbing • Space • Functional yet attractive barriers • Large amount of bike traffic on 4th Street

4th Street Prior to Conversion Project

Analysis • Safety for bikers • Perception of safety is an important factor • Increased ridership • Fairly simple conversion • Potential for success in other/international cities

4th Street After Conversion Project

Buffered Bike Lane in San Francisco

A Bike Network for Hongkong - Na Fu Background Information Social Support for cycling movement Value for tourism development

Analysis Harbourfront Connectivity • Path: Kennedy Town to Heng Fa Chuen • Connectivity with existing and future transport nodes, amenities and developments • Amendments to existing harbourfront amenities that will need to be overcome • Consideration of some cycleway amenities along the route • Design guidelines of the cycleway • Design features Value of Connectivity • Value increase within 5 minute walk • Access for al fresco dining and selfmotivated activity 28

Integrated Facilities • Government land for multimodal connectivity, especially at MTR stations and ferry terminals • Dedicated facilities improves education, reduces informality • With education, bikes can “ride”ferries, MTR, buses • Green building credentials for private provision Bicycle Parking Requirements • Visibility • Accessibility • Security • Lighting • Weather protection • Avoid conflict with pedestrians • Avoid conflict with automobiles

Right-of-Way Discussion, Ann Arbor, Michigan Changjie Chen Background Information In 2007 the Ann Arbor City Council adopted a comprehensive Non-motorized Transportation Plan, which supports the assumption that strong pedestrian and bicycle facilities create a community that is physically active, accessible, and exceedingly livable. Current non-motorized transportation system • 475 miles of sidewalk • 36.2 miles of on-road bike lanes • 55 miles of shared-use paths Added new non-motorized plan • 38 miles of on-road bike lanes • 25 miles of sidewalks • 129 mid-block crossings

Scenario B Striped bicycle lanes or designated paved shoulders are provided on all collectors and minor arterials. Principal Arterials may have bike lanes or widened curb lanes, as determined most prudent for specific situations. The width of the bicycle lanes or shoulders should increase in areas with poor sight lines and/or higher vehicular speeds and volumes.

Scenario C Off-road shared-use paths are provided on Principal and Minor Arterials. Bicycle lanes or designated paved shoulders are provided on Collectors. Some collectors may also have shared-use paths. Driveways crossing shared use paths are modified to improve bicyclist and pedestrian safety.

Analysis

Conclusion

Scenario A There are no specifically designated bicycle facilities within the roadway. Bicycles are accommodated through increased right-hand lane width (14’ to 15’) and reduced traffic speeds. Education and enforcement programs along with signage and potential pavement markings, such as the Shareduse Arrow, are utilized to alert motorists to the bicyclist’s presence in the roadway. 30

Based on these observations Scenario B – Sidewalk and Bike Lane is the preferred alternative for all road classifications under most circumstances. Scenario A – Sidewalks and Shared Roadway may be appropriate for lower volume (<3,500 ADT) and lower speed (<= 30 MPH) Collectors. Scenario C – Shared-use Path may be appropriate for Parkway situations where intersecting roadways and driveways are widely spaced (typically father apart than 1/2 mile).

Scenario A

Scenario B

Scenario C

Bicycle Networks in Bogotá, Colombia - Viviana Castro

The Ciclovia The ciclovia is an event that occurs every Sunday and holiday , where some of the primary streets are closed exclusively for biking. The network consists of some areas that separate one or two lanes for cycling, while other roads are fully closed to automobiles and become multilane bicycle paths. History: • Began in 1974 with the initiation of Ciclopaseos turisticos- visiting the city by bike • Decree in 1976 expressed that traffic ways are to become bikeways as well • Became a system in 1995 when it began to be managed by the recreation and sports institute (IDRD) • The ciclovia now stretches to 121 km, along the major vehicular routes of the city. 32

The Cicloruta The cicloruta is an extensive path network that covers 344 km along the city. The 1995-1997 plan had actually intended that paths to be for recreational purposes, but the plan of 1998-2001 integrated the cicloruta project to the mobility chapter of the city. Between 2005 and 2011, bike use along the cicloruta increased from 285,000 to 450,000 The cicloruta is composed of primary networks that connect primary

destinations such as parks, and schools, secondary networks that connect housing to the primary networks, and complementary networks that help make the system continuous. Some routes are exclusive for bikes along medians and others run parallel to the pedestrian sidewalks. Problems: • maintenance • cracks • street furniture • obstacles • secondary paths are obstructed many times by pedestrians

Reflection: Bike paths and other modes of transportation need to be accompanied by cultural education that shows respect to the different uses: pedestrians and bicyclists respect each other’s lanes.

Increasing Urban Mobility in Curitiba Group 1 Proposal Kevin Bennett, Mary Martha Gaiennie, Anne Caroline Souza, Maria Claudia Pacheco Ideal Mobility: Human Movement vs. Transportation Movement Variety of Connected Transportation Modes : Trip, Distance, Time, Weather, Cost Ultimate Goals: Safety, Sustainability, Comfort, Ease, Efficiency

Analysis Annual Mobility Costs Walking costs = R$0.00 Bike costs = R$200.00 Initial cost = (R$400 / 4 years) = R$100.00 + Maintenance cost = R$100 Bus costs = R$1,425.00 (500 Trips x R$2.85 per trip) Value of Time in Transit Value of Time in Transit = Number of hours in transit x hourly wage rate

Assumption: The value of a person’s time in transit is a function of their earning potential. Therefore, a higher wage earner may be – on average – more inclined to more vexpedient means of mobility.

Wage Rates in Brazil 1 minimum wage unit = R$674.96 per month Or R$3.92 per hour Or R$8,099.52 per year 5 minimum wage unit = R$3,374.80 per month Or R$19.6 per hour Or R$40,497.6 per year 10 minimum wage unit = R$6,749.60 per month Or R$39.20 per hour Or R$80,995.20 per year Annual Time in Transit Walking (9.2 km) = 250 RT’s x 6 hrs/day = 1,500 hours per year Biking (14.4 km) = 250 RT’s x 3.3 hrs/day = 825 hours per year Bussing = 250 RT’s x 1:30 hrs/day = 375 hours per year

Crime and Public Transportation It is not unusual for bus employees to report robberies. A 2012 research revealed that from 21,000 roundtrips a day, eight robberies were reported on a daily basis. In May 2013, bus employees were stopped every hour for security checks

Policy Solution 1: Bike Education & Enforcement • Develop awareness and provide Information • Change behavior and/or provide a new skill • Bike usage education programs directed at 4 groups • Children/adults/motorists/law enforcement officials

Policy Solution 2: Public Transit &Technology • Technology • Mode shift in public transportation • Improved website : loading money card online

INCREASING URBAN MOBILITY IN CURITIBA AUMENTANDO A MOBILIDADE URBANA EM CURITIBA

User Profile of the Public Transpotation Perfil do Usuário do Tranporte Publico Majority of the user of public transportation dont have any other modal of mobility. Most of they have a income of less than 1.000 reias. And use the public transportation betwen 3 and 5 times during the week.

-Mixed-use neighborhoods - Decrease distance between sidewalks/ crosswalk -Rev up safety -Increasing time to cross streets -Width ,Texture, Curb cuts

A maioria dos usuários do transporte público não tem nenhum outro tipo de modal. A maior parte deles tem renda inferior à 1000 reais. E usa o transporte público de 3 a 5 vezes por semana.

Fotos/photos Caminho a pé/ walk path Caminho de Bicicleta/ bike routh Caminho de Ônibus/ bus routh

 Ultimate Goals:  Objetivos Finais:  Safety Segurança  Sustainability Sustentabilidade  Comfort Conforto  Ease Facilidade  Efficiency Eficiência



Variety of Connected Transportation Modes  Variáveis de Conectividade dos Modais e Transporte  Trip Viagem  Distance Distancia  Time Tempo  Weather Clima  Cost Custo

- Integrate bike and bus -Integrar bicicleta e ônibus - Bike only lanes - Bicicleta em uma pista. - Better maintenance - Melhorar manutenção - Bike education - Educação dos Ciclistas. o For people who ride and people who drive o Para pessoas ciclista e motoristas - Direct routes, well-connected, flat -Linhas diretas, bem conectadas, planas. - More infrastrucuture – bike racks - Mais infra estrutura - Bicicletário - Design elements and placement of bike lane - Desenho dos elementos e disposição da ciclovia - Incentive and award programs - Programas de Incentivos

ŸIntegration/integração

ŸAcessibility/Acessibilidade

ŸConection/ Conexão

ŸSafety

POLICY SOLUTION SOLUÇÕES POLITICAS Bike Education and Enforcement Educação de Bicicleta e Execução

Public transit and Personal Safety Transito Público e Segurança Pessoal

Public transit and Technology Transito Público e Tecnológia Alma Tello. Anne . Maria Claudia. Mary Martha. Kevin Bennetty

Increasing Urban Mobility in Curitiba Group 2 Proposal Viviana Castro, Na Fu, Rachael Powlas, Mayara GonĂ§alves, Nayara Sevciuc, Jessica Veloso Main Problems The two main options for mobility in Curitiba are the bus and the car. The current infrastructure is not conducive for bicycles to be a viable option for travel.

Current RIT Path Structure

New Bicycle Path Structure

Byciclist riding on the exclusive bus lane

Desired City Transportation Structure

Design Proposal Create a bicycle network inspired by Curitibaâ&#x20AC;&#x2122;s bus network. 38

Downtown Map

Intersection

Neighborhood and Shared Path

15 minute bike-ride radius from Bus Terminal

Exclusive Lane

Strategies Education Bicycle safety classes offered for free by the city Bicycle safety classes in schools Motorist education for sharing the road and respecting the cyclist

Public Events Create organized city-wide bicycle rides to get people out on their bikes. Weekend/Weekday car lane closures using temporary barriers on proposed network

Details Bicycle Network Paved bicycle/pedestrian path network within 2 mile radius of bus terminals On roads parallel to redline, the right lane will be re-designated for strictly 2-way bicycle traffic. 40

Bicycle Parking • • • •

Terminals Tubes Parks and Plazas On-Street

• • • • •

Frequently visited places Malls Restaurants Grocery Stores Public Buildings

RIT 2.0 -- An updated version of Rede Integrada de Transporte Group 3 Heather Haney, Changjie Chen, Jingru Zhang, Andressa Gral, Ana Sanches, Ana Claudia Admante

Problems Walk Narrow sidewalk/Lack of sidewalk Obstructions in the middle of the sidewalk due to urban furniture Traffic lights inconsistency Uneven sidewalk material Unsafe walking environment at night Bus Lack of signs and route information in the stations Security for ticket sellers in the tubes Crosswalks are distanced from tubes located in the median; creating an unsafe pedestrian environment Crowded and uncomfortable during peak hours Bike

No bicycle culture No connectivity and no maintenance on the existing bicycle path A sense of insecurity along busy roads Limited bicycle racks

Solutions A holistic approach that prioritizes the pedestrian over the automobile Walk Crosswalks with speed humps in front of tubes that are located in the median Concrete material that assists in drainage All sidewalks at least 3m in width with vegetation barrier between the sidewalk and road Provide enough space around urban furniture Increase lighting in commercial nightlife spaces and residential areas

Bus Connecting the bus with the Bike-share station In each tube, providing a big and lucid map of routes that passes this tube Offering posters or brochures in the tubes and bus stations (with English version) Providing alternatives of transportation to solve the congestion problem during peak hours

Bike Incentives with improved transportation infrastructure Combining the URBS card to take a bicycle from the Bike-share program Improved bicycle paths used for transportation along with a barrier from automobile traffic and designated separately from pedestrians Inputting bike racks in parks, squares, malls and restaurants Creating a bicycle economy in Curitiba to assist bicycle delivery jobs, bicycle taxis, and bicycle repair shops

Integration Weighting Elements School Park Market Transport terminal Shopping Library Sports and Leisure Bus Lane Density

Advancing Urban Mobility through Bike Lane Infrastructure Group 4 Alexander McClean, Sarah Shannon, Emma Reed, Mariana Lopes Balliana, Cecilia Barcelos Campos, Elaine Dudeque, Wilsovn Schettini Neto

Analysis Global Urban Mobility Problems Increasing trends of urbanization Rising population growth in and around cities

Impression of RIT Curitiba 6 main arterial roads Extensive network Currently serves 1.9 million people Cultural trends favoring the car Bus in not enough to mitigate this trend

Increasing popularity in personal cars Impression of Biking in Curitiba Problems in Curitiba specifically

118 km of bike paths

Disenchanted view of mass transit by the youth

Not easily accessible

Connectivity issues

Disparately established

Congestion

Difficult to navigate

Low cost of fuel

Safety issues Lack of connectivity Ineffectual

Aesthetically inconsistent

Model Split - Opportunity to shift transportation trends towards biking

Proposal • Converting the parking lanes on the main arterials in central city and installing new bike share stations • Launching trip planning for bus and bike routes via website and mobile • Connecting the new bike lanes to the existing lanes and parks • Expanding the bike lane infrastructure to outlying areas.

Goals • Improve access • Utilize and expands existing road and bike infrastructure • Provide a more affordable alternative than bus system while supporting intermodal mobility with the BRT • Advance the safety and culture of cycling in the city

Urban Mobility / Mobilidade Urbana Bike Share on the Main Arterials When looking at the issue of urban mobility it’s important that we remain cognisant of the challenges facing cities across globe. For starters, it’s important to note that 50% of the world’s population became urbanized by 2008. That figure will climb to 70% by 2050. In that year, it is anticipated that the average traffic jam waiting time for an urban dweller will be 106 hours per year (ADL, 2011). Looking at the environmental implications of these trends we see that although cities account for 2 percent of the earth’s surface, they are also responsible for 70 percent of the planets greenhouse gas emissions. All of these issues demand that planners make urban mobility a top priority for the sake of: (1) Global competitiveness in advancing economic and social prosperity (i.e. improving quality-of-life for city residents) (2) Sustainability - both financially and environmentally In 2011 a Belgian based international management consulting firm, Arthur D. Little, did a survey to examine the quality of urban mobility of 66 cities around the world. The survey looked at 11 different criteria that ranged from a city’s public transport share of overall modal mix, to the number of cars per capita, as well as transport related CO2 emissions and average travel speeds. The cities that were found to represent exemplary models of urban mobility included Hong Kong, Amsterdam, London, Stockholm, Gutenburge, and Singapore. Although these cities are much larger than Curitiba they provide valuable precedents for managing the movement of people as the population continues to grow.

Proposal: Converting Parking Lanes to Bike Lanes in Main Arterial Bus Routes Phase 1: Add with the parking lanes on the main arterials in central city and installing new bike share stations. · Increasing bike infrastructure will increase safety · Removing parking options will discourage people from driving into main corridors, decreasing congestion and increasing urban mobility · Lowers CO2 emissions Phase 2: Launching Trip Planning Features via Website and Mobile for Buses and Bikes · Increases efficiency and encourages people to use alternative routes by making it easy Phase 3: Connecting New BIke Lanes to Existing Lanes and Parks · Builds an extensive network for people to use for both commuting and leisure purposes Phase 4: Expanding the Bike Lane Infrastructure to Outlying Neighborhoods · Connects the metropolitan region via bike

Universidade Positivo - University of Florida

Bicicleta Compartilhada nas principais vias arteriais Ao olhar para a questão da mobilidade urbana é importante que nós permanecemos cientes dos desafios que enfrentam nas cidades em todo mundo. Para começar, é importante notar que 50% da população do mundo se tornou urbanizada até 2008. Esse número vai subir para 70% até 2050. Naquele ano, prevêu-se que o congestionamento de tráfego médio e o tempo de espera para um morador urbano seria de 106 horas por ano (ADL, 2011). Olhando para as implicações ambientais dessas tendências, vemos que, embora as cidades são responsáveis por 2% da superfície da Terra, eles também são responsáveis por 70% das emissões de gases de efeito estufa do planeta. Todas essas questões exigem que os planejadores tornar a mobilidade urbana uma prioridade por causa de: (1) Competitividade global na promoção da prosperidade econômica e social (ou seja, a melhoria da qualidade de vida para os moradores da cidade) (2) Sustentabilidade - tanto financeiramente e ambiental. Em 2011 a empresa de consultoria internacional baseada na gestão, Arthur D. Little, fez uma pesquisa para examinar a qualidade da mobilidade urbana de 66 cidades ao redor do mundo. O estudo olhou para 11 critérios diferentes, que variaram de compartilhamento do transporte público de uma cidade de mistura modal em geral, o número de carros per capital, bem como as emissões de Co2 relacionadas com os transportes e as velocidades médias de viagem. As cidades que foram encontrados para representar os modelos exemplares de mobilidade urbana incluiu Hong Kong, Amsterdam, Londres, Estocolmo, Gutenburge e Cingapura. Embora essas cidades são muito maiores do que Curitiba, elas fornecem para Curitiba precedentes valiosos para gerenciar o movimento de pessoas como a população continua em crescimento.

Proposta: Ciclovias em principais rotas de vias Arteriais Fase 1: Adicionando junto as faixas de estacionamento nas principais vias arteriais na cidade central e instalação de novas estações de bicicletas. · Aumento da infra-estrutura de bicicleta vai aumentar a segurança · Opções de remoção de estacionamento para a instalação de bicicletarias irá desencorajar as pessoas de condução em corredores principais, diminuindo os congestionamentos e aumentar a mobilidade urbana · Reduz as emissões de CO2 Fase 2: Lançamento de recursos de planejamento através do site e móvel para ônibus e bicicletas · Aumenta a eficiência e incentiva as pessoas a usar rotas alternativas, tornando mais fácil o deslocamento. Fase 3: Conectando Novas pistas de ciclovias com as pistas dos parques existentes · Constróir uma extensa rede para as pessoas usarem tanto para fins de lazer e locomoção diária. Fase 4: Expansão da Pista da bicicleta Infra-estrutura para bairros periféricos · Ligações na região metropolitana via moto

Sarah Shannon, Mariana Balliana, Alexander McClean, Elaine Dudeque, Emma Reed and Wilson.

“In the United States I grew up conditioned to the suburban way of life. Curitiba has broadened my horizons and exposed me to different economic and cultural conditions. During this process of physical, visual, and mental learning I discovered the concept of connectivity in relation to urban mobility. I learned from the visuals of Curitiba’s unique planning designs, methods, and landscapes. Then we took that visual learning further, as classmates, we continuously discussed ideas and thoughts surrounding our areas of interest in urban planning. Overall the time we spent in Curitiba was life changing. . I am only at the very beginning of my urban planning education and already I feel like I have learned lessons that will continue with me throughout the years of my career. The diversity of our group and the students we came into contact with really added to the whole experience.” - Heather Haney

The Curitiba experience has been a rich one. The greatest lesson I learned from class, the project, diverse urban fabric and street typologies in Curitiba was that the way one moves around a space defines the space. The concept of urban mobility was new for me, and even though the inclass exercise was a short one, illustrating “dream mobility” via qualitative descriptors made a lasting impression – the difference in human logistics versus mobility, how a person moves through the space, what happens between the end points. Considering mobility, time and efficiency are not the only qualities that define the transportation experience, but also comfort, accessibility, affordability, sustainability. - Mary Martha Gaiennie

“Curitiba is an extraordinarily attractive city that is worth to come. Besides the well-known BRT system, during this three-week adventure, I saw an aggressive and burgeoning city with a bold and vigorous planning institution behind it. That is a commendable point that every planner would appreciate. Classic and modern; magnificence and subtlety, you could find all these elements in this adorable city.” - Changjie Chen

Praรงa Santos Andrade, Curitiba - Viviana Castro 51

Florian贸polis F

lorian贸polis is the capital city and second largest city of Santa Catarina state in the Southern region of Brazil. It is composed of one main island, the Island of Santa Catarina (Ilha de Santa Catarina), a continental part and the surrounding small islands. It has a population of 427,298, according to a 2009 Brazilian Institute of Geography and Statistics estimate, the second most populous city in the state (after Joinville), and the 47th in Brazil. The metropolitan area has an estimated population of 1,096,476, the 21st largest in the country. The city is known for having a very high quality of life, being the Brazilian capital city with the highest Human Development Index score (0.905). 53

he economy of Florianópolis is heavily based on tourism and services. The island has 42 beaches and it is a popular place for surfing. Newsweek included Florianópolis in its “Ten most dynamic cities of the world” list. Veja magazine, a Brazilian magazine, named the city as “the best place to live in Brazil.” As a result, Florianópolis is becoming a second home destination for many Paulistas (people from São Paulo), Argentinians, North Americans and Europeans. Most of the population lives at the island’s northern portion. The sourthern portion is less populated. Many traditional fishermen live on the island. The fishing boats, the lace makers, the folklore, the cuisine and the colonial architecture are the main tourist attractions and compensate economically for the lack of large manufactures. Villages immersed in tradition and history, such as Santo Antônio de Lisboa and Ribeirão da Ilha, resist against the advances of modern life. The Hercílio Luz International Airport serves the city. Florianópolis is home to the Universidade Federal de Santa Catarina (Federal University of Santa Catarina), one of Brazil’s largest universities.

Themes for the workshop: 1. Production and appropriation of urban form and open space systems.

niversidade Federal de Santa Catarina (Federal University of Santa Catarina) is the institution that cooperated and contributed to the program in Florian贸polis. This is the fourth time of the Quapa SEL workshop. The QUAPA-SEL is a network of nationwide survey, developed by the Laboratory of Landscape - FAUUSP, and whose focus is urban landscape. The workshop is an opportunity to deepen discussions on urban form and spaces of contemporary cities. The workshop aims to address and investigate the System of Open Spaces (SOP) of the city of Florian贸polis -- Santa Catarina, analyzing the characteristics and conflicts, concepts, methodologies and proposals within the scope of landscape architecture.

2. Types of tissues and systems of urban open spaces; description of urban form and its qualities. 3. Regenerating public spaces.

Visit Around the Island

â&#x20AC;&#x153;

he next day we were treated to the city tour of Floripa and I fell in love with every space in the island! There was beauty everywhere; mountains on one side, the lagoon on the other, sand dunes and the ocean. It was a nonstop feast for the eyes! I still cannot get over how exquisite Florianopolis truly is. I only wish we had more time to go to the beach and enjoy the tranquility of the beaches, the sun and the sound of the ocean.

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- Alma Tello

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hroughout our island tour it was fascinating to note the different types of architecture, housing types, and development patterns throughout the island. The extremely rural southern part of the island seemed almost as if it was a different place altogether from the vastly developed northern end and it was very interesting to see what where new developments are springing up on the island as well as to what types of people these are catering.

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- Emma Reed 57

“

From the fishing villages of the south to the ritzy Jurure International of the north, Florianopolis is diverse in culture and unique urban fabrics. Its growing reputation for the well-to-do as a Latin America’s hottest new destination seems to completely overshadow the other assets of the island. Rafael’s lecture forecasting destructive development patterns that parallel the above perception of Florianopolis paint a bleak picture for the communities on Santa Catarina Island. Comparing the photos of Florianopolis of 100 years ago to the bustling development of today, I wonder how the pace of development can continue as it has. We learned in class that Santa Catarina Island can occupy a maximum of 1.3 million people. Although the current population is approximately 420,000, it is at capacity or approaching capacity in most of its communities.

ow much will the existing character of the island change to accommodate the expanding population? How will those involved in the planning of Florianopolis be able to preserve the character of Florianopolis’s diverse communities while accommodating the expected growth? The change is not only in population growth but also a change in the

population profile. We learned that as Florianopolis’s reputation for high quality living spreads and population continues to grow, higher income populations are replacing the lower income populations. The fishermen are selling out and moving to the mainland. As a result, it seems community ties are breaking and the culture is leaving the island with that group.

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- Mary Martha Gaiennie

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ice pedestrian malls, plaza and traditional-looked market kept indicating that the city wants to impress us for the prosperity of tourism and the atmosphere of recreational and leisure activities. However, this condition is not the results from current legislation. As only the pedestrian mall area follow the zoning regulation, inhabitants are still building settlements in the light of their own decisions. Human activities are limited by resources deficiency and 42 percent of the lands under ecosystem preservation. The delay of the downtown plan and overall insular master plan also hindered the further development of Floripa.

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- Jingru Zhang

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...But planning should take into account the interaction people will have not only with buildings but with the landscape that used to be there. I saw a better example of the integration of the natural landscape in Curitiba, even in its dense urban areas. Floripa has a great natural landscape, but in planning they should consider how the natural patches are to be connected through green corridors. This affects the natural ecosystem and well as influence human actions when they defend the natural territories. In its rapid development, Florianopolis should consider this aspect of green connections before it is too late.

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- Viviana Castro

Through

this experience in Brazil I have met students with different values that result in a better, more sustainable future for cities. For our future hopefully these values change. I know I will carry these lessons with me, and use the knowledge I have gained to spread this information to others. Our values effect all of our decisions and as an urban planner the choices that we make can have longterm effects on people. - Heather Elizabeth 61

Lectures

Zoning of Florianópolis

1) Open Spaces and urban form in

bout 42% of the territory is made up of permanent preservation areas and 12% of environmental preservation. Only 33% are areas that can be urbanized.

Lagoa da Conceiçao

Evolution of the Urban Macro Zones of Florianópolis

Macrozoning: APL slopes, mangroves on the western of the city, in eastern dunes, lagoons of Conceição and of Peri and its park; some rural areas in south and north and the brow part, urbanized areas. Macrozoning conflicts with the federal laws. The state legislation, although approved, creates legal uncertainty because owners adapt to the state and local standards and are legally questioned by federal authorities. Calculation of densities, made to the territory of the island results in a total of 1,312,281 inhabitants provided by current Master Plan. (Medium density = 51 inhabitants / ha) District of São João do Rio Vermelho still have the option of growth.

1977 62

1985

2000

All other districts have already exceeded the sustainable capacity of its beaches.

Historical Context

he historic center is losing vitality (worldwide phenomenon), and one of several reasons is the competition with the malls. The public market used to be what the mall is today. 18th century: defenses concerns regarding the bay. The maps of this period already marked the path to the north and the fortress of Canasvieiras. The first urban regulation was issued in 1747.

Tourism and the Spatial Segregation The city has heterogeneous characteristics and a territory divided by income and tourism. The Center, North and East areas of the island receive the great majority of public investments, while low-income population is â&#x20AC;&#x153;hiddenâ&#x20AC;?. .

The analysis chosen for this study was by amounts, visualized in the form of colors graduation.

Quapa SEL

SEL (SOP) – System of Open Spaces includes all spaces, not only of public green areas, but all areas of conservation, production, circulation, and recreation. The idea is linked to an ordering of the territory, investigating not only what is planned and proposed, but also what occurs. EL (OS) – Open Space, as defined by Magnoli, is every space not occupied by buildings and those areas on the border of urbanized areas. The “green” space can be white as the sand dunes, black as asphalt, and any other colors as streets, squares, parks or anywhere where people flow in their daily living. System of Open Spaces: consists in all open spaces, public and private, used for circulation, socialization, recreation, access, conservation, preservation and production. The idea of urban open space system is linked to a notion of total ordering of urban space arising from urban control procedures, introduced in Brazil during the twentieth century, expressed through master plans and urban development, created and conceived in an attempt discipline of urban growth in a socially and economically viable. 66

The relationship between built and open spaces configures and qualifies the urban form.

etermine a good public space: 1 - Protection against traffic: pedestrian safety 2 - Security: Circulation spaces with life day and night with proper lighting 3 - Protection against unpleasant sensory experiences: shelter from wind, rain and sun, green areas that mitigate high temperatures, pollution and noise.

4 - Spaces for walking: interesting facades, no obstacles, smooth surfaces accessible to all. 5 - Spaces of permanence: public places to stay nice, interesting scenery to contemplate. 6 - Having where to sit: places to rest, leisure, reading, furniture directed to public attractions, movement of persons, sights and places to rest. 7 - Possibility to include the perspectives: views and landscapes visible. 8 - Interaction of people: inviting furniture, and sites with low levels of noise. 9 - Locations for exercise: public facilities for sports, entertainment and activities on the street during the day, night, summer and winter. 10 - Human Scale: buildings and public spaces designed for human scale (perspective of peopleâ&#x20AC;&#x2122;s eyes). 11 - Getting the climate and topography : places to enjoy the climate and topography of the city. 12 - Good sensory experience: trees, plants and waterways accessible, furniture room, which has a design and quality finish and is made from good materials, design and quality finishes. 67

Groupp Projects j Students were separated into three groups. Each group focused on one site surrounding Lagoa da ConceiĂ§ĂŁo. The project focused on the evaluation of the current conditions of the open spaces surrounding the Lagoa. Each group was assigned to tackle issues and coming up with a general redevelopment plan in a charrette. 68

Proposals touched upon all scales, from the urban fabric, to the personal scale in the built environment within the open space. Proposals included waterfront public spaces, recreational activities, and street connectivity modifications. 69

Charrette A New Plan for Rendeiras Avenue

Existing Condition

Total Distance: 2.3 km Bridge: 82.2 m Width: 8 ~ 10 m Characteristics: Main corridor connect the east and west of the lake; Retail, Commercial & Restaurants on one side of the road.

Proposal Ideas

Sand Dunes in Lagoa da Conceição-Proposal

Waterfront proposals

Centrinho Proposal

Proposed circulation Proposed land use Mixed use is emphasized Open space 78

Bridge Modification Waterfront Park Proposal

Weekends in Brazil

weekends were opportunities to get to know more of what Brazil had to offer. Some students did excursions at Foz do IguaĂ§u, traveled to Argentina and did some shopping in Paraguay; other students got to know the mega city of SĂŁo Paulo. Weekends were also spent in Curitiba, getting to experience the Sunday fairs, the soccer games, and more of the many parks in Curitiba. Students also traveled the weekends before and after the program, getting to experience cities like Rio de Janeiro.

â&#x20AC;&#x153;You know more of a road by having traveled it than by all the conjectures and descriptions in the world.â&#x20AC;? William Hazlitt