Building with a Narrative - Thesis Program

Building with a

Am a

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Narrative • • •

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A Journey to and through The

City of Manaus and

The

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Amazon Rainforest

aus, Brazil, 03°06S

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Picture : NASA

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Thesis Program by: Øyvind Andreas Limi

de

Rio Negro

Thesis Program Spring 2016 Det Kongelige Danske Kunstakademis Skoler for Arkitektur, Design of Konservering - Arkitektskolen

Master Program: AEE, Architecture and Extreme Environments Institute: IBT, Institute for Building and Technology Student: Ă˜yvind Andreas Limi Stud4733 oyvindlimi@gmail.com +45 52172647 Tutor: Jakob Brandtberg Knudsen

2

C O N T E N T S :

Project Introduction P.4 Course Introduction P.5 Site Introduction P.6 Chapters I - IV I. Site Identification

P.7-8 • Moving Through Manaus / Arrival P.9 • Bus Network and Usage P.10 • Ferry Network and Harbor P.11 • Other means of Transportation and Vehicle Dencity P.12 • Harbor Capacity and Shipping P.13 • Manaus - Transport Movements P.14 • Manaus - A Gateway to the Amazon P.15 II. Site Analysis P.16-17 • Public Port of Manaus and T0 Bus Terminal • Site and Existing Site Typology • Site Conditions, Rain and Flood Water Handling • Area Quality and Level of Exposure • Temperature, Humidity, Wind and Rainfall

P.18-19 P.20-21 P.22-23 P24 P.25

III. Program P.26-27 • Permanence Relating to Time and Space P.28 • Performance Relating to Time and Space P.29 • The Terminal as a Heterotopia and Expance of Time and Space P.30 • The Terminal as a Heterotopia and the Structures that Contain It P.31 • Architectural References P.32-33 • The Garden as a Heterotopia and the Pressence of Nature P.34

IV. Initial Investigations P.35-36 • Mechaisms of Plants and Water Handling P.37 • Introducing Evaporation to the City P.38 • Device Mechanisms P.39 • Evaporative Space P.40 • Field Work Manaus P.41

Program Specifications and Scale

P.42

Program - Scope of Submission

P.43

Bibliograpphy P.44

3

Project Introduction

Bus

and

F e r r y Te r m i n a l ///

Harbor Renewal

I want to work towards an architecture that incorporates a narrative and the stages of the “journey” it investigates. This will be a literal transition between Manaus and the Rio Negro. A place where the ideas and interrelations of the Amazon and Manaus will be moulded into shapes and structures, being both of it and representing it. I will do this in order to facilitate for an ecological exploration and a presence that is both literal and phenomenological, creating a new harbour area that will be the offset of boats and the imagination alike.

I will do this through creating a project that responds to the specific challenges of engaging a site that is so close to the Amazon river and in a tropical environment. I will do this while accommodating for the travelers need of comfort and efficiency. The project should also embody the mental transition of moving through an urban environment and into the environment of the Amazon (or reversed), including both the symbolic nature of the river and the ecological challenges it makes present.

This will include: • Charting out the transportation systems in and out of the city and its future development • Investigating the thermal and climatic impacts of the existing terminal and harbour area and ways to improve it.

• Creating a strategy for dealing with flood water and rain water associated with the river and the tropical climate inspired by the Amazon rainforests own natural mechanisms.

• Working with concepts of varying degrees of permanence in order to create an architecture that is both consistent and dynamic in its response to its environment and its context • Investigating the symbolism and the phenomenology of terminals, understood as heterotopias and transitional buildings both in function and in our culture • Conceptualize a structure and a space that incorporates the realities and our understanding of Manaus as a harbour city and an urban island within the Amazonian rainforest .

4

Course Introduction

Architecture and

Extreme Environmnets

This Master course pursues to explore the intersection between architecture, technology, culture and environment. Through a site-specific approach, we aim to respond to present and future global challenges through research by design and direct on-site involvement in the form of active expeditions to remote world locations.

There is a strong focus on site-specific design, achieving this through direct engagement and travel to environments, which are out of balance. These exceptional scenarios, be it flooding, extreme cold or heat, high pollution and health risk zones, to name a few, are used as test beds for an architectural design, where, given the extreme context, specificity is unavoidable. This allows for a real- scenario, on-site research, through a design process that spans from prototypes to building design, in collaboration with local culture, the scientific and technological community and the world of practice, both local and global.

Through this course, students acquire, not only a site-specific design methodology that allows for an architecture fully informed by local conditions, to but also knowledge and solutions, which can be applied to many contemporary contexts, both home and abroad.

Official Program Description, Kadk.dk

5

Site Introduction

Manaus and

The Amazon Together with Architecture and Extreme Environments I went on an expedition to Manaus at the end of the year 2015. Manaus is located at the heart of the Brazilian rainforest and lies by the shores of the Rio Negro. The expedition was proceeded by a study of the climatic conditions of the Amazonian rainforest and Manaus and a subsequent study of the qualities of surface exposure related to cooling in a hot and humid climate. These studies resulted in a device that served as the basis of my research conducted in Manaus.

Copenhagen Denmark

Brazil

Manaus

The Amazon Basin

Manaus is the capital of the Amazonas state in the northern region of Brasil.

Population of Amazonas:

4 000 000

Population of Manaus:

2 000 000

6

Site Identification

I

7

Site Identification

V i ew o f M a n a u s Har b or, with the f r uit marked in t he front and M anaus Public Port in t h e ba ck

8

Site Identification

Moving Through Manaus Manaus has no metro or independent rail transport infrastructure. Instead it has an extensive bus network system that provides its two million inhabitants with public transport with various bus lines, vehicles and operators. To get in and out of Manaus there are in reality only two viable options, either by plane or by boat. I will focus on the latter as it is in direct relation with the network of rivers in the entire Amazonas state and the rest of the northern region of Brazil. It is this network that has provided Manaus with its historical significance in the rubber industry and later as a free trade zone, shipping and receiving products and raw materials to and from the rest of the continent and the world.

Arrival Somewhere between 5 000 000 and 6 500 000 travels are undertaken to and from Manaus annually.

Eduardo Gomes International Airport manages 55 000 planes annually, amounting to 3 250 000 passangers

Manaus authorized harbors and*6 ports receives and shippes off 1 500 000 passangers annually.

Unauthorized transport is estimated to ship just as many

9

Site Identification

Bus Network and

Usage Buses and minibuses are the only means of public transportation in Manaus.

The extent of their services spans an area populated by 1,647 million people.

An average of 700 000 of these people are dependent on the bus as a means of transportation every day - 42.5 % of the population.

*4

*4 Mini Bus 260 authorized vehicles and an est. 70 unauthorized vehicles operate in the city under management of multiple companies

*4 Bus 1556 buses operate in the city and make up the bulk of the public transportational system. 10 different operators provide buses for the city that are known for irregular arrivals and delays during rushour.

*4*5 Express Bus In an attempt at solving some of the transport issues of Manaus, 138 express busses have been purchased and is part of a plan to

rehabilitate the current state of the public transport system. This involves building new terminals capable of efficient boarding and disembarking of vehicles as well as providing exclusive lanes for the Express Buses.

These Buses have three times the capacity of regular buses and provide air-condition to its passengers.

As of yet these buses are only operating outside the most dense parts of the city, between T3, T4 and T5 *4

Use

Family Relations

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07

17

06

09

15

16

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9 % live alone 63 % live with 2 to 4 people 28 % live with 5 or more people

02

05

*4

43.3 % men / 56.7 % women

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04

13

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*4

60 to 70 % of use is related to work or educational activity 30 to 40 % is used for indipendent activities 2 to 4 % of users are retired

00

03

1 BRL = 1.65 Kr

23

21

Brasil min. Wage 800 BRL

Students of all levels of academia make up the bigest user group.

There are 500 000 students in Manaus, 31 % of the population

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22

18

18 % 31 to 36 years old 20 % 26 to 30 years old 25 % 36 or more years old 37 % 16 to 25 years old

Frequency of Bus Travels *7 Conducted During a Typical Work Day

10 9 8 7 6 5 4 3 2 1 0 x 100

10

12

37.6 % of travellers earn 400 to 600 BRL a month 23.4 % of travellers earn 600 to 600 BRL a month 39.0 % of travellers earn 800 or more BRL a month

Age

11

*4

10

Economy

Site Identification

Ferry Network and

Harbors Manaus has always been connected to the rest of Brasil and the world at large through its waterways. The Amazon rivers provides an extensive network for transportation spreading from the Atlantic Ocean to Peru and the Himalayas.

9 000 000 travels by river are conducted in the Brasilian regions annually

*9 Cruise Ships The cruise ship season lasts from November to May each year. In that time an average of 18 ships will put to port in Manaus, delivering some 15 000 tourists depending on the year. Cruise Ships as well as other authorized vessels put to port in Manaus Public Port. The two floating births: Torres and Roadway, have the capacity for 2 to 3 and 0 to 1 ships depending on the water level. *9 Ferries Typical river boats used for transportation of goods and people are ferries with three or four decks. They are able to take on board between a 100 and 300 people depending on the amount of goods they bring with them and the distance they travel.

Average User

*6

• Working class • Basic education or High school level • 18 to 30 years old • Earns between 800 and 2000 reais a month (A ferry ticket is usually between 100 to 300 reais)

p Se

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Jul

Au

30m 20m 10m 0m

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Ma

222 official shipping lines tie the amazon regions together. They are served by 420 boats. These boats berth at Roadway pier that is a part of Manaus Public Harbour. All other boats are outside of governmental control and are estimated to ship just as many passengers or more. This is a dangerous situation, concerning the rights of employees and passengers, safety onboard vessels and control of illegal goods and immigration of people.

Apr

Oct

r

No v

Ma

*8 Manaus Harbour Water Levels at Manaus Harbour*9 There are as many as 580 vessels at berth in Manaus of different sizes and types. between 30 and 40 of these berth at the only authoJan Fe c rized public harbor in the city, Manaus Public Harbor. The remaining b De 540 or so, berth at iregulated ports of varying standards. The harbor front will be put to use when the water levels are high enough, when they are low the boats will more at the exposed beaches, at rudimentary wooden piers or at proper floating docks financed by them selves or private undertakers.

2015

Site Identification

O t h e r M e a n s o f Tr a n s p o r t a t i o n and

Ve h i c l e D e n c i t y Transportation besides buses is primarily undertaken in cars or on motorbikes.

There is today one vehicle for every third citizen of Manaus. The amount of vehicles has increased by a factor of 4.0 in ten years, from 156 000 in 2004 to 613 000 in 2014.The population of Manaus has increased by a factor of 1.3 (29%)

*7

*4 Moto Taxi Motorcycle taxis have increased in the last years and amount to 4000 operating vehicles. Moto taxi’s might be a response to the general increase in traffic where motorcycles have an advantage in maneuvering through jams and on to side roads *4 Van Vans are common all over Brazil and provide a cheaper means of custom transportation for people and goods. They are in most cases unregulated and are considered a dangerous type of transport because of their lack of maintenance.

*4 Taxi There are 3910 taxis’ in Manaus. Regular taxis are considered a pricy alternative and might be regarded as a means of transportation reserved the higher social classes.

*7

Amount of Vehicles in the Harbour Area

The densest part of town in regards to vehicles is the harbor area centered around the T1 Bus terminal, The Public Port of Manaus and the fish and meat markets to the south. At peak traffic activity moments during the day, 15 % of Manaus’s vehicles are centered in an area comprising 4 % of Manaus’s urban area.

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*7

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ETA

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25 20 15 10 5 0 x 1000

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Bus fares are between 1 and 1.5 R$, making it the cheaper alternative by far

07

Taxi’s start at ca. 4 R$ (1us$), but cost an aditional 4 R$ for every km. An hour of driving cost an average of 40 R$

06

Fares and Costs

22

10

Traffic Density in Manaus

Site Identification

Harbor Capacity and

Shipping Manaus has always relied on its position within the Amazon and access to its waterways for establishing an economic basis. From being a major exporter of raw materials, primarily rubber, it is today a major importer of goods within a free trading zone that helps fuel its commerce and manufacturing industry

*8 Shipping Manus receives many major vessels every year, but their size is limited to the conditions and the depth of the river. Access to ports on the other hand is good and Manaus has the worlds biggest floating harbor. Floating piers are able to operate independently of the highs and lows of the river water and function all year around.

TUP ChibatĂŁo and TUP Super Terminais are the two biggest industrial harbors and serve most of the container ships that come to Manaus. The industrial harbor have aditional ports of varying sizes and for specialized cargo.

In 2011 Manaus received 111 000 containers from abroad, but shipped only 4 000 full containers for the foreign marked. Manus exports increase with the decrease of the Real which effectively makes Brazilian goods more affordable, a tendency that has been dominant in the last years.

The domestic marked is more balanced and less affected by the Real. In 2011, 52 000 containers where received from the domestic marked and 36 500 where shipped out.

*6*9 Local Shipping A number of goods and merchandise are transported on the river by ferries and prams. Each shipment is in itself insignificant, but as a whole the total amount of cargo transported by boats is substantial.

It is estimated that in 2022 the total amount of goods shipped between Manaus and other ports in the region will amount to 1 346 000 tons, or approximately 60 to 70 000 containers

13

010

FIGUEIREDO

ITACOATIARA

PRESIDENTE

010

174

Site Identification RE

Manaus ETA

ETA

ETA

///

RE

Tr a n s p o r t M o v e m e n t s RE

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T5

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RE RE RE RE

Eduardo Gomes International Airport

RE

RE RE

RE RE RE

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T4

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ETE

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ETA ETA ETA RE

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ETA ETA ETA ETA

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ETA RE ETA ETA

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T3

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ETA

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RE ETE

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ETE ETE RE

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ETE ETE

Number of Buss Passangers Every Hour

RE

RE

20 - 25 000

RE

Terminais Soa Raimundo

15 . 20 000 9 - 15 000

7 - 9 000

0 - 7000

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RE RE

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ETA

ETA

ETA ETA RE ETA

RE

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T1

Number of Ferry Passangers Every Month

RE

RE

T2

TERMINAL 2 CACHOEIRINHA

RE

25 -30 000

20 -25 000 10 - 20 000

5 - 10 000

RE

RE

T0 RE

RE

Porto Publico de Manaus

RE

RE

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Atracadouros Manaus Moderna

ETA

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Atracadouros d Demetrius

RE RE RE

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TUP Super Terminais

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TUP Chibatã

Destinations Vest Bound Anori Coari Tefe Tabatinga

234 421 631 1573

RE

RE

Destinations East Bound Nova Olinda Parintis Manicore Maues Santarem Belem

km km km km

14

236 km 475 km 610 km 698 km 756 km 1646 km

Site Identification

Manaus ///

A Gateway to the Amazon RE

Manaus Public Harbor has a unique position in the city. It ties all the major bus lines coming down to the harbor with the only authorized public passenger port in the city. This is the only authorized port and the only one subject to official regulations and standards.

RE

RE

RE

Its capacity on the other hand is limited, and it can only serve a fraction of the boats operating in Manaus, leaving the rest of them to berth at unregulated facilities and operating outside regulated standards.

R

ETE

us Public H na

bor ar

Ma

ETE

RE

ETA

RE

In redeveloping parts of Manaus harbor front and what is essentially, albeit a simplification, the city’s gateway to the rest of the Amazon, I will explore the concept of my project being exactly that “a gateway to the Amazon”. Although this romantic concept simplifies the relation between the city and the Amazon region, it is descriptive of what i want to accomplish with my project. I want my project to invoke the idea about the “daily expedition through the city and into its greater context”. I want this in order to redevelop not only the harbor area but our ideas about how we regard that area and its proximity to the Amazon.

It should be a terminal that really is a gateway for the entire city and one with a radically increased capacity for boats and people in order to improve the standard and safety of traveling the Amazon.

15

Site Analysis

II

16

Site Analysis

M a n a u s’ har b or f ront when ex posed by drought and low w aters

17

Site Analysis

Public Port

of

Manaus

and

T 0 B u s Te r m i n a l

18

Site Analysis

Public Port

of

Manaus

and

T 0 B u s Te r m i n a l My chosen site is situated at the harbor and includes the Public Port of Manaus ferry terminal, the old port authority building (the Alfandega) and the T0 (Terminais 0) bus terminal. I have identified this as being one of the major gateways into the Amazon, linking the infrastructure of the city to the trans South American infrastructure of the Amazon river network.

The first major expansion of the harbor took place in 1905 to accommodate the increase in export due to the rubber industry. These old buildings and structures have seemingly outplayed their role as they all but abandoned and the harbor is no longer an industrial one, but a transport hub. Fences and walls restrict pedestrians to large parts of the harbor and most of it is today roads and parking lots.

The bus terminal stretches from the entrance of the ferry terminal and all the way up Rua de Novembro, pretty much occupying the entire street. The bus terminal in itself resembles a more or less chaotic marked area with shops and stalls lining the street alongside the bus stops.

19

Site Analysis

Site and

E x i s t i n g B u i l d i n g Ty p o l o g i e s

• B u s Stop s

Floating Berths •

• Wa reh ou s es

Harbour Front •

• A l fa n d eg a - Por t A u th or i ty • Fen ces

Unauthorized Berths •

20

Site Analysis

Site and

E x i s t i n g B u i l d i n g Ty p o l o g i e s

D y nam i c

6

5

3

4

1

2

S tati c

Hi gh Pe r m ane nce H ar bo ur Fron t

1

T h e Ha r b or f ront is a w a l l and a total ly sta ti c e lement. It is i n te n d e d to l ast for a lo n g ti m e as it is p ar t o f th e found ations of th e c i ty a nd sub jec t to we a r. I t p rov id es a harbo r w h e n the waters a re h i g h b ut is unab le to re s po nd to d roug hts o r f lo o d i ng

Alfand e g a

2

T he old customs b uil ding was almost entirely imported f rom England and b ased upon European b uilding met hods.

To d a y it is obsolete and subject to annual f looding. It is stat ic in t ime serves a testament to t he colonial era of M anaus

Low Per m a n en ce Ware ho us e

Fen ces

3

The old w arehouses are t ypical early 20’t h cent ury brick and cast iron factory halls. They are stat ic in const ruct ion but dynamic in t he spac es t hey provide, giv ing t hem a potent ial for t ransformat ion

4

Al t h o u gh t h e fe n ce s s u rro u n din g t h e s ite h a ve a dy n a m ic qu al it y in be in g able to o pe n a n d clo s e t h ey are a m e an s o f con t ro l an d do n ot re s pon d to t h e dy n a mics of cit y l ife

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B u s Stop

5

These a re s h a din g st ru ct u re s t h a t prov ide a mo me n tary comfo rt w h e n w ait in g for a bu s .

T h e s pace s t h ey con tain are dy n amic a n d t h e ir con st ru ct io n impl ie s t h at t h ey a re able to be diss e m ble d or t h at m ore can be adde d to t h e te rm in a l

F loa ti n g B er th

6

T h e ir floa t in g qu alit y al low s t h e m to adapt to t h e ch a n gin g h e igh t s of t h e Rio Negro , work in g w it h t h e h igh s an d low s ra t h e r t h an again st it . T h ey are able to be move d an d a dde d on to for ch a n ge s in progra m o r ca pacit y

Site Analysis

Site Conditions ///

Rain

and

F l o o d Wa t e r H a n d l i n g

H igh and Low wate r Oscil l ati o ns ove r 6 ye ars

5m

10 m

15 m

Ma p s h ow in g the exte nt of w a te r flo o d i ng the c ity a t di ffe re n t h eig hts

20 m Flood of 1953 29.69 m

25 m

30m

Flood of 2012 29.77 m

The Rio Negro goes through oscillations of drought and flood every year, but some years are worse than others. The highest and lowest water levels ever registered have been within the last 10 years. 13.63 m in 2010 and 29.77 m in 2012

30 m

25 m

20 m

12 m

2004

22

2005

2006

2007

2008

2009

2010

Site Analysis

Site Conditions ///

Rain

and

F l o o d Wa t e r H a n d l i n g

The harbor area is literary where Manaus meets the Amazon and the Rio Negro. It is an ambiguous relationship that in times of draught leaves the harbor front desolate upon fields of garbage and dried up river bed and in times of flood it is overrun by the water masses. Harbor developments over the last century has made it accommodating towards heavy transportation, storage of goods and cruise ship traffic, but little else. More or less empty storage halls are surrounded by parking lots and truck stops that serve little or no purpose when the water levels are below any reasonable depth for commercial shipping. It is this environment that people have to maneuver in order to board their vessels trafficking the Rio Negro and the rest of the Amazon.

Flood of 2012 29.77 m

Flood of 1953 29.69 m

Disclosure / Diego Oliveira / Portal Amazon

Bauvelho.com /Carlos Zamith Amazon

Low Water 2015

High Water 2014 picdn.net

23

Site Analysis

Area Qualities and

Level of Exposure

Built Area

14%

Shaded Area

6.0%

Ex po s ure i s an i mp orta nt fac to r in Manaus b ecaus e to mu ch of i t m ake s yo u v ul ne rab le to the high h ea t a n d h u m id it y leve l s o f t he t ro p ical e nv iron men t , as we l l as to t ro p ic rainfal l s that o cc u r d ai ly i n larg e p ar t s o f t he ye ar. How the city spa ces resp on d to t he s e co nd it io ns is e ss e ntia l for p eop les’ ap p ro p r iat io n and us e o f the m .

Exposed Area

Vegetated Area

59 %

21 %

c i ty cl i m a te even wa r m er. Sh a d i n g i s n ot j u st a q u esti on of s h el ter f rom th e s u n , b u t a q u est i on of ref lec ti n g h ea t ra d i a ti on a n d s u n l i g h t a s wel l .

Pa r k s a n d veg eta ti on con tr i b u te to a h i g h er level of com for t i n th e ci ty s p a ces b y p rov i d i n g s h a d i n g a s wel l a s a s u r fa ce a rea th a t d ef lects an d red i str i b u te h ea t.

In addi t i on , la rge expans e s o f co nc re te and as phal t wi ll a ccu mu la te he at and m ake t he

24

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m

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9

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Average Daily Humidity Average Monthly Wind Speed Average Daily Precipitation Average Daily Temp, Humidity, J a n u a r1y2 a m am pm Percpitation and Wind1 FSpeed er 11 2a eb mb m De

ua

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1 am pm 1 1 Daily Humidity Average 2a m pm

N

Average Daily Precipitation

m m 44 aa

7 am

8a

m

pm

11

January 100% 90% 80% 70% 60% 50% 40% 30% 20% 10%

Average Daily Sun Angle

aamm

aamm

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pm

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ry

April

33

ua

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m

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10

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s

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ce

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Ma

ce

Average Daily Temperatures

3

3

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m

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Average Monthly Humidity

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am

m

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Average Precipitation AverageMonthly Daily Humidity

3

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mperatures

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11

Program

III

26

Program

R u d i m e n tar y f r uit stans in f ront of t he Alfandega

27

Program

Performance relating to

Time and Space A rr i va l / De p a r ture Are a 1 Provides: • Comfort for Travellers • Security and Overview Responds to : • Changing climatic conditions, including massive rainfalls, humidity and direct sunlight • The citys complex behavioral patterns • Unregulated events like street markeds and recreational activities

B u s Li n es

Moto Taxi & Car Taxi

1

Ma na g e m e n t a nd Re ce p tio n Are a 2 Provides: • C o n s o l l i da ti o n of Movement • Transition of passangers • Ticket controlls • Security and administratioin Responds to : • The fluctuations of passangers, their desitination and means of transportation Te r m in a l H a l l 3 Provides: • Transitional space • Symbolic value as a major port to the amazone • Restaurants and cafes Responds to : • The concerns and the imagination of travellers of different nations, social class and purpose • The whole extent of the imagined space of the Amazon river network and the city, past, present and future

2

3

4 Inte rm e d i ate Te rm i nal and Harb o r A re a Provides: • Re cre at ion • Higher thermal comfort levels • Interaction between Harbor, River and the Terminal space • Accsess and infrastructure Responds to : •Vehicle density • The fluctuations of supply and different types of procedures concerning different cargo • Climatic conditions • Varying water levels • Fluctuations of passangers and visitors

4

Trans p or tat io n o f Good s

5

5

H y p o t he tical p e rfo rmance map based u p o n existing te rminal and in f rastr u ctu re

Boats & Ferries

28

A rri val / D e p arture A re a Provides: • Comfort for travellers and pedestrians • Efficient reception of boats, ships and ferries • Security and Overview • Management of goods and travellers of both a legal and illegal nature Responds to : • Changing climatic conditions • Changing intercontinental, local and global events and policies • A lower complexity of movement, but greater variotaions in scale than that of of the bus terminal • The significant highs and lows of the Rio Negro

Program

Permanence relating to

Time and Space I will work with different materials, principles of construction and concepts of architectural reconfiguration of space and structure in order to manifest different degrees of permanence in my architectural project. These different degrees of permanence will relate to the function of the spaces they concern and how they are understood to relate and respond to the conditions of the city, the river, the movement of travelers and means of transportation and lastly those of the terminal itself.

I have shown how the conditions in question relate to different timeframes, and these are the entities of time my project have to respond to. It will have to be able to accommodate varying degrees of traffic as well as different types of travel within the hours of the day, the days of month and at certain parts of the year as well as permanent changes to the city space and the conditions of the river. The structures that relate directly to the spaces of the city and the river are subordinate to their changing nature and will have to be able to respond to these changes over time and will either have the potential to change with them or allow for reconfiguration or disassembly in order to adapt.

As the spaces of the terminal retreat from its immediate context it becomes more concerned with the spaces required by the organization of security, efficency, and comfort required by the travelers. These factors will require a different degrees of structural presence, one that is able to accommodate the changes in travel pressure ass well as clearly manifesting a flow and a movement, in effect consolidating those of the river and the city.

The core of the building is the part mostly concerned with the nature of the terminal and its purpose not only as a function based space, but as an elated one, one that does not only relate to the present time and space of the city and the river as it unfolds through the course of a day or a year, but a space that contains the future promises of travel and destination as well as past events and travel already undertaken. This is a dimension that can only be contained by a structure that in itself manifests a timeframe and a level of permanence that will allow it to reach both back in time and into the future.

A m b ivale nt S pa ce s with vag er pro gra matic nature a n d s p aces not d ef i n e d b y b uil t str uctu re

Low Per man en ce Last ing 5 - 15 years Serves a funct ion in an ex ist ing spaces and pro gramme

M oderate Per m ane nce L ast ing 15 to 3 0 ye ars Primarily e n ga ge s exist ing progra mm e s , bu t frames it s ow n s pace s

29

Hi g h Pe rm ane nce Last in g 3 0 to 1 0 0 ye ars man ife st s it s ow n s pace a n d progra m

Al l leve l s are u n de rsto od to e n gage in a l age r con tex t , in bigge r pro gramm e s an d in a w ide r ex pan ce of s pace , it is h ow t h e ir in te rn a l s pace an d progra m is m a n ife ste d an d h ow t h at s pace a n d pro gra m in te ract s w it h it s con tex t t h at can be con ce pt ual iz e d t h ro u gh pe rman e n ce

Program

T h e Te r m i n a l a s a H e t e r o t o p i a and

Expance of Time and Space “The space in which we live, which draws us out of ourselves, in which the erosion of our lives, our time and our history occurs, the space that claws and gnaws at us, is also, in itself, a heterogeneous space. In other words, we do not live in a kind of void, inside of which we could place individuals and things. We do not live inside a void that could be colored with diverse shades of light, we live inside a set of relations that delineates sites which are irreducible to one another and absolutely not superimposable on one another.” - Michael Foucault, Of Other Spaces: Utopias and Heterotopias Although a bus terminal often might be considered to be a messy affair, with a multitude of different operators, lines and travelers, terminals in general have a rich history of buildings and spaces that seem cohesive, structural, purposeful and almost otherworldly in their capacity to bridge the gap between the present and the future.

A terminal is a place with a very direct relation to a system and an infrastructure concerning a greater context, but they have certain characteristics of being entities of their own. The airport is the prime example of a space totally detached from its context both mentally and physically, often providing services for people that literally are in transit and don’t relate to the present as it is only a continuation of the travel and the expanse of time one has to overcome between two destinations.

A terminal has a physical space and a presence related to a geographical location, but it contains in so far as we perceive space not only between present entities of the world, but between the entities we define in time through relations we encounter, will encounter and have encountered, a space that transcends our physical limitations. The terminal is the destination we go to when we seek a different destination and it might therefore be perceived as a stepping stone, not entirely a place in itself, but a place we understand in relation to a multitude of other places.

A travel can be understood as an expanse of space and we like to define it as one entity. A series of events that lead us from one destination to another. It is a space where we have no sense of place, no fixed position and therefore it might be said to stretch out between the offset of our journey and the end of it.

Our impression of this space might be an imaginary one and it is undoubtable subject to a number of imagined possibilities and altered realities, but this space also has real spatial dimensions. It is a physical space in the sense that buses and boats are spaces of their own, extensions of the terminal where we might even have a sense of place and position even though we are in motion.

With that in mind I’d like to think of the terminal as a space fuelled by the arrival of buses and boats and other means of transportation. They bring with them the world they left behind and one might consider the chaos of a bus terminal a consequence of the complex city it navigates and the efficiency of a train station a result of the simplicity of the rails it runs on. The terminal is a place where movement is slowed down, time expands into space and accumulates, it is subsequently stretched outwards and beyond the physical confinements of the terminal structure by expanding forces of transportation.

30

Program

T h e Te r m i n a l a s a H e t e r o t o p i a and

The Structures That Contain It

Hovedbanegården, København

http://grafisk.kts.dk/

“all these things made of the church for me something entirely different from the rest of the town; a building which occupied, so to speak, four dimensions of space — the name of the fourth being Time — which had sailed the centuries with that old nave, where bay after bay, chapel after chapel, seemed to stretch across and hold down and conquer not merely a few yards of soil, but each successive epoch from which the whole building had emerged triumphant”

- Marcel Proust, In Search of a Lost Time The great terminal hall has the capacity to contain the magnitude of events and programs that follow the attempt at accommodate a massive transportational system. First and foremost, the hall provides the space, the frame around our travel that give it coherency. It is a structure with some of the same characteristics as that of the cathedral, a huge space that through its spatial expanse is able to contain a world of its own. It is a world in that it contains a multitude of programs and events, unforeseen as well as predictable, imagined and physical, it does not differ. A domed hall has no programmatic intent; it relies on other structural entities to give it purpose. The dome itself relates to a different scale and a different reality, one we are able to fill with programs and functions not necessarily tied to a geographical location. It is as though the terminal needs to be big in order to capture our attempt at fathom the idea of travel, the transformation from one place to another, events that bring the future so much closer. The hall provides us with the horizon we are moving towards and we are able to fill it with our ideas about our destination and our origin.

31

Program

Architectural References

Finn Wilkie

alfa-img.com

32

Program

Architectural References Naoshima Ferry Terminal by SANAA Noashima ferry terminal is a terminal of a moderate scale and accommodates the supply needs of an island without any extensive industry. Is has on the other hand a steady supply of tourists visiting the art museums and installations built upon Naoshima and the nearby islands.

It is a subtle structure that applies the roof as its main element. The span of the roof is held up by supporting columns laid out in a rational grid. The structure itself does not impose upon the travelers or cargo a movement other that assigning a space and a direction from which to embark. Undoubtedly there is a movement present in the terminal, one that reaches into the interior of the island and beyond the expanse of water. However, the terminal does not attempt to manifest this movement, but rather accommodates for it, and it is seemingly only present as long as there is activity on the harbor. The structure in itself could easily be interpreted as something else.

Yokohama Terminal by Foreign Office Architects (FOA) Yokohama terminal service the transport needs of people in one of Japans biggest cities.

It does not engage with the harbor front spatially, but is placed upon a floating pier out in to the water. the pier in itself might not be called modest cause of its shear size, but it is subtle in its function and flexibility, it provides a space on which the terminal can manifest itself.

The terminal building on the other hand is not subtle but active in its expression of function and space.

It is a building that bends space and structure in order to frame the motion it tries to accommodate.

This makes it in effect a manifestation of that motion as well as accommodating for the needs of the travelers through providing a space that folds on itself and creates both platoes of habitation and areas of embarking.

33

Program The

Heterotopia

in the

Garden

and The

Pressence of Nature

“... but perhaps the oldest example of these heterotopias that take the form of contradictory sites is the garden. We must not forget that in the Orient the garden, an astonishing creation that is now a thousand years old, had very deep and seemingly superimposed meanings. The traditional garden of the Persians was a sacred space that was supposed to bring together inside its rectangle four parts representing the four parts of the world, with a space still more sacred than the others that were like an umbilicus, the navel of the world at its center (the basin and water fountain were there); and all the vegetation of the garden was supposed to come together in this space, in this sort of microcosm.” - Michael Foucault, Of Other Spaces: Utopias and Heterotopias The garden is a heterotopia in that it is not what it might try to represent or to be. A garden is a construction by us and it is built upon our ideas and through our conceptualization of them. Yet, it is ambiguous because it uses natural elements to construct it, elements that are undisputedly a part of nature. The same might be said of a wooden beam, but a tree in a garden will still act like a tree and be a tree even though it might be there only to represent the idea of one.

I would like to reintroduce the concept of vegetation and nature to the harbor of Manaus with the intention of creating a dynamic meeting between the two. The absence of vegetation in Manaus and in the harbor area is just as much a heterotopia, or maybe even a dystopia, trying to evoke a world far away from the present context of the Amazon. It will not be an expression of “nature” as a force of good, though one might perceive it that way. It should be a gesture without sentiment or bourgeois considerations about the quality of greenery. It would be a gesture where the beneficial qualities of nature could still be uncovered, investigated and responded to.

The presence of the “Amazon” in Manaus can be a literary one where the vegetation of the rainforest is introduced back into the city fabric. The city and nature can be united in order to “soften” the meeting between them, not to make the transition more pleasing, but to create an arena where the built environment is confronted with the context that it affects and where it would have to respond to it.

It could also be as simple as uncovering the interrelations between nature and city that are already present, and enhance that presence through an active architectural response, one that would allow us to experience it. The beneficial qualities of vegetation on climate and water handling might help create a higher thermal comfort and living quality. It might provide the answers needed for dealing with the floods and droughts of the Rio Negro, the tropical downpours and the constant humid heat.

It will be an interesting architectural investigation in itself to interact with these forces. Make these forces apparent in order that we might learn from them and continuously improve our design in order to either deal with them or even incorporate them. The idea of making responsive designs might not solely be intended towards creating a design solution, but allowing us to explore those phenomena in spatial dimension.

34

Initial Investigations

IV

35

Initial Investigations

S u r fa ce ex p o s u re cool ing d ev ice, in place in M anaus

36

Initial Investigations

Mechanisms of Plants and

Wa t e r H a n d l i n g

Rainfall Amazonian rainfall is destributed over a wast surface area provided by the canopees and leaves of the trees and plants of the forest. A surface area far greater than that of the soil itself. When distributed like this the water is not emidiately allowed to accumulate on the ground and flow else where. The enormus surface area and the prolonged time the water is exposed to airflow means that it will evaporate rather than drain into other water systems.

Osmosis Water enters a plant through its roots allong with vital neutrisions. The roots have special “root hair cells” that provide an exposed surface area the water will cling to.

Water enters the cell through osmosis when the sugar content inside the cell is higher than ouside and is attracted in order to equalize the difference. The water flows onwards into “root cortex cells” and “xylem vessels” where it gets distributed further into the plant.

Transpiration and Evaporation The plants of the Amazonian rainforest release water through their leaves making the water molecules come to a full sircle. The ground water and rain water that is picked up through roots or else where on the plant is distributed through out the plant by complex processes, mostly involving the capillary effect caused by microscopic water pipes, and into the leaves of the plants where it takes part in photosyntesis. Aditional evaporation is simply caused by water that clings to the surface area of the plants after a rainfall or a fog.

Evaporative Cooling Water that evaporates provides cooling through conduction of heat. Exited water molecules will build up enough energy to escape the solid state of water and become water vapor. These molecules have a higher energy level than the rest of the water meaning it escapes with some heat.

As the water cools down it will conduct heat from the surface area it inhabits, causing this in effect to be cooled down as well. Low humidity content of the air and rapid airflow will increase the evaporation, whereas the oposite will slow it down. However, as long as the air isn’t a hundred prosent saturated and there is a sertain amount of airflow, water will evaporate.

37

Initial Investigations

Introducing Evaporation

to the

City

One of the challenges Manaus is facing today is its alien building techniques that do not respond to the climate of the rainforest. Vegetated areas have decreased as the city has grown over the last century, and it has been replaced by brick and concrete buildings and asphalted infrastructure that does little if anything to prevent flooding or to dissipate heat.

In the last semester I investigated the potential in cooling through evaporation, shading and ventilation.

These studies have been conducted with an aim towards reintroducing building principles that provide a higher thermal comfort, both indoors and outdoors, to an urban environment. The investigations where conceptaulized in to a device that i brought with me to Manaus.

The device in itself has an alien appearance and gives off the impression of relating more to the concepts of its creation and technological manifestation than to the environment of which it engages in. These issues are comparable to the ones of contemporary architectural practice where natural processes are instrumentalized and appropriated to architecture in order to make it perform more sustainable.

It was however not meant to produce results that in themselves would exclusively relate to the conditions of the Amazon or of the built environment of Manaus, but it is rather a designed experiment intended to explore specific aspects of the beneficial qualities of surface exposure in certain conditions and allowing the user to interact with these conditions. Thus “I�, as the user, become an extension of the experiment and the sensory dimension capable of controlling the device in accordance with my experience of heat and humidity, relating both to the device and the environment I’m in.

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Initial Investigations

Device Mechanisms Expanding Surface The end result consists of sixteen modules (6 pentagons and 10 hexagons) that put together creates a geodesic dome. Each module is made up of three parts where one is stationary and the two others are able to slide up and down, expanding and retracting a stretchable fabric. This allows the structure to increase its surface area by a factor of 2, from 80cm² to 160cm², and when pushed together and folded it decreases to approx. 20cm², by a negative factor of 8.

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Initial Investigations

Evaporative Space

Performance

The device is thought of as a self-contained entity that responds and interacts with its environments trough mechanisms built into its construction.

The modules making up what is a geodesic dome have an interior and a exterior. It responds to its exterior by either expanding or decreasing its surface area, alternatively making configurations which vary the modules expansion.

It creates an interior space that is regulated and confined by the structure, acting as a temperature membrane rather than allowing for air to flow freely through the structure. The heat exchange of the interior space is a passive one and the structure that envelopes it is the active part, responding to the external conditions and creating the internal conditions.

It is thought of as a device that interacts with behaviour and measurements taken by a operator. This enables an operator to engage with the conditions that it responds to and reading the temperature results as well as seeing them manifested in the configuration of the device.

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F i e l d Wo r k

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Location IPA. Instituto Naciaonal de Pesquisas de Amazonia, Manaus

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Location Term. Pca. Matriz (T0), Bus Station, Manaus Harbor

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Program

Program Specifications and

Scale Scale My project as a whole and my submission will represent two primary scales in order to adequately cover my areas of investigation and interest.

Those two scales will be: • One big scale concerning the infrastructure and how my project relates to the city as a whole and to the Amazon river network.

• One smaller scale concerned with implementing my research and strategies into a design that is not only theoretical but practical and performance based.

My aim will be to tell a cohesive story, but not necessarily work towards a design that covers every detail of my project. I will create a strategy and work with theories concerning the terminal structure and city transportation that is able to be implemented and manifested by thorough investigations into key parts of my project.

Specifications Cargo Lines and Facilities

Ferry Terminal Area

10 000 m2

12 000 m2

Access points and harbor infrastructure

Access points and harbor infrastructure

Structures accommodating: • Unloading and loading of cargo between the harbor and the piers • Spaces for storage and equipment

Piers servicing: • Primarily public transport and local shipping • 50 to a 100 boats a day • 20 000 to 25 000 travelers a day • The current and estimated rate of docking cruise ships, ca. 18 a year and 17 000 visitors

Common Terminal Area

Bus Terminal Area

20 000 m2

15 000 m2

Administration

Access points and and street Infrastructure

Security

Structure supporting marked and recreational activities

Luggage transport and distribution facilities

Taxi and car drop-off platforms

Terminal hall accommodating: • Shops, cafes and restaurants •Transition Space for Travelers Between Journeys • 30 000 to 40 000 travelers and staff a day

Bus stops accommodating: • 18 existing bus lines and any number predicted in the future • 100 000 to 150 000 travelers a day

Total Area 42

57 000 m2

Program

Scope of Submission Scale One - Infrastructure, Strategies, Transportation and Flow Site Plan Drawing

1:1000

Plan Drawing

1:200

2 Sections Drawings

1:200

Scale Two - Details, Structure, Materiality and Performance 3 Elevations / Section Drawings

1:50

5 Detail Elevation Drawings

1:10

Model Study 1:50 / 1:20 Computation or Model Based Performance Simulations Concerning • Light and Heat Radiation • Airflow and Ventilation • Water Accumulation

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Bibliography

1.

Michael Foucault, Of Other Spaces: Utopias and Heterotopias, 1984 2.

Marcel Proust, In Search of a Lost Time, 1913

3.

Roland Barthes, Mythologies, 1957

4.

Luiz Carlos França, Public Transport: A Study on User Satisfaction level from Terminal Five and Manaus Bus Stops, 2009

5.

Claudemir Andrade, transporte público mas sivo:brt manaus , 2014

6.

Agência Nacional de Transportes Aquaviários (ANTAQ), caracterização da oferta e da demanda do transporte fluvial de passage iros na região amazônica,2013

7.

Prefeitura de manaus sempre ao seu lado, plan mob manaus, 2014

8.

secretaria de portos da presidência da república, plano mestre porto de manaus, 2013

9. portodemanaus.com 10. antaq.gov.br

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