Vo l u m e 1
From Hydrogenerated Urban Environments to Hydro Retrofitting of The Metropolis:
The Florida-SĂŁo Paulo Dialogues Nancy Clark | Martha Kohen
From Hydrogenerated Urban Environments to Hydro Retrofitting of The Metropolis: The Florida-SĂŁo Paulo Dialogues
Exhibition / PowerPoint / Website / Documentation / Publication
Project Editors: Nancy Clark & Martha Kohen Photographs by: Jonathan Arcila-Garcia, Calvin Alex Di’ Nicolo, Omayra Diaz & Martha Kohen Contributing Professors: Nancy Clark Associate Professor Program Director of Global Lab Co-Founder Consortium for Hydro-Generated Urbanism University of Florida School of Architecture Martha Kohen Professor Co-Founder Consortium for Hydro-Generated Urbanism University of Florida School of Architecture Visiting Studio Professors - Critics: Milton Braga Founding Partner MMBB Arquitecto Professor at FAUUSSP Faculdade de Arquitetura e Urbanismo da Universidade de São Paulo Alexandre Delijaicov Professor FAUUSSP Faculdade de Arquitectura e Urbanismo da Universidade de São Paulo Graphics Editor Jonathan Arcila-Garcia Contributing Graphics Editor: Mitchell Clarke Portuguese/English Translation: Martha Kohen
No part of this book may be used or reproduced in any manner without written permission from the University of Florida, except in the context of reviews. Every reasonable attempt has been made to identify the owners of copyright. Errors or omissions will be corrected in subsequent editions. Andy L’Esperance, Douglas Crawford, Kimberly Connell, Timothy Beecken, Marzia Fiume, Danae Cardenas, Zilsalina Mendietta, Calvin Alex Di’ Nicolo, Karlos Rupf, Ulysses Santiago, Diego Vernille/Joel Bages/Ursula Troncoso ,Paul Stanley, Omayra Diaz, Marut Angsuratanawech, Mario Lambert, Fernanda Marx, Jonathan Arcila-Garcia
From Hydrogenerated Urban Environments to Hydro Retrofitting of The Metropolis: The Florida-São Paulo Dialogues - Nancy Clark & Martha Kohen University of Florida College of Design, Construction and Planning Dr. Christopher Silver, Dean School of Architecture 2008-2014 Martin Gold, Director School of Architecture 2014-present Jason Alread, Director © 2015 University of Florida Graduate School of Architecture
© Universidade de São Paulo Faculdade de Arquitetura e Urbanismo
Graduate School of Architecture University of Florida School of Architecture PO Box 115702 Gainesville, FL 32611-5702 gsoa.dcp.ufl.edu Universidade de São Paulo Faculdade de Arquitetura e Urbanismo FAU Cidade Universitária Rua do Lago, 876 05508.080 São Paulo SP Brasil usp.br/fau
10 - 11
São Paulo Workshop-Lecture
12 - 15
Revisiting Hydrogenerated Urbanism
16 - 17
Reconsidering Hydro Infrastructures Nancy Clark Associate Professor
18 - 19
The Metropolitan Water Ring of São Paulo
20 - 21
22 - 23
Florida Context and Chosen Sites UF GSoA Students
24 - 27
Florida Water Based Settlement Typologies UF GSoA Students
28 - 29
Introduction to Florida Intracoastal Waterway
30 - 31
Florida Waterways Projects UF GSoA Students
32 - 37
Reconsidering The Industrial River Edge As A Waterways Connector
Martha Kohen Professor
Alexandre Delijaicov Professor
Nancy Clark Associate Professor
Urban Recall: Jacksonville
Location: Jacksonville, FL Andy L’Esperance 38 - 41
Re-purposing A Decommissioned Naval Territory Aquascapes: Green Cove Springs Location: Green Cove Springs, FL Douglas Crawford
42 - 47
Protecting Heritage Settlements Interlaced Ecologies: Edge Adaptations For St. Augustine Location: St. Augustine, FL Kimberly Connell
48 - 53
Colonizing the Water Edge for Reaction and Permanence R.E.E.F. A Human Based Colony Location: St. Augustine, FL Timothy Beecken
54 - 59
Founding A Multi-Layered Coastal City The Urban Gator: Cape Canaveral Location: Cape Canaveral, FL Marzia Fiume Garelli
60 - 65
Adapting Infrastructural Bridges & Redeveloping Coastal Areas Working Waterways: Palm Beach Corridor Location: Palm Beach, FL Danae Cardenas
66 - 71
Providing A Podium Link For A Future To The Flood Towers Atemporal Synthesis: Re-Purposing & Adapting The Florida Skyline Location: Fort Pierce, FL Zilsalina Mendietta
72 - 75
Harmonizing Navigation & Ecology Along The Intracoastal Waterway Side by Side
Location: Ormand Beach, FL Calvin Alex Di’ Nicolo
Contents São Paulo, Brazil
São Paulo Hidroanel
78 - 81 82 - 83
The Metropolitan Water Ring of São Paulo and the Metropolitan Waterways System Alexandre Delijaicov Professor Research Group Fluvial Metropolis Alexandre Delijaicov Professor
84 - 89
São Paulo Context Analysis
90 - 91
São Paulo Hidroanel Projects
92 - 95
The Itaquera River Watershed
UF GSoA Students | Universidade de São Paulo Students Universidade de São Paulo Students
Urban Fluvial Infrastructure
Location: Jardim Helena-São Paulo, Brazil Karlos Rupf/ Ulysses Santiago 96 - 99
Tietê River and the Water Cities Re-urbanization of Itaim and Tijuco Preto streams Location: Jardim Helena-São Paulo, Brazil
100 - 101
São Paulo Hidroanel Projects UF GSoA Students
102 - 103
Presentation of the UF School Of Architecture Hidroanel Projects Martha Kohen Professor
104 - 109
Urbanizing The Metropolitan Access Nodes São Paulo: The Market
Location: Jardim Helena-São Paulo, Brazil Marut Angsuratanawech 110 -115
Threading A Metro Access To The Waterfront Cultural Thread
Location: Jardim Helena-São Paulo, Brazil Omayra Diaz 116 - 121
Providing Civic Significance To the Edge Condition Transitional Justice In Urai: Housing & Memory Location: Jardim Helena-São Paulo, Brazil Paul Stanley
122 - 125
Maximizing Waterfront Values For Education CEU + Linear Park + Water + Neighborhood Location: Jardim Helena-São Paulo, Brazil Mario Lambert
126 - 129
Lacing Neighborhoods With Arts & Nature River Park & Community Art Center
Location: Jardim Helena-São Paulo, Brazil Fernanda Marx 130 - 135
Creating A Beacon Identity For The Periphery The Vertical Soccer Metropolis: La Meca Do Futebol Location: Jardim Helena-São Paulo, Brazil Jonathan Arcila-Garcia
136 - 137
Conclusion and Further Work
138 - 139
Understanding Hydrogenerated Architecture
In every serious philosophical question uncertainty extends to the very roots of the problem. We must be prepared to learn something totally new. - Ludwig Wittgenstein. 1950
In the Academic Settings of the Graduate School of Architecture at the University of Florida, USA, and the Faculdade de Arquitetura , Universidade de São Paulo Brazil, and under the auspices of the Consortium of Hydro- Generated Urbanism, we undertook an international exchange program , inclusive of studios, lectures, and research workshops with the participation of professors and students, with field trips to both locations, to deepen to deepen the involvement of both parties on Hydro- Generated Urbanism. We would like to thank and acknowledge all the participants and sponsors that made this project a reality that continues to flourish. We are working continuously to deepen the research and design disciplinary components, inclusive of transdisciplinary contributions, to construct an archival inventory of opportunities for intervention that can illustrate and enrich the discussion of real issues regarding our societies’ response towards increased resiliency in times of enhanced risks on the impact of climatic change, but enhanced development opportunities. In this volume we present studio’s work jointly accomplished in the year 2013.
Martha Kohen Professor | Nancy Clark - Associate Professor
The importance of this publication lies in its dual character. First, as a repository of projects envisioned by two architecture schools that incorporate urban water edge conditions variations as a fore point of strategic thinking about our evolving environments. Second as a demonstration of fruitful international cooperation among Academic worlds that is able to enrich and enlighten both intellectual realms. It is a work in process, being deployed by both schools, and reflected in the Consortium for Hydro Generated Urbanism. Members of the Consortium have been working since 2008 in the subject of Fluvial and Water based Urbanism through Research Studios. The Florida Peninsula has used a pre-existing navigable waterway, the Indian River, as it settled stringed developments, barrier islands, manmade islands and water based neighborhoods. The Intracoastal location provided safety and more protected access to navigation from prehistoric to colonial times. The modern urban agglomerations have been formed by the aggregation of successive interventions and not completed by the foresight of its inception along the post WWII, of metropolitan logics. Only the national and state transportation networks become this pluri-central settlement connector, encroached at capacity With rising water levels at sight, the navigability of the water bodies increases. Facing the need of the aspirations for adaptation to future conditions, and simultaneously searching for alternatives to the critical road system, associated with the possibilities of new vessel typologies, we are called for reconsideration of the role of the waterways in the future of the Florida metropolitan areas. The rich variety of typological settlements by the water edge, pose both a challenge and an asset to be discussed through the contemporary conditions. The Greater SĂŁo Paulo Metropolis on the other hand, though born on the margins of an aquatic and fluvial environment, encroached its natural conditions by canalizing, covering the waterways and occupying its basins, to dramatic consequences of flooding neighborhoods and infrastructural assets. Current proposals developed by the University of SĂŁoPaulo, through the Grupo Metropole Fluvial, together with the Metropolitan and Municipal authorities, are creating multifunctional fluvial facilities to not only deal with the vastness of its informal peripheries expanding urbanization problems, but to create navigable waterways at regional metropolitan level, at a scale that validates its use as a goods transportation network for bulk loads. Both environments have profited from each other through this exchange. The Florida thought is enriched through the introduction of a Metropolitan attitude in the use of its navigable resources, an attitude that would allow the transportation of goods and passengers through navigation systems, while the SĂŁo Paulo thought has visualized the ideas of the periphery as the new centrality for the future of the metropolis, through the multiplicity of possibilities ascribed to the artificial management of the land water edge in creative ways, codified for the Florida situation. 8
São Paulo Workshop/Lecture
Martha Kohen Professor | Nancy Clark - Associate Professor
Lecture Introduction Professor Milton Braga from the Universidade de São Paulo is presenting the visiting faculty and student representatives from the University of Florida. He is establishing the premise and foundation for the presenting lecturers professor Martha Kohen and associate professor Nancy Clark from the University of Florida.
Professor Milton Braga da Universidade de São Paulo está apresentando a faculdade visitar e representantes dos estudantes da Universidade da Flórida. Ele está estabelecendo a premissa e base para o professor palestrantes apresentando Martha Kohen e professor associado Nancy Clark da Universidade da Flórida.
Disscussion After a very successful lecture the floor is opened for a brief discussion about topics presented. Alejandre Delijacov professor from the Universidade de São Paulo, is asking questions of interest that would influence the student body to participate in the discussion.
Depois de uma palestra muito bem sucedido no chão é aberto por um breve disscussion sobre temas apresentados. Alejandre Delijacov professor da Universidade de São Paulo, é fazer perguntas de interesse que influenciam o corpo discente para participar do disscussion.
Within the framework of the Cooperation Agreement between the University of Florida, and the Universidade de São Paulo, we developed in 2013 a collaborative studio that explored contemporary urban design thought and metropolitan strategies to be applied in two contrasting environments, whose identity is determined by aquatic resources and environments : The East Florida Intracoastal Waterway, in the USA, and the proposed Hidroanel Metropolitano in the Eastern region of the city of São Paulo, Brazil. With the main parameters of sustainability and resilience, integrated with human based economic development, the research experimented with site specific interventions aimed at the demonstration of strategies, programmatic and spatial possibilities. The research speculates, on the assumptions of climatic changes, on the environmental and economic future of Florida’s waterways, through topics of navigation, accessibility, infrastructure, centrality and density. It explores possibilities of enhancing urbanity in the new waterfront created by the Hidroanel structure, integrating safely the informal settlements to the new Metropolis of the XXI Century Students chose to work and develop specific sites in either location. They identified program, and designed proposals encompassing the architectural, urban and metropolitan scales. Each project focuses in a prominent aspect, but contains components that cross pollinate interests. The projects simultaneously address the scales of the system and the scale of an architectural intervention. Throughout the semester the studio engaged in an ongoing dialog between students and professors of both schools, inclusive of field visits, media communications, workshops and lectures.
No marco do Convenio de Cooperacao existente entre a Universidade da Florida e a Universidade de São Paulo, foi desenvolvido em 2013 um laboratorio colaborativo de projetos que explorou a aplicacao do pensamento urbano e estrategias metropolitanas contemporáneas, em dois localizacoes contrastantes, porem com a sua identidade determinada por recursos y ambientes aquaticos: O Canal Intracostal Leste, no Estado da Florida, USA, e o proposto Hidroanel metropolitano de São Paulo, Brasil, na regiao Leste da cidade. Com os parámetros fundamentais retores de sustentabilidade e resiliencia, integrados a economía humana, a pesquisa explorou com intervencoes especificas ao local, a prefiguracao e demostracao de estrategias, e posibilidades programáticas e espaciais. A Investigacao especula assumindo as consequencias possiveis devido a mudanca climática, explorando posibilidades para o entorno económico das hidrovias da Florida atraves de temas de accesibilidade, navegacao, infraestrutura, centralidades e densidade. Tamben esplora posibilidades de melhoramento da urbanidade no novo frente aquatico creado pela estructura do Hidroanel, integrando com parámetros de seguranca os assentamentos informais na metrópolis do seculo XXI. Os estudantes escolheram os sitios de intervencao e definiram os programas a desenvolver. Eles projetaron propostas que incluem as escalas arquitetonica, urbana e metropolitana. Cada projeto se focaliza num aspeto prominente, mas contem componentes cruzados que enriquecem a proposta com multiplicidade, enfocando simultáneamente as escalas do sistema maior e a proposta a escala arquitetonica. No decorrer do laboratorio, no segundo semestre do 2013, se estableceu um dialogo ativo entre estudantes e profesores de ambas escolas de Arquitectura, incluindo visitas de campo, comunicacoes mediaticas, ateliers de trabalho e palestras.
Revisiting Hydrogenerated Urbanism Martha Kohen Professor
In the water determined territories of the East Coastal areas of Florida, the laboriously crafted manipulation of the water edge conditions has created fragile locations for settlement that are endangered by the foreseeable future climatic condition. The studio and workshops held in Florida and São Paulo have examined possible strategies and proposals, in a comparative exercise that involves also strategies for low lying areas in the city of São Paulo.
Na água determinados territórios das áreas costeiras do leste da Flórida , a manipulação laboriosamente trabalhada das condições borda da água criou locais frágeis para liquidação que estão ameaçadas de extinção pela condição climática futuro previsível. O estúdio e oficinas realizadas na Flórida e São Paulo têm examinado as possíveis estratégias e propostas , num exercício comparativo que envolve também estratégias para áreas baixas na cidade de São Paulo.
We have understood generations ago the crucial role that the prefiguration of possible futures, in general generated by unprejudiced and young minds, can play in the real outcomes of our future built environments. Joining forces from Athenaeums in North America, South America and Europe, through the work of our professors, researchers and students, we can imagine possibilities beyond our present societies ‘comfort zones to propose ideas for our uncertain future and help create it. These exercises are intensely fertile in opening the field to initiate the public discussion of our physical and environmental future, through the three sided contribution through lectures and presentations, publications and the construction of projects data banks. Given that we believe in the future, and have a non-fatalistic attitude, we envision the future as our creative task. It is a complex task in its nature, involving interdisciplinary efforts and society’s support and approval as much as foresight, creativity and imagination.
Compreendemos gerações atrás, o papel crucial que a prefiguração de futuros possíveis , em geral gerado por mentes sem preconceitos e os jovens , pode jogar nos resultados reais de nossos ambientes futuros construído. Unindo forças de Ateneus na América do Norte , América do Sul e na Europa, por meio do trabalho de nossos professores, pesquisadores e estudantes , podemos imaginar possibilidades além zonas de conforto de nossas sociedades atuais para propor ideias para o nosso futuro incerto e ajudar a criá-lo. Estes exercícios são intensamente fértil em abrindo o campo para iniciar a discussão pública do nosso futuro física e ambiental , por meio da contribuição de três lados por meio de palestras e apresentações , publicações e construção de projetos de bancos de dados . Dado que acreditamos no futuro, e ter uma atitude não- fatalista , nós encaramos o futuro como a nossa tarefa criativa. É uma tarefa complexa em sua natureza , envolvendo esforços interdisciplinares e sociedade de apoio e aprovação tanto como visão, criatividade e imaginação.
The prefiguration of possible futures is not like opening a Pandora Box. By the fact of its double characteristic of being a co-guided enterprise and that it only performs an academic or cultural exercise, that may or may not result in future actions, allows its existence. One of the clear outcomes is the increased public involvement and participation and the risen consciousness about the options opened, resulting in the strengthening of our actions in a democratic modality. Generally there is a time lag that can even reach multiple decades, between the initial visualization of possible futures and how these ideas percolate into society, but we have seen it repeatedly as a real pattern. It constitutes a bet and a leadership gesture by the academic realm to contribute to the advancement of society. Academic freedom and independent thought allows for the flourishing of these kinds of exercises. It can be exercised by Universities or cultural institutions as Museums or professional orders. 12
A prefiguração de futuros possíveis não é como abrir uma caixa de Pandora. Pelo fato de sua dupla característica de ser uma empresa co- orientada e que só realiza um exercício acadêmico ou cultural , que pode ou não resultar em ações futuras , permite a sua existência. Um dos resultados claros é o maior envolvimento e participação pública ea consciência aumentou sobre as opções abertas , resultando no fortalecimento de nossas ações em uma modalidade democrática. Geralmente há um intervalo de tempo que pode chegar até várias décadas , entre a visualização inicial de futuros possíveis e como essas idéias se infiltrarem na sociedade, mas temos visto repetidamente como um padrão real. Constitui uma aposta e um gesto de liderança pelo âmbito acadêmico para contribuir para o avanço da sociedade . A liberdade acadêmica e pensamento independente permite o florescimento desses tipos de exercícios. Ele pode ser exercido por universidades ou instituições culturais como museus ou ordens profissionais.
Public administrators that understand this vision are ready to support them, even to the risk of their current strategic systems towards the opening of the future. For public officials and technical staff, the participation in the creations of options for the future of our cities is a double opportunity: on one hand to enrich the academic milieu with the knowledge of the real and unmitigated choices of the administration, and on the other hand to refresh their views with an enlargement of the publicly established horizons. The participating academic partners in this exercise, students and professors came together from Florida and North Carolina in the USA, Rome in Italy, Thailand, and São Paulo and Rio de Janeiro in Brazil. For our students and professors the opportunity to conceptualize ideas under new paradigmatic constraints and opportunities is an unparalleled pedagogical tool in the development of critical thinking skills. It favors the understanding of commonalties and dissimilarities in our globalized societies, and the discovery of new platforms of knowledge, enabling technological transfers and innovation. The diversity of approaches in different cultural and material situations confronted with each other contributes to enrich the possibilities
Administradores públicos que entendem essa visão está pronto para apoiá-los , mesmo com o risco de os seus sistemas estratégicos atuais para a abertura do futuro. Para os funcionários públicos e técnicos, a participação nas criações de opções para o futuro de nossas cidades é uma oportunidade dupla : por um lado, para enriquecer o meio acadêmico com o conhecimento das escolhas reais e irrestritas da administração , e por outro mão para atualizar seus pontos de vista com um alargamento dos horizontes estabelecidos publicamente.
Os parceiros acadêmicos que participam neste exercício , os alunos e professores se reuniram na Flórida e Carolina do Norte , nos EUA, Roma na Itália , Tailândia, e em São Paulo e Rio de Janeiro, no Brasil . Para os nossos alunos e professores a oportunidade de conceituar idéias sob novos constrangimentos e oportunidades paradigmáticas é uma ferramenta pedagógica unpararelled no desenvolvimento de habilidades de pensamento crítico . Favorece a compreensão de elementos comuns e diferenças nas nossas sociedades globalizadas , ea descoberta de novas plataformas de conhecimento , permitindo transferências de tecnologia e inovação. A diversidade de abordagens em diferentes situações culturais e materiais confrontados com o outro contribui para enriquecer We are facing head on the issues generated by climate as possibilidades change. As applied to our initial historical predilection to settle in water proximity, and its successive consolidation along his- Estamos diante de cabeça sobre as questões geradas pela torical development, the issues have become pressing and mudança climática. Quando aplicado à nossa predileção must be addressed. Favoring an exploration of multiple strat- histórico inicial para se estabelecer em proximidade de água egies for two quite different situations, each specificity has , e sua consolidação sucessiva ao longo do desenvolvimencontributed to the enrichment of possibilities. The exercise to histórico, as questões se tornaram premente e deve ser was undertaken by professors and students from the Univer- tratada . Favorecendo uma exploração de múltiplas estratésity of Florida, and the University of São Paulo, with the goal gias para duas situações bastante diferentes, cada especof studying the future of urban metropolitan settlements in the ificidade tem contribuído para o enriquecimento de possibforeseeable upcoming conditions of gradual sea level rise for ilidades. O exercício foi realizado por professores e alunos Florida, to be considered in conjunction with increased storm da Universidade da Flórida, e da Universidade de São Paulo, surge conditions. For São Paulo, the increased precipitation com o objetivo de estudar o futuro dos assentamentos metpatterns, in intensity and duration, that together with the aug- ropolitanas urbanas nos próximos condições previsíveis de mentation of impervious surfaces produces damaging floods gradual elevação do nível do mar para a Flórida , para ser in low lying settlements. The study focused as well on the pro- considerado em conjunto com o aumento das condições de tection and permanence of infrastructural assets, accessibili- sobretensão tempestade. Para São Paulo, o aumento dos padrões de precipitação, em intensidade e duração , que, juntaty, public space and real estate conservation. mente com o aumento das superfícies impermeáveis produz The Studio generated visualizations of organic additions of inundações prejudiciais em assentamentos baixas. O estudo meaningful public space, innovative and inclusive programs incidiu também sobre a protecção ea permanência de ativos seeking to foster urbanity and human dignity as much as the de infra-estrutura , acessibilidade, espaço público e consersustainable conservation of natural and economic resources. vação de imóveis . The projects were required to consider critically the strategies for implementation along time, its possible implemen- The Studio gerado visualizações de adições orgânicas do tation phases inclusive of primary economic viability.The espaço público significativo , programas inovadores e inclustrategies developed then for both geographical locations, sivos que buscam promover urbanidade e de dignidade huthough demonstrated only specifically for only one of them mana , tanto quanto a conservação sustentável dos recursos through a specific project, could apply in multiple alternative naturais e econômicos. Os projetos foram obrigados a conlocations and offer a demonstrative array of the intervention siderar criticamente as estratégias para a implementação ao possibilities. As an introduction to the projects, we will review longo do tempo , as suas fases de implementação possíveis the pursued strategic ideas, for Florida and São Paulo that , inclusive de viabilidade econômica primária.As estratégias are specifically demonstrated through the developed projects desenvolvidas , em seguida, para ambas as localizações geográficas , embora demonstrada apenas especificamente that follow. para apenas um deles por meio de um projeto específico , poderia aplicar-se em vários locais alternativos e oferecem uma variedade demonstrativo das possibilidades de intervenção. Como uma introdução aos projetos , vamos analisar as idéias estratégicas a atingir, para a Flórida e São Paulo que são especificamente demonstrados através dos projetos desenvolvidos que se seguem. UF G|SoA
Florida Strategic Ideas
1.Harmonizing increased navigation and ecology along the Intracoastal Waterway under increased water levels and intensification of the metropolitan settlement. Project: Side by Side by Calvin di Nicolo
2.Providing a Podium link for a Future to the flood threatened Coastal Towers Project: Atemporal Synthesis. Re-purposing and readapting the Florida Coastal Skyline by Zilzalina Mendieta
3.Adapting structural bridges in conjunction with the redevelopment of the coastal waterfronts Project : Working waterways at the Palm Beach corridor by Danae Cardenas
4.Founding a Multilayered Coastal City Project: The urban Gator at Cape Canaveral by Marzia Fiume Garelli
5.Colonizing the water edge for reaction and permanence of existing settlement Project : R.E.E.F A human based Colony by Timothy Beeken
6.Protecting Heritage Settlements Project : Interlaced ecologies: Edge adaptations for Saint Augustine by Kim Connell
7.Reconsidering the industrial River edge as a Waterway’s connector Project : Urban Recall at Jacksonville by Andrew L’Esperance
8.Repurposing a decommissioned naval territory Project : Aquascapes at Green Cove Springs by Douglas Crawford
São Paulo strategic Ideas for Jardim Elena
1.Creating a beacon identity for the Periphery Project : The vertical Soccer Metropolis: a Mecca do Futbol by Jonathan Arcilla-Garcia
2.Lacing Neighborhoods with Art and Nature Project : River Park and Community Art Center by Fernanda de Andrade Marx
3.Maximizing waterfront values for education Project: CEU + Linear Park + Neighborhood by Mario Lambert
4.Providing Civic significance to the Edge condition Project : Transitional Justice in URAI, Housing and Memory by Paul Stanley
5.Threading Metropolitan access to the waterfront Project : Cultural Thread by Omayra Diaz
6.Urbanizing the Metropolitan Access Nodes Project : The Market by Marut Angsuratanawech
Interlacing strategies The projects present a complex association of urban and architectural strategies that recombine themselves in distinct proposals. These strategies have been explored in the two situations, both in Florida and in São Paulo. The 10 main ideas that sustain these interventions are annotated below, and can be found in the analysis of each specific project: -Envisioning adaptive and connective new urban paradigms at territorial scale. Florida: Beeken , Fiume Garelli, Crawford and Di Nicolo São Paulo : Arcila-Garcia,Diaz, Stanley , Lambert, Angsuratanawech, Marx -Addressing Social and Settlement patterns with innovative outlooks Florida: Di Nicolo, Fiume, Beeken São Paulo: Arcila-Garcia, Marx, Diaz -Creating a springboard for an increase in navigation potential Florida: Crawford, L’Esperance, Fiume Garelli, Di Nicolo São Paulo: Marx, Arcila-Garcia, Lambert, Diaz. -Preserve and develop infrastructural assets Florida: Fiume Garelli, L’Esperance, Crawford, Di Nicolo São Paulo: Angsuratanawech -Create new Urban infrastructural assets Florida : Cardenas, Mendieta , Connell, Di Nicolo São Paulo : Arcilla-Garcia, Marx, Lambert, Diaz -Managing new conditions in natural resources creating unforeseen sustainable proposals Florida: Di Nicolo, L’esperance, Connell São Paulo: Stanley, Lambert. -Develop new waterfront concepts Florida : Connell, L’Esperance, Cardenas, Mendieta, Beecken, Di Nicolo, Crawford, Fiume São Paulo: Lambert, Diaz, Stanley, Marx -Create economic development opportunities Florida : Di Nicolo, Crawford, L’Esperance São Paulo: Diaz, Angsuratanawech, Arcila-Garcia, Marx, Stanley -Reuse existing waterborne decommissioned or underutilized sites Florida: Crawford, L’esperance, Fiume São Paulo: Stanley -Create new concepts in public space and social facilities Florida : L’Esperance, Fiume, Cardenas ,Mendieta São Paulo: Arcila-Garcia, Marx, Lambert -Adapting existing settlements to climate change conditions Florida: Beeken, Connell, Mendieta, Cardenas São Paulo: Stanley, Diaz -Focusing on localized social innovation systems through programmatic proposals Florida: L’Esperance, Fiume, Beeken São Paulo : Stanley, Arcila-Garcia, Marx
Reconsidering Hydro Infrastructures Nancy Clark Associate Professor
The one hundred fifty year trajectory of Florida’s modern settlement has created a legacy that requires us to now rethink the hydro-metropolis and the influence of natural components in the future and recovery of our urban areas. Looking back, perhaps the one crucial factor that would affect Florida’s future development more than anything else over the course of its history was the federal government’s possession of 20 million acres-nearly 2/3 of the state’s land area -designated by the government as “swamp and overflow land”. In the 1850’s, in accordance with the Internal Improvement Act, the federal government began to grant the new state of Florida millions of acres of swamp lands to encourage modifications such as drainage and reclamation. This set the stage for metropolitan and industrial expansion of Florida. Over the following 30 years, the state’s population grew 210% from 87,000 to 270,000. As a result of this massive effort to remake its environment, much of Florida’s terrain and hydrology is artificial, especially the landscape south of Lake Okeechobee, which is essentially an engineered environment modified with canals, levees and dikes. 19th century industrialization and 20th century urban growth lubricated by post-war federal benefits, DDT, and the Federal Highway Act have stood as the transformational force of Florida’s hydro ecologies and in the relationship between urban developments and our surrounding environment. Subsequently, we believe the contemporary urban project must involve confronting the consequences of these past relationships while wrestling with the resultant environmental problems of the present such as pollution, flooding, health risks, and land degradation. In response, we are investigating new paradigms for Florida’s water-based settlements by exploring the role that urban waterways can have in the process of urbanization and urban regeneration in the 21st century using the Florida Intracoastal Waterway as our context. We began our work with some key assumptions. First, it is not only our past but also our future and the inevitability of environmental and climate changes that requires rethinking current modes of the development of cities on water. Florida is particularly vulnerable to water fluctuations and is emblematic of many coastal cities nationally and internationally. The state is ranked first out of the top ten nationally ranked states, counties and cities for largest total populations living on land less than four feet above local high tide, with half of the total exposed population and 8 of the 10 most vulnerable cities in the U.S. It is also clear that Florida will continue to experience intense population growth in the 21st century. Less understood is the impact of displaced populations due to environmental migration. Finally, we anticipate the inevitable impact on the environmental and economic future of Florida’s waterways through topics the state of infrastructure Post-Panamax, continued population growth, as well as Florida’s ever changing coastline. The dialogue with São Paulo and a study of its proposed 16
Hidroanel Metropolitano de c Paulo was instrumental in our understanding of the transformative role of hydro-infrastructures and the potential of the use of natural values to improve urban health, the quality of life, and urban equity. Together, we explore the ways in which metropolitan thinking can be applied to Floridaâ€™s hydro environments and the ways in which hydro-generated urban strategies can be implemented in the Hidroanel thus creating new possibilities in both locations. In the Florida territory, the research identified and envisioned the opportunity for metropolitan facilities and new infrastructures. In the Paulista territory, this research enriched the basic Hidroanel ring with site specific developments. Ultimately, our intention is to raise awareness about the future hydro environment of Florida through project based research that can serves as a catalyst for action. We are investigating the potential relationships between new systems of coastal planning, environmental stewardship, and metropolitan life and, throughout the process; we have looked to the historical precedents of Floridaâ€™s urban environments spawned through a territorial manipulation of the aquatic systems and the use of hydro infrastructures. Just as the great public works projects of the past such as the transcontinental railway and the interstate highway system were essential to the our economic growth last century, we must revisit thinking large about infrastructure in the 21st century to confront our new environmental reality. What follows are a series of propositions that frame the need address Floridaâ€™s urban future in terms of community infrastructures and neighborhoods ecologies by imagining new communities responsive to the future environmental conditions, establishing new patterns of connectivity and navigability, and identifying development opportunities to create urban densities and new urban cores.
The Metropolitan Water Ring of São Paulo Alejandre Delijacov Professor
When the Portuguese occupied the water basin of the High Tiete River nearly five centuries ago, they found a network of native villages situated in the hills among rivers in the confluence of the water bodies. The rivers where navigable routes of communication between these villages’ fluvial ports. We had there the embryo of the desired São Paulo as a Fluvial Metropolis. Among the dozens of villages’ fluvial ports in existence at the time of occupation, the Portuguese chose the one that had the most strategic location from a military point of view, to become the main port, or general port. The other villages that were occupied formed a ring of control ports of the navigable ways, and of protection of the general port- a citadel fortified by the waters and by the fields of the basins of the Piratininga: São Paulo of Piratininga, or São Paulo of the Piratininga River-presently the river Tamanduatei. Probably along thousands of years, or at least centuries, the indigenous populations that inhabited the watershed of the High Tiete knew how to construct the architecture of their place. Along the first period of the Colonial times, the Portuguese took advantage of the places, the trails and the navigable ways of the indigenous people. Starting in 1850, with the passing of the water laws and the land laws, when Brazil evolved from the regimen of concessions of land to a system of market of lands, the river beds and the flood plains began to be invaded, parceled and sold. In less than one hundred and sixty years, what should have been the main public place of the citizens of the São Paulo Metropolis, the main riverbeds of the river Piratininga, (now called Tamanduatei) the Grande River (now called Pinheiros) and the Principal River, (now called Tiete or True River) were invaded, parceled and sold. And the minor beds of these rivers-narrow and shallow channels that run slowly along the bottom of the larger water beds were rectified, transformed in open sewage channels and confined by urban roadways in the lower valleys –peripheral avenues for express and rapid transit- that collaborated to degrade the river urban environment and permanently isolated the remainder of rivers – the present narrow an shallow channels- from the rest of the city. We built the greater part of our São Paulo Metropolis within the larger riverbeds of rivers and streams that constitute the High Tiete river basin, the main public urban places of humans within water territories. We built a desert metropolis where there was a latent river Metropolis, as an improvised camping ground of more than twenty million citizens. It is a picture of our institutional fragility in the collective construction of the public domain. After a hundred and twenty years, we are still building a democratic republic, in fact participative. 18
Quando os Portuguese ocuparam a bacia hidrográfica do Alto Tietê, há quase cinco séculos atrás, encontraram uma rede de aldeias indígenas, situadas no alto de colinas entre rios, nas confluências das águas. Os rios eram as vias navegáveis de comunicação entre essas aldeias portos fluviais. Estava lá o embrião da desejada São Paulo Metrópole Fluvial. Das dezenas de aldeias portos fluviais existentes na época da ocupação, os portugueses escolheram a que tinha localização mais estratégica do ponto de vista militar para ser o porto principal ou porto geral. As demais aldeias que foram ocupadas formaram o cinturão de portos de controle das vias navegáveis e de proteção do porto geral – cidadela fortificada pelas águas e pelos campos das várzeas o Piratininga: São Paulo do Piratininga ou São Paulo do rio Piratininga – atual rio Tamanduateí. Provavelmente durante milhares de anos ou, no mínimo, séculos, os povos indígenas que habitavam a bacia do Alto Tietê souberam construir coletivamente a arquitetura do seu lugar. Durante a primeira fase do período colonial, os portugueses aproveitaram os lugares, as trilhas e as vias navegáveis dos povos indígenas. A partir de 1850, com a promulgação da lei das águas e da lei das terras, quando o Brasil passou do regime de concessão de terras para o de compra e venda de terras, os leitos maiores dos rios – as várzeas – começaram a ser invadidos, loteados e vendidos. Em pouco mais de cento e sessenta anos, o que deveria ser o primordial logradouro público dos cidadãos da Metrópole de São Paulo, os leitos maiores do rio Piratininga (atual Tamanduateí), rio Grande (atual Pinheiros) e rio Principal (ou rio Verdadeiro – Tietê), foram invadidos, loteados e vendidos. E os leitos menores desses rios – canais estreitos e rasos que corriam lentamente serpenteando o fundo dos leitos maiores – foram retificados, transformados em canais de esgoto a céu aberto e confinados por rodovias urbanas de fundo de vale – avenidas marginais de trânsito expresso e pesado – que colaboraram para a degradação da estrutura ambiental urbana fluvial e isolaram definitivamente o resto que sobrou dos rios – atuais canais estreitos e rasos – do resto da cidade. Construímos grande parte da nossa Metrópole de São Paulo dentro dos leitos maiores de todos os rios e córregos que formam a bacia hidrográfica do Alto Tietê – dentro do primordial logradouro público das cidades, da humanidade, dentro do território das águas. Construímos a Metrópole do Deserto onde havia a latente Metrópole Fluvial, como um acampamento improvisado com mais de vinte milhões de cidadãos. Retrato da nossa fragilidade institucional
São Paulo and other Brazilian cities are subject to an extreme mercantile and road driven urbanism that degrades urban environmental structures, the urban landscape, and the human relationships that look for the individual and collective wellbeing of citizens. The city turned their backs towards their rivers, the population cannot envisage anymore the virtues of living close to their urban rivers, to walk along roadways and shaded pedestrian ways, to access daily urban river parks with beaches and piers: the dulled and resigned look of the citizens that lost the panorama of an urban river landscape. The root of this blindness is in the mentality behind the infrastructure. The most important architecture, the one that interests us all, is the architecture of place, that is, the collective construction - conquest- with the objective of the health and wellbeing of all. To invest in the quality of the urban environmental structures means to prioritize investments in sewage and health. Cities are unfinished works of art, in a good sense that is open works of art that can be modified, collective authorship works of art, authors that are alive at the same time together with those that are no more alive and those who have no yet been born. This masterwork of humanity depends upon continual investments in education and culture –philosophy and art. Otherwise it will become rather than the collective open and unfinished work of art, the misery of the disaster and the indignities of an improvised perpetual unhealthy camping ground where urban rivers are narrow open air sewage channels confined by urban highways. The cities, the largest and most extraordinary work of art of mankind,- our home- this open and unfinished work of collective art, that allow us all together to be able to completely change our place, our constructed nature, towards an improvement in the quality of life for all depends upon critic and collective action with the poetic intention to supply shelter for all, esthetic-technical proficiency to structure this poetic shelter, and ethical incentive to support the esthetic structure that intends to sustain the poetic dimensions of the shelter–of the city. The deep foundations of this ethical incentive lie in the four fundamental roots of the humanistic social, public, and collective critique and action dimensions, an active life that happens in the public space and transforms the architecture of the place and its program: of meetings of trust, of conviviality of the different cultures: parks, ports and public infrastructure for education, culture sports, leisure social and health needs, along the margins of urban rivers. Housing that faces parks and river ports, slow urbanism, a living street and light infrastructures are concepts that reinforce the virtues of living, studying and working close by, to walk, to cycle and to navigate within and urban environmental structure in the presence of water and trees: blue and green urban infrastructure of capillary nature present in all the urban fabric and necessary to physical and mental health, the wellbeing and the pleasure of constructing the imagined wished for interior, necessary to the human and the urban conditions.
da construção coletiva da coisa pública. Após cento e vinte anos ainda estamos construindo a república democrática, de fato, participativa. São Paulo e demais cidades brasileiras estão submetidas a um urbanismo extremamente mercantilista e rodoviarista que degrada a qualidade das estruturas ambientais urbanas, a paisagem urbana, e as relações humanas que visam o bem estar individual e coletivo dos cidadãos. As cidades estão de costas para os seus rios. Os habitantes das cidades não enxergam mais as virtudes de poderem viver próximo aos seus rios urbanos, caminharem ao longo de calçadões arborizados beira-rio, frequentarem diariamente os parques fluviais urbanos, com praia e cais. O olhar opaco e resignado dos habitantes das cidades perdeu a perspectiva e o panorama da paisagem fluvial urbana. A raiz desta cegueira esta nas infraestruturas das mentalidades. A arquitetura mais importante, a que interessa a todos, é a arquitetura do lugar, ou seja, a construção –conquista – coletiva do lugar, visando o bem estar e saúde de todos. Investir na qualidade das estruturas ambientais urbanas é priorizar os investimentos em saneamento e saúde. As cidades são obras de arte inconclusas, no bom sentido, ou seja, obras de arte abertas, que podem ser modificadas, obras de arte de autoria coletiva, autores que estão vivos ao mesmo tempo, junto com aqueles que não estão mais vivos e aqueles que ainda não nasceram. Esta obra prima da humanidade depende de investimentos contínuos em educação e cultura – filosofia e arte. Caso contrário passará das virtudes de uma obra de arte, coletiva, aberta e inconclusa para a miséria do desastre e indignidade de um acampamento improvisado perpétuo e insalubre, onde os rios urbanos são canais, estreitos, de esgoto a céu aberto, confinados por rodovias urbanas. As cidades, maior e mais extraordinária obra de arte da humanidade – a nossa casa – esta obra de arte aberta e inconclusa, de autoria coletiva, que permite que todos nós, juntos, possamos mudar completamente nosso lugar, nossa natureza construída, para a melhoria da qualidade de vidas de todos depende de crítica e ação coletiva com intenção poética de providenciar o abrigo para todos, proficiência estética-técnica para estruturar este abrigo poético, e alicerce ético para apoiar a estrutura estética que pretende sustentar a dimensão poética do abrigo - da cidade. As fundações profundas deste alicerce ético estão nas quatro estacas raízes fundamentais da dimensão humanista, social, pública e coletiva da crítica e ação, vida ativa que acontece no espaço público e transforma a arquitetura do lugar e a arquitetura do programa do lugar: de encontro, confiança, convivência das diferenças – esquinas culturais / cais culturais: parques, portos e equipamentos públicos de educação, cultura, esportes, lazer, assistência social e saúde ao longo da orla fluvial dos rios urbanos. Habitação de frente para os parques e portos fluviais urbanos. Urbanismo lento, rua viva e infraestruturas leves são conceitos que reforçam as virtudes de morar, estudar e trabalhar perto, caminhar, pedalar e navegar dentro de uma estrutura ambiental urbana com a presença da água e das árvores: infraestruturas urbanas azuis e verdes, capilares, presentes em todo tecido urbano, necessárias para a saúde física e mental, bem estar e prazer de construir o imaginário interior desejado, necessárias à condição humana e a condição urbana. UF G|SoA
F l o r i d a Wa t e r w ay s
Florida Context and Chosen Sites
Florida waterways have shaped its settlement since the prehistoric Calusa and Timucua times. They have allowed the safe navigation in the perimeter, at different scales, through the channels comprised between the barrier islands and the mainland, and thru the penetration into the bountiful territories following the rivers Apalachicola, Suwanee and Saint John, fostering the extraction of raw materials and the XIX Century early industrialization. The XX Century saw the adaptation to bigger and modern vessels for commercial and cruise ships in ports infrastructure as well as the myriad marina mooring for recreational boats. The next phase, in the XXI Century will probably include the adaptation of the ports to the new post panama standards in the ports, but also the incorporation of the extraordinary widespread navigational assets to include metropolitan possibilities for cargo and public transport development and simultaneously prepare to adapt to climate change and sea level rise. After researching these issues, the studio has chosen to explore visions and possibilities for eight sites, reconfiguring dismissed naval and industrial water based locations, repurposing cities, buildings and infrastructural assets to face the expected conditions of change.
Water Based Settlement Typologies
Preparing for proposals in codes changes, the studio also focalized in the analytical description and possible classification of recurrent settlement patterns by the water. These typologies would be impacted in similar ways by the changing conditions in the next 60 years ahead. The Hydro-generated Typological Settlement patterns initiate the research for the Analytical Atlas that will reach the whole Florida peninsula, and will expanded in future studios in 2014-15. 24
Introduction to Florida Intracoastal Waterway Sites Nancy Clark - Associate Professor
Location: Jacksonville, FL
Location: Green Cove Springs, FL
Location: St. Augustine, FL
Location: St. Augustine, FL
Calvin Alex Di’ Nicolo Location: Ormand Beach, FL
Location: Cape Canaveral, FL
Zilsalina Mendietta Location: Fort Pierce, FL
Location: Palm Beach, FL
With over 2,000 km of coastline surrounding the peninsula, rising tides are an obvious concern for Florida. Coastal communities and tidal habitats will be increasingly stressed by the interaction of climate change impacts with development and population growth. Of course, we have exacerbated the situation through the manipulation of our hydro- landscapes over the past century. In south Florida, much of what was once a vital hydrological ecology for the region become agricultural land and urbanized areas. The natural landscape was also reworked along the coastline with the construction of the Florida Intracoastal Waterway, a protected navigable route made of natural inlets, saltwater rivers, bays, and sounds as well as artificial canals encircling the state. Running in parallel with the railway along the Atlantic Ridge, a geological formation that evidences the cycles of the coasts ebb and flow over millions of years, the Atlantic inland waterway is a feat of engineering and audacity. It spurred settlements along its length and to the west where entire cities emerged out of wetlands and acres of artificial islands were created for developmentdevelopments now vulnerable to the impact of our changing coastal environments. Less known is the impact of Florida’s karst topography on the interior of the state in the face of inundation. Florida has a porous underground geological substrate made of limestone which acts like a sponge. As we have continued to drain the fresh water aquifer below us and the wetlands surrounding us, ground water level has risen and sea water has filled the gap from below creating saltwater intrusion as well as the subsequent and inevitable 28
inland inundation and flooding. Consequently, many strategies that are being considered in other at-risk locations such as New York City and the Netherlands will not work for Florida. Dikes and flood gates will not stop the water. Furthermore, in regions with low lying inland areas, especially in the southern region of the state, retreat will not necessarily resolve the situation either. Clearly, adaptation in large portions of Florida will require future development to elevate as much as to relocate. In response, we propose a series of redevelopment projects, set along the 400 miles of coastline of the Florida Atlantic Intracoastal Waterway, that attempt to shape these facts into an opportunity to envision and to build an environmentally viable urban future for these cities. Each project proposes an innovative hydro-infrastructure that not only mitigates environmental concerns but also performs a productive civic and social function in the re-visioning of each urban territory set in its new relationship to the water. The projects that follow imagine a series of four scalable adaptation strategies that can be deployed to address the current concerns and latent opportunities for waterway cities. Rather than displacing whole communities, we examined the potential of introducing new infrastructures that elevate the services and activities of the community as well as entire neighborhoods as one adaptation paradigm. Flood Towers takes on the typology of the residential condominium tower, of which there are currently thousands lining Florida’s beaches and Intracoastal Waterways with more being constructed each year. Potential buyers are not required by law to be alerted to the properties at
risk status. As sea level rises, by mid-century the lower floors of these structures could be submerged, calling into question the validity of an owner’s 30 year mortgage. In response, we explored the potential of a new podium link that would serve as an infrastructure for urban mobility connecting the towers and creating an artificial ground for “street level” activities to occur along the newly created islands as the natural coastline recedes inland. Adapting Infrastructural Bridges imagines this need for new mobilities by creating programmed cross connections perpendicular to the coastline to serve the modified islands settlements. Repurposing a Decommissioned Naval Base and Reconsidering an Industrial River Edge both address the vulnerability along the northeast Florida coast where approximately 30% of the areas land is at risk with a 3 foot rise of sea level and potentially one half million people will be affected based on current population numbers. Given these statistics, we were compelled to examine options for relocating these vulnerable communities into new urban core developments. We believe these new cores are important developments for the environmental migrants that will be moving inland or to highland from inundated coastal cities nearby as well as for newcomers that will continue to flock to Florida. The regeneration of Green Cove Spring’s military base and the Jacksonville industrial waterfront are prototypes and can be used as models for identifying new development opportunities, recycling post-industrial sites and vacated military facilities into new communities for displaced populations in other susceptible existing urban areas worldwide. Although armoring large territories in Florida is not a viable option due to circumstances of geology and scale, it will be necessary to identify specific strong holds that do need to be defended. These places could have cultural and historical value or have community and governmental importance as investment assets. Protecting Heritage Settlements identifies St. Augustine-the oldest city in the U.S. and home to the national monument Castillo de San Marcos-as just such a place for fortification. The city is located in the 100,000 acre Matanzas Basin, which runs from Anastasia Island to Crescent Beach and, according to predictions, in St. Augustine alone 990 acres of developed land and 500 acres of undeveloped dry land will become a salt march by 2075. This proposal identifies limited but key areas in the city to fortify with sea walls and dikes including Castillo de San Marcos and the small historic downtown area and allows for shoreline retreat for the remaining land at risk. We imagine that the dislocated residents could resettle in the new urban core at nearby Green Cove Springs. Finally, we have envisioned new forms of urbanism and new developments which address the
environmental conditions to come by identifying critical areas in need of attention due to both risk and potential along the Intracoastal Waterway. For example, the barrier islands that characterize Florida are extensive and are valuable resources that provide sensitive coastal habitats and ecosystems, and protect the marshes and coastal estuaries during storms. Over the past three decades, these natural and manmade islands have become densely developed. Many of these protective landscapes will be lost as the water level rises. Colonizing the Water-Edge proposes protecting some of these more heavily populated barrier islands with an inhabitable artificial reef infrastructure. Based on floating cities of the past as well as Florida’s own examples of aquatic settlements such as Stilt City, this project will secure and defend new patterns of connectivity in the formation of keys. Another example is Cape Canaveral, home of the Kennedy Space Center established in 1960’s and the former hub of the nation’s human space program. This is where astronauts conquered the moon and, as such, it remains an iconic place for our nation and perhaps the world. The area is under conversion and is a strategic location for increased development. Founding a MultiLayered Coastal City is sited in Port Canaveral to capture the opportunities that are emerging out of Post-Panamax port development. Already a thriving cruise port of Orlando, with the influx of funding to upgrade the port size it is also rapidly expanding to become one of Florida’s major container ports. The project proposes a new water based settlement on a raised platform megastructure. It is also an artificial land bridge connecting the city of Orlando with this new coastal city through railway and interstate links. The development will be built in phases, growing to accommodate the increasing density from displaced inhabitants below. Finally, Harmonizing Navigation and Ecology creates a new urban hydro corridor and artificial archipelago in anticipation of the loss of many barrier islands that currently protect the Intracoastal Waterway. Utilizing the spoils from dredging necessary for the navigability of the shipping lane, new islands for development and artificial reefs for habitats could be created in the heart of cities and communities along the Atlantic Coast. The scenarios presented are a part of our on-going speculations about the hydro-urbanism of Florida and the future of its waterway cities. These propositions imagine communities and cities that are responsive to new environmental conditions in the face of Florida’s continuing urbanization. Each project explores these design challenges and opportunities by deploying infrastructural thinking as an agent for future urbanisms.
F l o r i d a Wa t e r w ay s Pr o j e c t s University of Florida GSoA Students
St. John’s River
Final/Phase 6 Looking North
Re-purposing A Decommissioned Naval Territory Aquascapes: Green Cove Springs Douglas Crawford
The St Johns River is the largest river in the state of Florida and runs north from Indian River County for 310 miles before it reaches Jacksonville inlet. The river is used for recreation and commercial services. It links the cities of Sanford, Palatka, and Jacksonville, though it is currently not used for passenger transit between these cities. As sea level rise begins to affect the coastal communities of Florida, it has become necessary to respond to the loss of habitat and coastal commercial routes. With no end to sea level rise in the foreseeable future, a plan to retreat inland has been developed based on the utilization of the St Johns River as a natural resource capable of providing commuter transit and commercial shipping between Palatka and Jacksonville. Utilizing high-speed hovercraft, it would be possible to live in Palatka and travel to a meeting in Jacksonville in less than an hour and a half, avoiding traffic jams that commonly plague Jacksonville. In order to bring commerce, jobs, recreational interests, and other amenities to the area directly impacted by the proposed transit system, a new transit-based community will be established in Green Cove Springs, located halfway between Palatka and Jacksonville. Green Cove Springs was once home to the “mothballed” fleet of American warships following World War II and subsequently retains an expansive infrastructure that was developed to support the ships. A functioning railway, an airport runway, twelve 1,500’ piers, and a roadway bridge all link the site to surrounding cities by land, sea, and air. It is the intent of this project to develop the twelve concrete piers into a system of elevated pathways and landscapes that will act as a catalyst for growth between Palatka and Jacksonville. Learning-landscapes will help guide the public’s attention to the new aquaculture based industry located in Green Cove Springs. The current industries, based on naval retrofitting and small craft maintenance, will evolve into productive shipyards and recreational marinas. Parks, cafes, and restaurants will be found occupying the new landscapes, as well as the existing piers. Multimodal transit will be facilitated between road, rail, and sea at the transit terminal. Each of these programmatic functions will lend themselves towards creating a more successful and revitalized urban condition for the once desolate ruins serving as a memory of the former naval fleet.
ailway, an airport runway, twelve 1,500' piers, and a roadway bridge all ding cities by land, sea, and air.
project to develop the twelve concrete piers into a system of elevated apes that will act as a catalyst for growth between Palatka and landscapes will help guide the public's attention to the new aquaculture d in Green Cove Springs. The current industries, based on naval raft maintenance, will evolve into productive shipyards and recreational , and restaurants will be found occupying the new landscapes, as well Multimodal transit will be facilitated between road, rail, and sea at the of these programmatic functions will lend themselves towards creating a revitalized urban condition for the once desolate ruins serving as a naval fleet.
< 5 mins Green Cove Springs
Green Cove Springs
35 mins Palatka
55 mph, continuous transit
15' depth 10' depth 5' depth Commuter Water Transit Route
100 year floo
Shipyard Industry Observation
St Johns Riv
Proposed hig Railways 1:2,540,000
Perspective from Water Level
Perspective from the Pier
Master Site Plan
St. John’s River
1 Existing piers
The piers as they currently exist in Green Cove Springs are 1,800 feet in length and 32 feet wide. They are made of concrete and rise between 6 to 10 feet above the water.
Compress / extend
The perpendicular pathways are extended beyond the limits of the piers and are compressed to repeat from seaward onto shore. This connection to shore helps the piers to develop a relationship with the land to which it is fixed.
To give order to the paths that will traverse the piers, the piers were duplicated and then rotated 90 degrees. This new structure runs perpendicular to the existing piers.
Having each parallel run continuously across the site is unnecessary and hampers programmatic use of the water between the piers. Each of the paths is split and trimmed in key locations to allow for porosity throughout the site.
Taking further use of the concept of a flying landscape, swaths of earth were applied to the contours. These new landscapes act as moments of rest and recreation for visitors to the site. Each landscape possesses its own characteristics that set it apart as a destination.
Contour / elevate
Existing and proposed programmatic features on the site require immediate access to the water, therefore it is necessary for the new paths to rise above these programs. A theoretical topography was applied to the site, with higher moments corresponding to program types.
Just as a hiker would navigate the topography of a trek through mountains, so to do the paths of Green Cove Springs. In some instances the paths wind past increases in elevation to avoid a strenuous commute, while at other times the paths climb higher to take advantage of scenic vista
Making connections between the paths and landscapes is achieved through tertiary pathways that form direct linkages between destinations and routes. With the topography removed, the full composition of landforms and paths is realized.
lower level 1”=32’
upper level 1”=32’
St. Johnâ€™s River
Reconsidering The Industrial River Edge As A Waterways Connector Urban Recall: Jacksonville Andy Lâ€™Esperance
The current condition of the High rise towers along the Florida coastline have no prepatory measures for the rising sea level. Much of the high rise buildings are secluded from basic necessities needed to sustain a population. Occupation of these high rise towers are limited to upper middle class and high class individuals. Automobile transportation is the primary mode of access. Upon further analysis of the high rise conditions of each region of Florida, three typologies become apparent. Towards the northern section of Florida, high rise density is limited to high class citizens and congregate near connecting points on either side of bodies of water. Within central Florida, sporadic high rise residential buildings emerge in a linear fashion along the Coastline and are strictly residential buildings created for those of a higher socioeconomic status. A third typology is created through the synthesis of the north and central typologies. This typology created within South Florida is a unique kind. The density of high rise buildings allow for a self-sustaining interconnected city with a multifaceted infrastructural organization. Essentially, the rapid population increase along the Florida coastline demands an architectural solution that resolves the population increase, provides the infrastructural needs to sustain these populations, and to mitigate the drastic effects of sea level rise. Readapting and restructuring the pre-existing buildings will essentially provide a sustainable future for Florida and take full advantage the Inter-coastal Waterways has to offer as a means of transportation, accessibility, and production. 38
Ground Floor Plan 0 Feet
Perspective from the Pier
St. Johnâ€™s River
Master Site Plan
Protecting Heritage Settlements
Interlaced Ecologies: Edge Adaptions for St. Augustine Kimberly Connell
Focusing on the responsive integration of landscape and urban form, this project proposes a new vision for the historic city of St. Augustine, Florida. Based on the study of projected sea level rise and the cityâ€™s desire for the redevelopment of blighted areas, existing zones are dismantled and critical infrastructural systems are deployed, spawning new landscape typologies and urban organizations that are suited to the historic nature of the site. St. Augustine, with its historic significance represents an opportunity to deploy new development strategies that rethink the interplay between land and water. The leadership and City Administration of St. Augustine have proposed that the new city should promote walk-ability and encourage a new connection with the urban waterfront. The proposed site extends into historic King Street and remakes the entire Eastern coastline of the city. The city currently has a development approved for the site following the regulations set forth in the Comprehensive Plan for 2030; however, there are limited strategies to combat a growing concern of sea level rise. Given the desire to increase pedestrian activity and encourage the redevelopment and growth of St. Augustine, the site was selected to act as a catalyst for the city--promoting new environmentally sensitive ideas for that could be implemented in other areas in the region. Similarly, the urban fabric is imagined as its own type of ecological system, where its formal language is defined not only by traditional city rules (such as zoning, easements, or floor area ratios), but also by the needs of the broader ecological, environmental, infrastructural, and social-cultural processes at play. Upon inspection, the existing broad and homogeneous zoning of St. Augustine contrasts with the finer grained heterogeneity of other cities. In order to bring this vitality to St. Augustine, it is necessary to establish a more differentiated zoning plan as a basis for urban development given the threat of sea rise. Open vegetated spaces represent opportunities to reclaim public open space and fulfill the cityâ€™s plan to increase interaction with the water edge; in addition, to capitalizing on spaces that could be reformatted to accommodate public green space. The amount of open space per lot in turn correlates to a series of desirable land uses(such as residential, commercial, entertainment, office, and light manufacturing), suggesting zoning and land use patterns that exemplify greater diversity and mutability over time.
STORM SURGE RISK Category 1 Category 2 Category 3
HAZARD ANALYSIS Open Water Inundated Land Mainland Land Suitable For Building
SOCIAL INSTITUTIONS Point of Interest Neighborhood
Creates connectivity between the downtown historical district and the waterfront
The usage of soft barriers will allow for more personal interaction with the water
Accommodates more tourists and permanent residents along the waterfront and encourages interaction/engagement with water
Will encourage economic development
Building soft infrastructure will allow for a more symbiotic relationship between nature and the built world
Will allow for biodiversity to continue
Current Coastal Conditions Typical seawall is able to provide limited defense as sea levels rise and storms become more powerful and frequent.
Wetland deterioration increases the cityâ€™s vulnerability to storm surges and flooding.
Inundation 1 Foot
Healthy wetlands help to dissipate wave action from storm surges and act as a natural protective buffer.
Inundation 3 Feet
Combining these two systems together allows for a more symbiotic relationship with natural surroundings and allows the barrier to act in a newly programmed manner.
HISTORIC CITY Inundation 6 Feet
CITY FRONT WALK
HIGH SEA LEVEL
Promenade Barrier and Commercial Entry Section: 1/16” = 1’0”
HIGH SEA LEVEL
Constructed Barrier Island Section: 1/16” = 1’0”
CITY FRONT WALK
HIGH SEA LEVEL Barrier Section and Wetlands: 1/16” = 1’0”
Barrier Assemblage Components are assembled based on initial site relationships and are deployed in response to views and programmatic adjacencies.
- Build up and Defense Infill of materials alter the sectional quality of the landscape that contain recreational and service programs based on their location along the coastline.
- The Defensive Wall As an alternative to strictly having a barrier wall along the coastline that limits human interaction along the waterfront, programmatic pieces are attached to the barrier wall to provide mass and a new urban edge.
- Elevated Promenade Pedestrian traffic runs atop the barrier wall, as well as along it, providing visual and physical interaction with the waterfront in a new way.
Castillo de San Marcos
Master Site Pan
Implementations as Barrier
Colonizing the Water-Edge for Reaction and Permanence R.E.E.F. A H u m a n B a s e d C o l o n y Timothy Beecken
This is not a luxury island. R.E.E.F. is a visionary concept based on the floating cities of the past. It vows to offer colonists all the amenities they would have on land with ample economic and entertainment. The colonist only must vow they will be sustainable in all their efforts and work towards a positive net energy as a community. Colonists are expected to operate the community and modules, in return they are given a place to eat and sleep. St. Augustine faces a great impact from the rising sea levels, with the loss of itâ€™s barrier island in 2050, it will be exposed to the oceanâ€™s destructive power. R.E.E.F. is being established to create an artificial barrier, one that is inhabitable. The modules act together to repel the waves and to grow themselves; weak links will not be tolerated, this is not a vacation island. During phase two, deployment of the wave attenuation platforms is done. These are the most vital for the entire system as they are the protection from the see. The seeds are first set into place and linked together via the infrastructure link. During Phase 3, the harbor communities are establish, these are self sustaining platforms that house the majority of the population. Phase 4 is a dire implementation, it will synthesis with the coast in hopes of reviving the flooding city. UF G|SoA
SEED A4 H.R.M. Human Reinvigoration Module A.R.M. Agricultural Recreation Module E.E.M. Expenditure + Entertainment Module
COLONIZATION GROWTH PATTERN
A.P.M. Aquaculture Processing Module W.E.M. Waste to Energy Module C.C.M. Civic Center Module
Development Seed Required Barrier
St. Augustine, Florida
2014 2013__PHASE PHASEONE ONE ASSESSING THE SITUATION ASSESSING THE SITUATION
2046 2046__PHASE PHASETWO TWO PROTOTYPE I I PROTOTYPE
WAVE ATTENUATOR WAVE ATTENUATOR
2079 2079__PHASE PHASETHREE THREE PROTOTYPE II II PROTOTYPE
HARBOR CITYCITY HARBOR
2112 _PHASE 2112_ PHASEFOUR FOUR
PROTOTYPE III III PROTOTYPE
URBAN SYNTHESIS URBAN SYNTHESIS
St. Augustine, Florida Current Coast Line Current Marsh Line 2 Foot Sea Level Rise 4 Foot Sea Level Rise 6 Foot Sea Level Rise Single Unit
1” = 400’
Master Site Plan
Mantanzas River UF G|SoA
20000 sq. ft. Perp Face Length 250' per unit 1000' total over 1000' distance
20000 sq. ft. Perp Face Length 250' per unit 1000' total over 1000' distance
9600 sq. ft. Perp Face Length 80' per unit 640' total over 1000' distance
13200 sq. ft. Perp Face Length 125' per unit 750' total over 1000' distance
15000 sq. ft. Perp Face Length 125' per unit 625' total over 1000' distance
15707 sq. ft. Perp Face Length 0' per unit 0' total over 1000' distance
Modular Flow & Arrangement
Floating Urban Space
UF G|SoA Section Through Modules
Elevated City Final Phase
Founding A Multi-Layered Coastal City The Urban Gator: Cape Canaveral Marzia Fiume Garelli
The main goal of the project is to search for a possible responses to the threat of the sea level rise by taking into consideration the history and the culture of the place that will eventually be submerged by water. The project is situated in Cape Canaveral, an easily recognizable cape on the map, home of the Kennedy Space Center and the hub of the nation’s human space program. From here, American astronauts conquered the moon. Considering the fact that the Kennedy Space center and Cape Canaveral Air force station are currently conversion areas and that Port Canaveral is presently the cruise port of Orlando, the area seemed to be a strategic location for development. The new city will be capable to accommodate more than 200.000 inhabitants and will also function as a land-bridge, that could create a stronger connection with the city of Orlando and that could link the railway, the interstate network, the secondary waterway, the intra-coastal waterway and the ocean. The initial idea was to design a parallel landscape in dialogue with the land underneath. An alligator, a typically Floridian animal that can live in wetlands, between land and water, inspired the form. “The parallel land” incorporates enormous holes that allow the land underneath to get natural sun. Moreover these holes will remain as witnesses of the land eventually submerged by water. “The urban gator” grows from the mainland, climbs over the waterway and strips of land and finally mingles with the ocean. The project is composed by three main levels. The city is situated on the top, in the third level. The American grid inspires the Plan of the urban agglomerations. The level is linked to the original land by roads, ramps and elevators. The main streets will be only accessible by pedestrians and cyclists. The city is composed by different centers each with it’s own downtown, recognizable by the presence of skyscrapers. The Plan is meant to lay the foundations for developing a living reality shaped by the future inhabitants. The intermediate level will lodge all the service facilities, the parking, the public transport, and the transport of goods. The first level will accommodate all the activities that will be linked to the water and to the original land. From this plan elevators will depart to reach the city. Various small ports, on the waterways will enable navigators to reach “the urban gator”.
Master Site Plan
Cities organization_Grid 1/2 mile (800m)
Cutting the grid
Florida Atlantic Intracoastal Waterway 56
MASTER PLAN_strategic framework in which the cities can be developed The intention is that the Plan shall lay the foundations upon which an organic process of development will grow and become a living reality as the people who come after the plan and build for the future. GOALS IN PLANNING 1_ Opportunity and freedom of choice 2_Easy movement and access, and good communications 3_Balance and variety 4_An attractive city 5_Public awareness and participation 6_Efficient and imaginative use of resources LAND USE BUDGET
PROGRAM INFRASTRUCTURAL KNOT railway-road-highwayWaterways-pedestrian and cycles ways exchange of persons and goods RESIDENTIAL AREAS + SERVICES +200.000 people TOURIST SERVICES
Atlantic Ocean UF G|SoA
Exploded City Diagram
Adapting Infrastructural Bridges & Redeveloping Coastal Areas Working Waterways: Palm Beach Corridor Danae Cardenas
Palm Beach County is the largest county in the state of Florida, containing the wealthiest coastal towns in the US. this is in reference to Palm Beach. The intracoastal condition in this region is strongly tied with division between the city of Palm Beach on the barrier island and the greater county region inland. The island functions ralther independently from the rest of the county relying on bridges as access pointe to and from the city and the coast. Sea level rise projections pose a serious threat to the coastal development of this area. This proposal expands the role of the infrastructural linkages, adapting their role to encourage continued coastal development in 21st century while addressing the future changes in water levels. I began studying a variety of components of the cityâ€™s comprehensive plan. These studies included the existing and predicted land use maps as well as the location of recreational cores and roadways and predicted sea level rise of the island. It quickly became evident that specific cores associated with infrastructural links began to identify themselves and from these potential sites for development and density were selected.
Intracoastal Waterway Bridge Analysis: Total
Concentrated Hubs East Coast
Land Use Map Predicted
Land Use Map Existing
West Palm Beach
Cores of interest
These analytical mappings also conclude the immensity of the presence of the residential components in programming the island. The site the finally was chosen was the southernmost bridge, the conditions seemed different from the remainder of the bridges considering the large unused recreational space the western coast. The bridge loosely links the two and is not held in any specific way in reference to how it is developing the surrounding arrangements. There exists some commercial some residential and a good amount of unused recreational green space. Therefore I thought of having an increased accessibility and infrastructural linkage between land masses which should allow the reconfiguration of the lacking existing communal connection between the island and the mainland. The project is to design a stretch of programmatic pieces that allow the development of a working waterfront. This approach is meant to connect the city to the waterâ€™s edge as well as activating the connection and relationship to the island of Palm Beach.
Florida Atlantic Intracoastal Waterway
The programmatic pieces should start developing as residential, community, commercial and recreational nodes that are linked via a walkway with views to the adjacent island. Piers extend the activities, allowing the development of some hard and soft infrastructural pieces to deal with sea level rise and visually connect with the other side. The existing high end residential and commercial is given pleasing visual connectivity to the larger county as well as physical access to some exclusive programmatic pieces on the developing waterfront. The park lands (constructed and soft) are meant to function as absorptive members and as soft infrastructure. The elevated piers allow the occupation of the water and are flexible to the sea level rise depending on the heights. Calm water in the intracoastal paired with the softened edges accommodate small boat traffic.
Bridge A Royal Park Bridge
Bridge B Flagler Memorial Bridge
Bridge C Southern Boulevard Bridge
Bridge D Robert A. Harris Memorial Bridge
35 Ft Bridge Height 1,566 FT Length
11 ft Depth | year 2060 7 ft Depth | year 2013
14 ft Depth | year 2100
35 Ft Bridge Height
11 ft Depth | year 2060 7 ft Depth | year 2013
14 ft Depth | year 2100
West Palm Beach GreenScape
7 FT Rise Total
14 ft Depth | year 2100
Providing A Podium Link For A Future To The Flood Towers Atemporal Synthesis: Re-Purposing & Re-adapting the Florida Skyline Zilsalina Mendietta
There are thousands of high rise towers lining the coastlines of Florida. As sea level rises, the first stories of these buildings will be submerged. Yet, few prepatory measures have been made in response to this future. The rapid population increase along the Florida coast demands an architectural solution that resolves the population increase, provides the infrastructural needs to sustain these populations, and to mitigate the drastic effects of sea level rise. Readapting and restructuring the pre-existing buildings will essentially provide a sustainable future for Florida and take full advantage the Intracoastal Waterways has to offer as a means of transportation, accessibility, and production. Upon an analysis of the high rise conditions of each region of Florida, three typologies became apparent and impact the design of the podium link. Towards the northern section of Florida, residential only high rise density is limited to upper income residents and development tends to congregate near connecting points on the water along the intracoastal and the coast. Within central Florida, sporatic high rise residential buildings emerge in a linear fashion along the coastline and are again typically residential only buildings. The third typology created in South Florida is unique. The density of high rise buildings allow for a self-sustaining interconnected city with a multifaceted infrastructural organization. As population in the state increases and the available developable land along the coast decreases due to inundation, South Florida can become a model for the rest of the state with increased density and a mixity of program and income levels. Rather than displacing whole communities, this project proposes a podium link that will connect the future flood towers and serve as the new artificial ground for the community. Commercial amenities are relocated, pedestrian and bike networks are created, and new spaces for culture and leisure are introduced into the former enclave. UF G|SoA
Water Water Bodies Bodies
Natural Natural Edge With Edge With Water Access Water Access
Primary Circulation Primary Circulation
Marsh Conditions Marsh Conditions
Secondary Circulation Secondary Circulation
Occupational Densities Occupational Densities
Water Densities Water Access Access Densities
City City Form Form
Sea Level Rise Sea Level Rise
Natural Land Natural Land
Jacksonville Strategic High - Rise Nodal Clusters
Intracoastal Inlet Linear Configuration
High - Density High - Rise Multi - Level Cluster
Phase 1 Current Condition The current condition of the High rise towers along the Florida coastline have no prepatory measures for the rising sea level. Much of the high rise buildings are secluded from basic necessities needed to sustain a population. Occupation of these high rise towers are limited to upper middle class and high class individuals. Automobile transportation is the primary mode of access.
Phase 2 Structural + Foundational Preparation To prepare for the rising sea level, adjustments and additions to the foundation become the first phase in preserving the structural integrity of these high rise buildings. Mechanical and electrical systems are elevated from the ground floor to avoid the effects of water damage. The addition of float-able piers and marinas prepare for a water-accessible podium.
Phase 3 Addition of Commercial Podium
Phase 4 Addition of Civic + Community Infrastructure
A commercial podium is then added to provide an income for the residents of the towers and to also provide an attraction to inland residents. As the sea level rises, access by land becomes restricted and access via the Inter-coastal becomes primary. Most programmatic needs are reduced to only commercial necessities and leisure due to the dependency on mainland Florida.
As the population along the Florida coastline increases, civic and community infrastructure become an integral part in sustaining these communities. Necessary components to sustain a civilization are centered upon the intersection between the podium and each residential tower and are interconnected through more public and community-based spaces along the linear movement between each residential tower. Communal spaces are then shifted upward into the residential towers to allow for civic amenities to develop.
Site Plan 1â€?-400ft
Master Site Plan
North Florida Jacksonville Strategic High Rise Nodal Clusters
Central Florida Inner Coastal Inlet Linear Configuration
South Florida Miami High Density High Rise Multilevel Clusters
Harmonizing Navigation & Ecology Along The Intracoastal Waterway Side By Side Calvin Alex Di’ Nicolo
This project seeks to create a new urban hydro-corridor through the heart of Daytona Beach by introducing a high speed shipping lane within the Intracoastal Waterway with new protective barrier islands and reefs. This site was selected due to the need for a downtown revitalization, as well as Daytona’s location at the intersection of two major transportation corridors, I-95, and I-4. The project anticipates that the intracoastal will become an increasingly important transportation network for commerce and recreation marine traffic as sea level rises and the coastline recedes in the decades to come. Marine environments can be materially bountiful in urban areas, nearby marine resources have been underexploited due to a legacy of industrial pollution; the sources of pollution have, by and large, migrated out of cities, and nearby marine environments are returning to health. By creating a high-speed shipping lane, bordered by wave-breaking islands and artificial reefs, quality marine habitat could be created while creating a ‘new’ transportation corridor through the heart of coastal cities. In addition, by creating occupiable islands in the intracoastal, new developable land will be created in the densest part of town, large swaths of marine habitat will be protected from damaging boat wake (especially vulnerable mangroves), marina-filled downtowns will be able to lift speed restrictions, rubble / engineered reefs will promote a flowering of marine life, and dredging spoils will not need to be transported far away at great expense, or dumped in environmentally sensitive areas (as has historically been the case). Instead they can be used to reclaim land in the intracoastal. Then by coordinating the creation of an efficient route along the intracoastal with the construction of islands along it, space needed for infrastructure/commercial ventures will be created precisely when it is needed, precisely where it is needed. While the project, as designed, responds to this specific site, the concept is envisioned as an exportable strategy that can be adapted to many coastal cities, if not entire coastal systems. Surely, unique conditions exist along each segment of the waterway, but these unique conditions do not undermine the fundamental concept herein proposed to allow for heavy marine traffic,provide for a healthy marine habitat, and cultivate a deeper connection between urban living & urban waterways. UF G|SoA
Realizing Development Along the Intracoastal
*Survey the Waterway
* Designation of Develop-able tracts
* Construction of seawalls for spoil retention
* Infill with spoil material produced during regular channel dredging
Intracoastal Waterway Intervention
Perspective Towards Intracoastal Waterway
ida Atlantic Intracoastal Waterway
Intracoastal Waterway Green Space
SÃ£o Paulo Hidroanel
The Metropolitan Water Ring of São Paulo and the Metropolitan Waterways System Alexandre Delijaicov Professor
The Metropolitan Water Ring of São Paulo and the Metropoli- Hidroanel Metropolitano de São Paulo é o Sistema Hitan Waterways System, constituted by a network of navigable droviário Metropolitano constituído por rede de canais e lachannels and lakes interconnected through locks. gos, navegáveis, interligados por eclusas. This System is subdivided in three subsystems:
Este Sistema é subdividido em três Subsistemas:
1) Carapiculba-western Subsystem Arch is constituted by the channels of the rivers Tiete and Pinheiros, as well as by the dam lake of Guarapiranga. The section of the Tiete channel that is part of this subsystem lies between the dam Edgar de Souza and the Penha dam.
1) Subsistema Carapicuíba - Arco Oeste do Hidroanel, é constituído pelos canais dos rios Tietê e Pinheiros e pelo lago da barragem do Guarapiranga. O trecho do canal do Tietê que faz parte do Subsistema Carapicuíba é entre a barragem de Edgar de Souza e a barragem da Penha.
2) Itaquaquecetuba Subsystem- The Eastern Arch of the Water Ring, is constituted by the three new lakes (channel-lakes of Penha, São Miguel Paulista and Itaquaquecetuba) that will be formed by the Tiete River, upstream from the Penha Dam, starting by the installation of the two mobile dams (the mobile Penha dam already exists) and three locks, towards the mouth of the Taiacupeba River, in the limits between the municipalities of Suzano and Mogi das Cruces. The canals and lakes of the Taiacupeba Mirim River, are also part of the Subsystem of the Itaquaquecetuba. The Water Ring Project proposes the construction of a lateral channel, a mobile dam and lock in the mouth of the Taiacupeba and Tiete Rivers, the formation of a Channel-Lake between the mouth of the Taiacupeba and the existing dam. It also includes the construction of a lateral channel and lock in the existing Taiacupeba dam. The Eastern Arch of the Water Ring is completed by the construction of a lateral channel, with a staircase of locks in the Taiacupeba Mirim and the Canal de Cumeeira, in the Ouro Fino District, in the Municipality of Ribeirao Pires.
2) Subsistema Itaquaquecetuba - Arco Leste do Hidroanel, é constituído pelos novos três lagos (lagos-canais da Penha, São Miguel Paulista e Itaquaquecetuba) que serão formados no rio Tietê, a montante da barragem da Penha, a partir da instalação de duas barragens móveis (a barragem móvel da Penha existe) e três eclusas, até a foz do Rio Taiaçupeba, na divisa dos municípios de Suzano e Mogi das Cruzes. Os canais e lagos do Rio Taiaçupeba Mirim também fazem parte do Subsistema Itaquaquecetuba. Atualmente existe a represa de Taiaçupeba. O projeto do Hidroanel propõe a construção de um canal lateral, baragem móvel e eclusa na foz do rio Taiaçupeba no rio Tietê, e a formação de um Lago-canal entre a foz do Taiaçupeba e a represa existente. Também inclui a construção de canal lateral e eclusa na barragem (existente) da represa Taiaçupeba. O Arco Leste do Hidroanel é completado pela construção de canal lateral, com escada de eclusas, ao Rio Taiaçupeba Mirim e Canal de Cumeeira (partilha), localizado no distrito Ouro Fino, no município de Ribeirão Pires.
3) The Rodovia Anchieta Dike Subsystem (in São Bernardo do Campo) - Southern Arch of the Water Ring, is constituted 3) Subsistema Dique da Rodovia Anchieta (em São Bernardo by the sections of the Billings Dam, Pedreira and Rio Grande. do Campo) - Arco Sul do Hidroanel, é constituídopelos compartimentos Pedreira e Rio Grande da Represa Billings. We can say that presently, it already exists seven “urban waterways” in latency, contiguous but not interlinked. They are: 1) Urban Waterway of the navigable channel of the Tiete River of approximately 44 kilometers. 2) Urban Waterway of the lower channel of the Pinheiros River of approximately 10 Kilometers. 3) Urban Waterway of the higher channel of the Pinheiros River, approximately 15 Kilometers. 4) Urban Waterway of the Guarapiranga Lake with ecoports.5) Urban Waterway of the Pedreira Lake with ecoports. 6) Urban Waterway of the Rio Grande Lake with ecoports. 7) Urban Waterway of the Taiacupeba Lake. (A detailed description of these waterways is provided in the Portuguese Two text) 78
Podemos dizer que atualmente existe sete “hidrovias urbanas”, latentes, contíguas porém não interligadas.São elas: 1) Hidrovia Urbana do canal navegável do rio Tietê, da barragem de Edgar de Souza a barragem móvel da Penha, com barragem móvel e eclusa de uma câmara à jusante da foz do canal do rio Pinheiros. Aproximadamente 44 km; 2) Hidrovia Urbana do Canal Inferior do rio Pinheiros, da barragem móvel do Retiro a barragem da Traição. Aproximadamente 10 km; 3) Hidrovia Urbana do Canal Superior do rio Pinheiros, inclui o Pequeno Canal do Guarapiranga (que forma um “Y” com o Canal Superior do Pinheiros), da barragem da Traição às barragens de Pedreira (Billings) e Guarapiranga. Aproxima
The Hidroanel, Water Ring project indicates the construction of locks to link 6 of these waterways. (A detailed description of these 5 locks is provided in the Portuguese text). The lake formed by the dam Taiacupeba is not contiguous to the 6 waterways, and it will be linked only after the three lakes waterways of the Eastern Arch of the Water Ring will be constructed. Two new sections of the Water Ring will be constituted by mobile dams and locks, described in detail in the Portuguese text. Counting the existing and in construction locks, the Metropolitan Waterway system will have 22 locks, and will form an interconnected network of navigable urban waterways of 170 Kilometers.
damente 15 km; 4) Hidrovia Urbana do Lago Guarapiranga (Hidrovia Lacustre), de interligação das duas margens da represa, com (eco)portos localizados nos fundos dos braços e pontas de penínsulas; 5) Hidrovia Urbana do Lago (Compartimento) Pedreira da represa Billings, da barragem de Pedreira ao dique da rodovia Anchieta. Hidrovia Lacustre com (eco)portos localizados nos fundos dos braços e pontas de penínsulas; 6) Hidrovia Urbana do Lago (Compartimento) Rio Grande da represa Billings, do dique da rodovia Anchieta ao remanso (a ser recuperado através de dragagem) localizado no centro histórico do município de Rio Grande da Serra. Hidrovia Lacustre com (eco)portos localizados nos fundos dos braços e pontas de penínsulas; 7) Hidrovia Urbana do Lago Taiaçupeba, localizado entre os municípios de Suzano (margem esquerda) e Mogi das Cruzes (margem direita). Hidrovia. Lacustre com (eco)portos localizados nos fundos dos braços e pontas de penínsulas. O projeto do Hidroanel indica a construção de cinco eclusas para interligar as seis, das sete hidrovias urbanas existentes: 1) eclusa da barragem móvel de Retiro, de interligação do Canal do rio Tietê com o Canal Inferior do rio Pinheiros; 2) eclusa da barragem da Traição, de interligação do Canal Inferior com o Canal Superior do rio Pinheiros; 3) eclusa da barragem da Pedreira, de interligação do Canal Superior do rio Pinheiros com o Compartimento Pedreira da represa Billings; 4) eclusa do dique da rodovia Anchieta, de interligação dos compartimentos Pedreira e Rio Grande da represa Billings; 5) eclusa da barragem a Guarapiranga, de interligação do Canal Superior do rio Pinheiros com a represa Guarapiranga.
Urban Fluvial Transport of goods, freight and passengers. Vessel’s typology 1) Fluvial urban transport of public freight (dredge sediments of the channels and lakes, products from the water treatment plants, treated and untreated urban garbage, construction arids, soil extracted from excavations) 2) Fluvial urban transport of commercial goods (produce, building materials, urban distribution of goods) 3) Fluvial urban transport of passengers (lake crossings, tourism integrated to the urban transportation systems of busses, trains and metro through a unified ticketing system) 4) The navigation vessels for the channels that are narrow and shallow will be BUC, Urban freight vessels self-propelled, with electrical engines for the transport of public and commercial freight in containers 5) Small, medium and large self-propelled vessels for the transport of passengers, an equivalent to taxis, microbuses and urban busses. O lago da barragem Taiaçupeba atualmente não é contíguo às seis hidrovias urbanas (latentes). Por isso,somente será Port Types interligado ao sistema de hidrovias urbanas quando os três 1) Ecoports. The ports of origin of the public freight goods of lagos-canais do Arco Leste do Hidroanel forem construídos. garbage, and refuse, recycling materials, produce, and general markets goods. A eclusa da barragem móvel da Penha está em construção. A 2) Transports. The ports origin of untreated freight, and desti- previsão de término é em 2015. nation ports for commercial goods 3) Triports. Destination ports of public freight, industrial plants Além da dragagem do remanso do Compartimento Rio for their processing, considering concepts as “industrial ecol- Grande da represa Billings, dois novos trechosmconstituirão ogy” and “reverse logistics”. Ports of origin of pioneer freight. o sistema de hidrovias urbanas (metropolitanas) e comple4) Dradaports. Floating fixed and mobile ports installed in the tarão o Grande Hidroanel (ou Hidroanel Exterior): 1) Três nomouth of the rivers and navigable channels for the mission of vos Lagos-canais da Zona Leste da Metrópole, localizados a dredging the sediments of the rivers and lakes 365 days per montante da barragem móvel da Penha, ao longo do canal do year. They are the ports of origin of the sediment materials. rio Tietê, até a foz do rio Taiaçupeba, na divisa dos municípios The fixed ones are installed in the main affluent, that transport de Suzano e Mogi das Cruzes (distrito de Jundiapeba). Novo high volumes of water and displace sediments, like the rivers Lago Inferior do Taiaçupeba, entre a foz do rio Taiaçupeba e a Tamanduatei to the Tiete and the Pirajussara to the lower Pin- represa existente; 2) Canal Billings-Taiaçupeba. Canal de inheiros. terligação das represas Billings (Compartimento Rio Grande, 5) Lodoports. These ports are installed next to the water treat- a partir do remanso a ser recuperado) e Taiaçupeba. Canal ment plants ETE and ETA lateral, de 17km, paralelo aos rios Taiaçupeba e Estiva (afluente da Billings), com duas escadas e eclusas e canal de partilha (cumeeira). Os dois novos trechos serão formados (e interligados) pelas seguintes barragens móveis e eclusas: 1) barragem móvel e eclusa de São Miguel Paulista; 2) barragem móvel e eclusa de Itaquaquecetuba; 3) barragem móvel e eclusa da foz do rio Taiaçupeba no Tietê (canal lateral); 4) eclusa da barragem da represa existente de Taiaçupeba (canal lateral); 5) canal lateral e escada de eclusas do rio Taiaçupeba Mirim (cinco eclusas). Inclui lagos de alimentação; 6) canal lateral e escada de eclusas do ribeirão da Estiva (qua UF G|SoA
tro eclusas). Inclui lagos de alimentação; 7) canal de partilha (cumeeira) com túnel-canal de 900 m. Inclui lagos de alimentação. Contabilizando a eclusa existente a jusante da foz do Pinheiros e a eclusa da Penha que está em obras, o Sistema Hidroviário Metropolitano terá vinte e duas eclusas, sendo que nove eclusas constituem as duas escadas de eclusas do Canal Billings-Taiaçupeba. Formarão a rede interligada de hidrovias urbanas, com estirão do Hidroanel navegável de 170 km. Transporte fluvial urbano de cargas e passageiros – tipos de embarcações 1) transporte fluvial urbano de cargas públicas (sedimentos da dragagem dos leitos dos canais e lagos, lodos das estações de tratamento de esgoto e água - ETEs e ETAs, lixo urbano triado e não triado - RSU, entulhotriado e não triado - RCD, material retirado de escavações - terras); 2) transporte fluvial urbano de cargas comerciais (cargas comerciais pioneiras - recuperadas nos triportos, produtos horti-fruti, materiais de construção, distribuição urbana de cargas gerais); 3) transporte fluvial urbano de passageiros (travessias lacustres, turismo fluvial) integrado ao transporte terrestre de passageiros, ônibus, trem e metro, através do bilhete único; 4) tipos de embarcações para navegação em canais estreitos e rasos - Barcos Urbanos de Carga - BUC - embarcações autopropelidas, com motores elétricos, para o transporte de cargas públicas e comercias em conteineres; 5) tipos de embarcações para o transporte fluvial de passageiros, autopropelidas, elétricos, de pequeno, médio e grande porte, equivalente aos furgões/taxi, micro-ônibus, ônibus aquáticos. Tipos de portos: 1) Ecoportos, portos de origem das cargas públicas, lixo (RSU) e entulho (RCD) triados, para reciclagem, portos de destino de horti-fruti, praça do mercado dos (eco)portos para feiras horti-fruti e feiras de trocas /mercado de pulgas; 2) Transportos, portos de origem das cargas públicas não triadas (e triadas nos ecoportos ao lado dos transportos), portos de destino das cargas comercias, distribuição urbana das cargas gerais; 3) Triportos, portos de destino das cargas públicas, planta dustrial de “linha de desmontagem” destas cargas públicas para transformá-las em cargas comerciais pioneiras, considerando conceitos de “ecologia industrial” e “logística reversa”, portos de origem das cargas comerciais pioneiras; 4) Dradaportos, portos flutuantes fixos e portos flutuantes móveis instalados imediatamente à jusante da foz dos afluentes dos canais navegáveis e fundos dos braços dos lagos navegáveis, tem a função de dragagem, durante 365 do ano, dos sedimentos depositados nos leitos dos canais e lagos. São portos de origem dos sedimentos de dragagem. Os portos flutuantes fixos são instalados nos principais afluentes, de grande vazão e que deslocam sedimentos, tais como o Tamanduateí no Tietê e o Pirajussara no Pinheiros Inferior; 5) Lodoportos, portos instalados junto às estações de tratamento de esgoto - ETEs e estações de tratamento de água ETAs, portos de origem dos lodos produzidos pelas estações de tratamento 80
Research Group Fluvial Metropolis Alexandre Delijaicov Professor
The Research Group Fluvial metropolis of FAUUSP (Faculty of Architecture and Urbanism of the University of São Paulo in Brazil) elaborates studies related to the Urban Waterways System of the Metropolis of Sao Paulo, with an emphasis on “multipurpose” and “intersecretarial” aspects of the project, as well as its consequences and influences to the development, urban, social and economic of the RMSP, Metropolitan Region of Sao Paulo., with particular interest in 1) The Billings-Taiacupeba channel, 2)the Small Water Ring (Tamanduatei Channel, Meninos, Couros Billings), Billings-Couros channel; 3)The Guarapiranga lake waterway, interlacing the concepts of multiple use for the water resources. The navigable Channel Billings-Taiacupeba could enlarge its water storage capacity for the supply of the Tiete Cabeceiras system, including the Rio Grande sector of the Billings reservoir. The three navigable channel-lakes of the Itaquaquecetuba subsystem, the eastern arch of the Water Way, beyond contributing to the macro drainage, by regulating through its mobile dams, the flow of the Tiete, contributes to a better landscape and beyond that, to the quality of the environmental urban structure of this region. It makes possible the implementation of parks and fluvial ports, transforming the quality of life of the inhabitants, through the articulation of projects and public works regarding the urban infrastructure, public equipment, and social housing, facing the new fluvial waterfront. The Billings-Couro channel, that completes the Small Water Ring, can contribute to the macro drainage of the RMSP, diminishing the flows in the mouth of the Tamanduatei during the intense rain period, and diminishing the pollution charge that presently enters into the Pedreira da Billings section, by reversing the upper channel of the Pinheiros River. The movable dams and the lateral channels that constituted the Small Water Ring regulated the flow to the Tamanduatei, Meninos and Couros, and eventually in emergency situations, would allow the reversal of its waters towards the Pedreira Sector, that would probably be less polluted than the waters of the channel of the high Pinheiro River, contributing thus to clean the Billings reservoir. The large Water Ring and the small Water Ring could help maintain not only the cleanliness of the Pedreira sector of the Billings reservoir, but could as well contribute to clean the higher and lower channels of the Pinheiros. The multi scope dimension of the Water Ring of the RMSP could contribute to solve multiple interlinked issues. 82
O Grupo de Pesquisa Metrópole Fluvial, da Faculdade de Arquitetura e Urbanismo da Universidade de São Paulo – FAUUSP, esta elaborando estudos do Sistema de Hidrovias Urbanas da Metrópole de São Paulo, commênfase na dimensão “multiescopo” e intersecretarial deste projeto e seus rebatimentos e desdobramentos ao desenvolvimento urbano, econômico e social da RMSP, e destaque para: 1) o Canal Billings-Taiaçupeba; 2) o Pequeno Hidroanel (Canal Tamanduateí, Meninos, Couros, Billings), canal Billings-Couros; 3) a hidrovia da represa Guarapiranga, a partir dos conceitos de uso múltiplo dos recursos hídricos. O canal navegável Billings-Taiaçupeba poderia ampliar a capacidade de armazenamento de água para abastecimento do sistema Tietê Cabeceiras, com a inclusão do compartimento Rio Grande da represa Billings. Os três lagos-canais navegáveis do subsistema Itaquaquecetuba, arco leste do Hidroanel, além de contribuírem para a macrodrenagem, regularizando através de suas barragens móveis, a vazão do Tietê, contribuiriam para a melhoria da paisagem e, sobretudo, da qualidade da estrutura ambiental urbana desta região, possibilitando com a implementação de parques e portos fluviais a transformação da qualidade de vida dos moradores, através da articulação de projetos e obras públicas de infraestruturas urbanas, equipamentos públicos a habitação social, de frente para a orla fluvial metropolitana. O canal Billings-Couros, que completa o Pequeno Hidroanel, pode contribuir para a macrodrenagem da RMSP, possibilitando a diminuição da vazão na foz do Tamanduateí durante o período de chuvas intensas, e possibilitando também a diminuição da carga de poluição que atualmente entra no compartimento Pedreira da Billings, através da reversão do canal superior do rio Pinheiros. As barragens móveis e os canais laterais de derivação que constituiriam o Pequeno Hidroanel regularizariam as vazões do Tamanduateí, Meninos e Couros e eventualmente, em situações de emergência, permitiriam a reversão de suas águas para o compartimento Pedreira, que provavelmente seriam menos poluídas que as águas do canal superior do rio Pinheiros, contribuindo desta forma para a limpeza da Billings. O Grande Hidroanel e o Pequeno Hidroanel poderiam viabilizar não somente a limpeza do compartimento Pedreira da Billings, como também a limpeza dos canais superior e inferior do rio Pinheiros, considerando que a reversão do rio Pinheiros não seria mais necessária e que a barragem de Pedreira poderia verter água e viabilizar a desejável correnteza de montante para jusante no rio Pinheiros com vazão
The coordination of the public policies regarding the water resources, refuse, and urban mobility is the real reason to justify the investment in projects and public works of the Metropolitan Water Ring of São Paulo. The aim to achieve zero dredging and zero filling make urban quality viable in the metropolitan environment, and consequently in the quality of life of its citizens. This is the motivation according to the Research Group Fluvial metropolis, that affirm that the construction of the system Metropolitan Water Ring for Sao Paulo and prompted the FAAUSP to present in 2011 to the Water Management Department of the Secretary of Logistics and Transportation of the Government of the State of São Paulo this proposal through the Articulation Agreement in Architecture and Urban planning, of the Technical, Economic, and Environmental Pre-factibility. It can be studied further in the conceptual paper at: www.metropolefluvial.fau.usp.br Alexandre Delijaicov, São Paulo, September 28 2014
suficiente para diluir a poluição destes canais. A dimensão multiescopo do Hidroanel da RMSP seria ampliada com a alternativa de derivar parte da vazão docompartimento Pedreira em direção ao Summit Canal para movimentar as turbinas da Usina de Henri Borden. E parte da vazão do compartimento Rio Grande, no dique da Rodovia Anchieta, poderia derivar para o braço Taquacetuba do compartimento Pedreira, que interligado com a represa Guarapiranga, amplia a capacidade de armazenamento deste reservatório para abastecimento de água para a região Sul da Metrópole. A dimensão multiescopo do Hidroanel da RMSP seria ampliada com a alternativa de derivar parte da vazão do compartimento Pedreira em direção ao Summit Canal para movimentar as turbinas da Usina de Henri Borden. E parte da vazão do compartimento Rio Grande, no dique da Rodovia Anchieta, poderia derivar para o braço Taquacetuba do compartimento Pedreira, que interligado com a represa Guarapiranga, amplia a capacidade de armazenamento deste reservatório para abastecimento de água para a região Sul da Metrópole. A articulação de políticas públicas de recursos hídricos, resíduos sólidos e mobilidade urbana é o motivo principal que justifica os investimentos em projetos e obras públicas do Hidroanel Metropolitano de São Paulo. As metas de aterro zero e cava zero viabilizariam a qualidade do ambiente metropolitano e consequentemente a qualidade de vida dos cidadãos. Estes são os motivos, para o Grupo de Pesquisa Metrópole Fluvial, que justificam a construção do Sistema Hidroviário Metropolitano de São Paulo, que a FAUUSP apresentou, em 2011, ao Departamento Hidroviário da Secretaria de Logística e Transportes do Governo do Estado de São Paulo, através do projeto de Articulação Arquitetônica e Urbanística dos Estudos de Pré-Viabilidade Técnica, Econômica e Ambiental do Hidroanel. Ver relatório conceitual em www.metropolefluvial.fau.usp.br Alexandre Delijaicov São Paulo, 28 de Setembro de 2014.
SÃ£o Paulo Context Analysis
São Paulo Hidroanel Projects Universidade de São Paulo Students
The Itaquera River Watershed Urban Fluvial Infrastructure Karlos Rupf / Ulysses Santiago
INTRODUCTION The present proposal deals with the restructuring of the margins of the Itaquera River Basin, with an area of approximately 4,800 hectares and 16 kilometers in length, from the source to its junction to the Tiete River. As a way of thinking about the city, the intention is to design with the water, reconfiguring place, understanding it not as pristine nature, but as nature constructed and transformed. As a project approach, we are dealing with the need of working the margins of the rivers as well as the rail way tracks and roads around them, reconfiguring the river environment as a public place essential to the metropolis.
INTRODUCAO A presente proposta trata da reestruturação da Orla Fluvial da Bacia do Rio Itaquera, com aproximadamente 4.800 hectares e 16 quilometros de extensão desde sua nascente até a foz no Rio Tietê. Como modo de pensar a cidade, ambiciona-se um desenho com as águas que reconfigure o lugar, entendendo-o não como natureza virgem, mas constrúida e transformada. Enquanto recorte de projeto, lida-se com a necessidade de s e trabalhar a ORLA FLUVIAL com alcance ás ORLAS FERROVIÁRIA e RODOVIÁRIA do entorno, reconfigurando o ambiente fluvial enquanto lugar público impresicindivel a metrópole.
FLOOD LEVELS As an assumption of the study, there was the need to understand the flood plain of the lake–channel São Miguel Paulista. Its maximum flood level in the Hidroanel concept corresponds to 731 meters upstream of the locks in the water treatment plant. After verifying that the adoption of this level of 731 meters would overwhelm adjacent terrain and would provoke flooding of the earthworks of the Rodovia dos Trabalhadores, we turned to adopt an elevation of 72,960 meters as maximum level upstream of the locks and 73,460 meters downstream.
COTAS DE ALAGAMENTO Como pressuposto de estudo havia a necessidade de se compreender a y de planicie correspondente ao Lago-Canal de São Miguel Paulista, cujo nivel máximo de inundação na cocepcao do Hidroanel Metropolitano de São Paulo correspondia a cota de 731,00 metros a montante da eclusa prevista na Estação de Tratamento de Esgotos. Após se verificar que a adocao da cota de alagamento (731,00m) inundaria sobremaneira os terrenos adjacentes e determinaria o alagamento do talude de aterro da Rodovia dos Trabalhadores, passou-se a adotar a elevação 729,60m como nivel maximo de água á montante da Eclusa de São Miguel e 724,60m a justante da mesma.
HIGHWAY RETENTION DIKE We proposed a Retention Dike parallel to the Rodovia dos Trabalhadores in order to avoid that the water levels of the channel-lake of the River Tiete could reach the earthwork of the existing highway. Associated to this configuration, there would be a lateral channel in order to trap runoff from other streams around the highway, coming from the right margin of the Tiete River. In this way, water will be directed by the highway parallel channel downstream from the ETE Sao Miguel. 92
DIQUE DE CONTENÇÃO DA RODOVIA Foi proposto um Dique de Contenção paralelo a Rodovia dos Trabalhadores a fim de evitar que o nivel d’água do alagamento do Lago-Canal do Rio Tietê pudesse chegar aos taludes da rodovia existente. Associado a esse dispositivo haveria um Canal Lateral para captar as águas advindas da drenagem e das contribuicoes de corregos que passam pela rodovia - provenientes da margem direita do Rio Tietê. Assim, as águas seriam direcionadas pelo canal paralelo á rodovia á justante da eclusa da ETE de São Miguel.
Legend 1. Praca De Sao Miguel Paulista 2. Ete - Estacao De Tratamento De Agua e Esgoto 3. Eclusa 4. Rio Jacu 5. Rio Itaquera 6. Canal 7. Dique 8. Cais 9. Lago 10. Farol
11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Terminal Rodoviario Rodivia Dos Trabalhadores Viaduto Avenida Jacu-Pessego Antiga Estacao Ferroviaria Nova Estacao Ferroviaria Estacao Hidroviaria Imovel Tombado-Chamines Imovel Tombado - Sede Social do Clube/Nitroquimica Imovel Tombado - Antiga Portaria/Nitroquimica Villa Operaria/ Nitroquimica
21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
Clube Nautico Ilha Fluvial Parque Praca Avenida Oliveira Freire Passarela/Rampa Eixo Institucional Bairro Novo Ponte Novo Porto De Sao Miguel Paulista
CANAL ETE SÃO MIGUEL In relation to the new projected limits of the ETE São Miguel, towards the north is the water transport channel and a lock that articulates the Tiete river with 729 m upstream and 724 m downstream. Towards the East a navigable channel (NA 72,960 m) is established. The channel is 75 x 825 meters, and articulates the flow from the principal channel till the passenger terminal of the River Port São Miguel Paulista; towards the South we propose a bypass channel of 10x 700 m, that joins the East and West navigable channels with a difference of levels of 5 meters; towards the west, we propose a navigable channel of 75x 700 meters that reaches the Tiete River. THE DIKE AS ROAD AND THE ROAD AS DIKE The allocation of the Joao Lopez Maciel street and the highway access to the ETE São Miguel as “Dike Streets” has been established with the objective of creating a water environment, internal to the navigable channel of the Tiete River and fed by water contributions from the Itaquera River source. This dike, 10 meters wide, and conceived as a boulevard, establishes the possibility of sidewalks and trails on the river margins through heavily shaded areas till the Tiete River, enlarging and surrounding a water environment that defines a water-park adequate for recreational water activities. WATER-PARK AND RIVER ISLANDS This is a space established by the mouth of the Itaquera River and the lake-Channel of the Tiete River and is shaped by the pier dikes and boulevard dikes installed above the access highways to the ETE São Miguel, and the Rua Joao Lopez Maciel. There will be artificial islands proposed, among which one island-port defines by the construction of a canal adjacent to the new Mouth of the Itaquera River between the Industrial Zone and the av. Dr. Jose’ Artur Nova and another one hectare island within the water-park. PUBLIC PIER AND NAUTICAL CLUB Though 360 m long pier to the proposed lighthouse, between the Water Square and a new neighborhood on the industrial setting, we propose a public pier for recreational boats as well as the Nautical Club, as a way to support the teaching and the practice of water sports. THE RAILWAY LATERAL CHANNEL In substitution of the CPTM (railway) walls we are proposing a 5 meter wide channel to open up the landscape and remove the visual obstructions by integrating the railway bordering land as an urban public park. This channel can also become an element of local mobility for small boats, in addition to and parallel to the railway lines to serve as a micro drainage of the railway upstream lands and becoming a part of the treatment of rainfall water that continues flowing to other water bodies. PARKS Along the river margin there will be proposals in the public parks for small dikes, lakes, waterfalls, water mirrors among other landscape functional and recreational compositions. These contraptions will also serve to control the flow, by diminishing its speed in to the rivers and streams. They will also work as an option to retain additional rainfall volume in a different way than the large retention pools, and control the permanent level of the water mirror without the contribution of polluting sources and effluents. In this way, the river parks become densely shaded public spaces that constitute a network related to the water flow and can also function as filtering gardens, and promote water losses through evaporation. PORT BEACH PIERS These channels, being urban water ways, will have their margins perform as parks and as ports. Parks, as densely shaded boulevards, and ports by taking advantage of their possibility of mooring boats along their length. They will also be beach, a public space by definition, accessible to all the population in the city as a Cultural Pier- a place for free appropriation by the public. HOUSING
As a proposal to provide housing to the inhabitants impacted by the urban restructure of the margins of the Itaquera River, we designated an area of approximately 8 Hectares between the Railway margin and the ETE São Miguel. The proposal of multifamily buildings with dimensions of 200m long x 14 meters wide will comply with the housing needs as well as the urban function of connecting the land at railway level (735m) with those of the channel walk (730m). The housing programs will be articulated through paved galleries, inclusive of public services and local commercial enterprises, while the roof levels will be allocated to collective leisure activities.
128 94 124
CANAIS ETE SÃO MIGUEL Em relação aos novos limites projetados da ETE de São Miguel ao norte está o Lago-Canal de Navegação com a Eclusa que articula o Rio Tietê da cota de montante de 729,60m para a de 724,60m á jusante; á leste um canal navagável (NA 729,60m), de 75 por 825 metros, que faz a articulação do canal principal até a o Terminal de Passageiros do Porto Fluvial de São Miguel Paulista; ao sul um Canal de Circunvalação, de 10 por 700 metros, que liga os Canais Navegáveis Leste e Oeste com differença de 5 metros; e a oeste um Canal Navegavel (NA 724,60m) de 75 por 700 metros até o Rio Tietê. ESTRADA-DIQUE, DIQUE-BULEVAR A apropriação da Rua João Lopes Maciel e da Estrada de Acesso á ETE de São Miguel como diques-bulevares se estabeleceu a partir da ideia de se criar um recinto aquático interno ao Canal de Navegação do Rio Tietê, alimentado pelas contribuições de água da foz do Rio Itaquera. O dique com largura de 10 metros concebido enquanto bulevar estabelece a possibilidade de passeio a beira-rio por areas densamente sombreadas até o Rio Tietê, alongando-se e contornando todo um rencinto fluvial criado que define uma Praça das Aguas adequada a atividades de lazer náutico. PRAÇA D’ÁGUA, ILHAS FLUVIAIS Espaco constituido pela contribuição da Foz do Rio Itaquera e pelo Lago-Canal do Rio Tietê é conformado por Diques-Pier e Diques-Bulevar instalados sobre a Estrada de Acesso da ETE de São Miguel e pela Rua João Lopes Maciel. Haverão ilhas artificiais propostas, sendo entre outras uma ilha-porto definida pela constução de um canal adjacente a nova foz do Rio Itaquera, entre a Zona Industrial e a Avenida Doutor José Artur Nova e outra projetada com 1 hectare, de 100 por 100 metros, posicionada dentro Praça D’água. ATRACADOURO PÚBLICO, CLUBE NÁUTICO Através de um cais de 350 metros até o farol proposto, entre a Praça D’água e um novo bairro sobre as instalações industriais , será constituido o atracadouro público para embarcaoções com finalidades recreativas, assim como, a constituição do Clube Náutico enquanto escola para dar suporte ás atividade de ensino e prática dos esportes aquáticos CANAL LATERAL DA FERROVIA Em sustituição aos muros da ferrovia da CPTM (Companhia Paulista de Trens Metropolitanos ) está sendo proposto um canal com 5 metros de largura para desobstruir a barreira visual existente e integrando a Orla Ferroviaria enquanto parque público urbano. O canal tamblem pressupõe ser um elemento de mobilidade local para pequenas embarcaoções - paralelamente aos trilhos - além de servir como dispositivo da microdrenagem dos terrenos á montante da ferrovia, fazendo assim parte do sistema de tratamento das águas pluviais antes de serem lançadas em outros recintos aquatiçõs. PARQUES Ao longo da Orla Fluvial serão constituidas pequenas barragens, lagunas, cascatas, espelhos d’água entre outros artificios paisagisticos recreativos e funcionais nos parques públicos. Tais dispositivos tamblém servem para o controle hidrico, como a diminuicão da velocidade de vazão das aguas diretamente para a foz dos córregos e rios. Tendo em vista que funcionem como opção a retenção do volume adicional das chuvas, diferentemente dos “piscinões”, mantém um nivel controlado permanente da lamina de água sem a contribuição de efluentes de fontes poluidoras. Sendo assim, os parques fluviais saõ espaçõs publiçõs densamente arborizados que constituem uma rede de areas livres relacionadas com a preexistencia das águas, que attraves da vegetação implementada, tamblém poderão funcionar como jardins filtrantes da poluição e retentores da perda de água pela evaporação. PORTO, PRAIA, CAIS Os canais, sendo hidrovias urbanas, terão as suas margens como Parque e como Porto. Parque como bulevares densamente arborizados e Porto pela possibilidade de atracar as embarcações ao longo de sua extensão. Serão tamblém como Praia - espaço público por exceléncia acessivel aos habitantes da cidade e como Cais Cultural - local para a livre apropriação pública. HABITAÇÃO Como proposta para a provisão habitacional da população impactada com as obras de reestruturação urbana da orla fluvial do Rio Itaquera, adotou-se uma área de aproximadamente 8 hectares entre a Orla Ferroviária e a ETE de São Miguel. A proposta de edificios de habitaçãos coletiva, com 200 metros de comprimento por 14 metros de largura, cumpririam além da necessidade de moradia para os habitantes do local a funcao urbana de conectar os terrenos da cota da ferrovia (+735,00m) com os da cota do passeio do canal (+730,00). Através de um pavimento galeria se articularia o programa habitacional, os equipamentos publicos, os comercios e os servicos locais; as cobetruras das edificações seriam destinadas á atividades de lazer coletivo.
Section 128’ = 1’
129 95 125
Area of Intervention
Tietê River and the Water Cities Re-urbanization of Itaim and Tijuco Preto streams Diego Vernille/Joel Bages/Ursula Troncoso
The idea was to work on the rivers and canals that flow into the Tietê river, at the head of its basin, at the area called Upper Tietê River. But the relation of the city with the water begins earlier, begins its tributaries, watersheds andits sources and springs. Only after the consideration of the water regime as a whole, we can bring a satisfactory solution to the perennial problem of flooding in the Upper Tietê region. We want, with the proposal, to radically change the relationship between the city with its rivers. They should no longer be the focus of tragedies and start to conform the territory and city around it. Today the city turns its back to the rivers and streams, and the houses protect themselves froms its dirt. The idea is to invert the logic and think in another direction and start from the notion that the river is clean, because it’s possible, by changing public policies and the by the implementation of the metropolitan fluvial transportation. Let’s exercise our imagination: we could open small balconies, windows , views to the river. Small interventions that can start a paradigm shift.
But how the city must reach the river? From the small scale of the neighborhood, the small street, two levels houses? Let’s open the city to the channels, create a public space along its banks. Recalling that the various scales deserve different solutions - larger channels, can live together with higher height housing, and narrower channels must maintain the low height of the surrounding buildings, creating logic and proportion. The area chosen for this intervention is composed by the basins of Itaim and Tijuco Preto streams in São Paulo metropolitan region, the zone of lakes from Upper Tietê River and also a portion of the informal settlements in the municipality of Guarulhos.
A idéia foi trabalhar com os rios e canais que desembocam no Rio Tietê, na região de sua cabeceira. Mas a cidade das águas começa antes, começa em seus afluentes, suas bacias e suas nascentes. Só a partir da consideração do regime das águas como um todo, poderemos trazer uma solu ão satisfatória para o problema constante de enchentes da região do Alto Tietê. Queremos, com a proposta apresentada, mudar radicalmente a relação da cidade com seus rios. Eles devem deixar de ser foco de tragédias e passar a conformar a cidade a sua volta. Hoje a cidade dá as costas para os rios e os córregos, que são focos de problemas e sujeira. A ideia é inverter a lógica e pensar o rio público e despoluído. Vamos partir do presuposto de que este rio é limpo, vamos começar depois de todo o processo de despoluição, mudança de políticas públicas e implantação do hidroanel metropolitano. Comecemos daí nosso exercíco de imaginação. Então vamos abrindo pequenas varandas, janelas, vistas. Pequenas intervenções que podem proporcionar mudança de paradigmas. Mas como a cidade deve chegar até o rio, o canal? Desde a pequena escala, do bairro, da pequena rua, das casas de dois patamares? Vamos abrir a cidade para o canal, criar um espaço público ao longo de suas margens. Lembrando que as diversas escalas merecem soluções diferentes quanto maior o leito dos canais, mais podemos adensar e criar mais pavimentos de habitação,com canais mais estreitos, devemos manter a altura baixa das construções do entorno, criando uma lógica e uma proporção. A área escolhida para esta intervenção é a compreendida pelas bacias dos córregos Itaim e Tijuco Preto dentro do município de São Paulo, a zona de lagos do Rio Tietê e uma pequena porção do município de Guarulhos.
Intervention with Railroad connection
SÃ£o Paulo Hidroanel Projects University of Florida GSoA Students
Providing Civic Significance To the Edge Condition Transitional Justice In Urai: Housing & Memory Location: Jardim Helena São Paulo, Brazil Threading A Metro Access To The Waterfront Cultural Thread Location: Jardim Helena São Paulo, Brazil Urbanizing The Metropolitan Access Nodes São Paulo: The Market Location: Jardim Helena São Paulo, Brazil
Maximizing Waterfront Values For Education CEU + Linear Park + Water + Neighborhood Location: Jardim Helena São Paulo, Brazil Lacing Neighborhoods With Arts & Nature River Park & Community Art Center Location: Jardim Helena São Paulo, Brazil Creating A Beacon Identity For The Periphery The Vertical Soccer Metropolis: La Meca Do Futebol Location: Jardim Helena São Paulo, Brazil
Presentation of the UF School Of Architecture Hidroanel Projects Martha Kohen Professor
The six projects analyzed the changing role that the end of the line informal settlements will have access to with imple mentation of the Hidro Anel Metropolitano. The role change refers to the modification of the accessibility to the areas that would profit from being at the waterfront location of navigable metropolitan waterways. The modification of the infrastructur al conditions that will protect the areas from floods and will admit sewage solutions is assumed possible. The projects create programmatic proposals and develop urban design al ternatives for the understanding of the centrality role that the new infrastructure will promote in the areas, and contribute to understand the developmental potential in living conditions for large sectors of the population in the peripheral settlements. The first two projects initiate from the train station, turned metropolitan connector, and its link to the Hidro Anel waterfront, transforming the station in a multimodal public transport node. They visualize commercial, residential, and sport infrastructures and a significant public space, and mixed use dense interventions linking the waterfront to the metropolitan access. The third project addresses the creation of denser new neighborhood borders with the reuse of dismissed industrial sites, while providing a program that will be unique and have metropolitan meaning. The last three projects work in proposing unique social infrastructure that could now be associated with the waterfront location, opening affordable opportunities and iconic possibilities to provide identity and dignifying centrality to the peripheral SĂŁo Paulo informal areas. The projects work with Arts and Recreation, Education and Sports facilities.
Urbanizing The Metropolitan Access Nodes SĂŁo Paulo: The Market Marut Angsuratanawech
This project project proposes to develop Jardin Helena, an area on the periphery of the city with informal settlements in the at risk floodplain zone into a more livable development with new economic resources.The site that we chose to develop is near the main train station of the neighborhood with the small underground canal We see the potential of this site with the existing canal to create the new waterway transportation, which would connect to the new Hidroanel waterway ring that will surround the city of SĂŁo Paulo. The site is separated into two areas with only a bridge that currently connects both sides. The main concept of this project is to create a market that bridge the two areas to be more coherent and benefit the people who live in the neighborhood by making this place a more lively and exciting place and creating a new landmark for SĂŁo Paulo. The project will develop from the train station along a navigable canal to the waterway ring. We have created a shopping complex with an organic market near the train station. This area also includes a the sport complex that people easily accessible from the train station with a new public plaza. The newly excavated canal contains water taxis and a linear market along the canal with barges full of goods to sell. A new residential area is created and is linked to a river park at the intersection of the canal and th Hidroanel.
Focusing Area Hidroanel
Transition Line Flooding Line
São Paulo Urbanized Area Metropolitan Area of São Paulo Municipality Area of São Paulo Main Road Connections
Perspective of Market Plaza
SECOND FLOOR 3 FRONT PLAZA 4 DROP IN/OFF AREA 5 TICKET BOOTH + INFORMATION CENTER 6 LIBRARY + EXIBITION SPACE + CAFE 7 SOCCER FIELD 8 PLAYGROUND 12 TRAIN PLATFORM 13 BUS STATION 14 WAITING AREA 15 WATER TAXI 16 TRAIN STATION WAITING AREA + RESTAURANTS 17 SPORT COMPLEX 18 CONNECTION BRIDGE
FIRST FLOOR PLAN 1 SHOPS 2 CAFE 3 FRONT PLAZA 4 DROP OFF AREA 5 TICKET BOOTH + INFORMATION CENTER 6 LIBRARY + EXIBITION SPACE + CAFE 7 SOCCER FIELD 8 PLAYGROUND 9 PARKING 10 BICYCLE RACKS 11 RESTROOM 12 TRAIN PLATFORM 13 BUS STATION 14 WAITING AREA 15 WATER TAXI
Master Site Plan
Threading A Metro Access To The Waterfront Cultural Thread Omayra Diaz
Currently, a primary emphasis of the role of the Hidroanel water ring in SĂŁo Paulo is the collection and recyling of solid waste from the city along the waterway. In addition, the potential for the Hidroanel to aleviate the overwhelming congestion in the metropolis is undeniable. However, the emphasis on services and distribution does not recognize the cultural potential of this newly found waterfront. This project proposes a new boulevard connection between the Jardim Helena Station and the Hidroanel. This pedestrian based infrastructure would create a space for social interaction and publicity among the people living in the neighborhood as well as visitors arriving at the station intending to window shop on their way to the new waterfront amenities.
Cultural Tread Omayra Diaz
View of Boulevard towards Metro Line
1- Train Sttatiion Hub - Jardim Helena 2- High Density Mix-Use Boulevard 3- Cultural Park 4- Dredging Port
Feet Existing Street Typologies
Proposal of the Boulevard
Arrival to Park
1- Cultural Center 2- Promenade 3- Entertainment Area 4- Look Out Area 5- Recreational Area
Providing Civic Significance To The Edge Condition Transitional Justice in Urai: Housing & Memory Paul Stanley
Atop a riparian landfill between the Rio Tietê and neighborhood São Miguel,in Jardim Helena, a tabula rosa condition aspires to become a zone that enhance the area’s ecological and economic standing. The new site aspires first to meet the area’s housing demands and achieve 100-units/ hectare and 45% permeable surfaces to prevent flood conditions. This sprawl will be designed along a long, rising wall of stepped housing, and a neighborhood of stilted housing pods that connect across a stream in the Tietê to the neighborhood below. The new site also aspires to meet a more abstract/ political demand; that is, the archiving and cataloging of memories during the Brazilian military dictatorship from 1964-1985. This archive will also be home to the Comissão Nacional da Verdade, who has for its same mission the preservation of lessons from darkness during Brazil’s flirtation with the interminably troubling era of the Cold War. The project aims to match the diversity of the tropical, colorful street-scape along Rua Salvador de Medeiro, the main road that connects Sao Paulo’s first Jesuit outpost-church and public square with the São Miguel train station. Residents in the stepped wall of housing will be encouraged to dress and adorn their modular units with varied recycled materials and maintain a minimum of 1-2 small gardens. The stilted housing pods feature perforated aluminum panels with advertisements, contradicting the municipal code of no advertising with a special exception. The proceeds will be used to directly infuse money back into the housing unit’s amenities and to grow the Comissão Nacional da Verdade’s archives once the C.I.A.’s files on their involvement with the coup are released
Site 1 Choice
Site 1 Choice- Near Itaim: Less historic buildings, residential Opportunities Site 2 Choice- Jardim Helena: Long Distance to the River, Concrete Jungle
Site 2 Choice
Site 3 Choice- São Miguel: Challenging boundaries, excellent historic structure and vibrant street life
Site 3 Choice
A Housing Project with a Banco de Materiais to support its development An auxillary Headquarters for the Comissão Nacional da Verdade in the East of São Paulo, to archive and address memories
Unfolded Elevation along Rua Salvador de Medeiro heading from the Train Station (far right) to a series of vacant lots (bottom left)
Master Site Plan
Adding Life to the Floor Slabs
Sections through the wall and the housing.
Strategies for defending the River Banks and the right to adequate Housing via interaction with the Promenadeâ€™s Main Wall.
ComissĂŁo Nacional da Verdade
Housing Units with advertising/ artwork screens, Hidroanel Canal rejuvenation pond
Banco de Materiais de UruraĂ, using the ancient Indian name for the township. Market stalls on ground floor.
Maximizing Waterfront Values For Education CEU + Linear Park + Water + Neighborhood Mario Lambert
A center for unified education is proposed to better the life of the neighborhood with access to technology, education and civic activities. The neighborhood contains several schools, residents, commercial activity and possible locations for work. Keeping in mind the need for a place to provide services that could be useful to the neighborhood, the CEU contains an early childhood center, school of early childhood education, library/technology center, theatre and a recreational facility with swimming pools. The CUE peninsula is a proposed development along the hidroanel expansion. It is meant as a place for gathering, socializing and education. The CEU campus is a strong program link to the linear park that it is embedded within and contributes as a plaza for the park. The embodied open plaza invites residents to share knowledge and become a part of something greater, to not only improve their life but also the livability of the neighborhood. The inviting open space allows for direct views of the water while the surrounding program creates a sense of enclosure. Relationship and proximity to a linear park is a concept of biophilia, the idea that we as humans are connected to nature and that our productivity and learning is improved as a result.
The initial peninsula was proposed as a square in the Hidroanel plan.
The initial peninsula was proposed as a square in the Hidroanel plan.
The form was considered to be cut and programmatic elements shifted to the side.
The form was considered to be cut and programmatic elements shifted
By shifting the program to the sides of the peninsula, a new informal space was created that would be defined by surrounding.
By shifting the program to the sides of the peninsula, a new informal space
The created space opens to the street and becomes inviting to the neighborhood.
The created space opens to the street and becomes inviting to the
The open space would allow viewers to create a connection with the water and horizon while the view is guided by the programmatic landscape.
The open space would allow viewers to create a connection UF G|SoA with the water
Horizontal & Vertical Circulation
Exploded Axonometric Diagram
The initial peninsula was proposed as a square in the Hidroanel plan.
The form was considered to be cut and programmatic elements shifted to the side.
By shifting the program to the sides of the peninsula, a new informal space was created that would be defined by surrounding.
The created space opens to the street and becomes inviting to the neighborhood.
The open space would allow viewers to create a connection with the water and horizon while the view is guided by the programmatic landscape.
Lacing Neighborhoods With Arts & Nature River Park & Community Art Center Fernanda Marx
The poorest areas in Brazil lack green and pleasurable spaces, especially in the city of São Paulo. The River Park will function as a space for leisure and entertainment for the local communities. Located on a 40.000m² created island in the Hidroanel Ring, the park will be composed of an organic landscape, with paths that will lead to two soccer fields, a skate park, playground, canopy, and also a new Community Art Center. To further enhance the relationship between the waterway and the island, a channel will cross the entire park and will also create a subtle division between entertainment area and cultural area. The channel will function as an area for leisure and comfort. On the edges of the island a wooden deck will lead to two piers, one designed for a floating market and as a marina. On the north side of the island, an artificial beach will provide a place for visitors and will inlcude public spaces and commercial areas as well as a 600m² public swimming pool. In Brazil art is very restricted for those people who have money. The Community Art Center (CAC) building will be a place where people that live in the surrounding areas will be able to take dance, music and art classes. The building is planned to have around 4.000m² and it will be located on the River Park. A semi-underground floor will work outside as a stage for classes’ presentations. The green roof top of the first pavement will also function as an open air cinema, where people from communities will be able to watch cultural movies in a relaxed environment. A canopy will lead people coming from CEU (Centro Educacional Unificado) to the CAC and will be also a place for outdoor exhibitions for the art students.
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Master Site Plan
Creating A Beacon Identity For The Periphery The Vertical Soccer Metropolis: La Meca do Futebol Jonathan Arcila-Garcia
The Hidroanel is a major urban waterways infrastructural project proposed for the city of SĂŁo Paulo Brazil. Our area of research for this project is a sector of the waterway ring that passes through the Jardin Helena neighborhood, a densely populated informal settlement located in the floodplain. Our concern was that the Hidroanel project would displace a large portion of this community. Any major infrastructural intervention that is grafted onto an existing development must take into consideration the people and the culture of the place. We began by investigating the needs of the neighborhood in terms of both living and the cultural experience in the favelas and informal settlements of the area. As a result, we are proposing high density modular housing set on an island in the middle of the Hidroanel. In addition, we are proposing a vertical futebol facility. Futebol is a cultural phenomenon in Brazil and an important social and recreational activity for the poorest communities in the country. The new facility would include sports education and multiple playing fields, providing not only recreational places for the neighborhood but also a new economic resource for the Jardin Helena community. La Meca do Futebol will create an new identity to the area and will become a beacon for the periphery.
15 Year Population Growth and Expansion
Parks Urban Reference Water Watershed Protection Periods of Expansion Before 1881 1882 to 1929 1930 to 1949 1950 to 1962 1963 to 1974 1975 to 1980 1981 to 1985 1986 to 1992 1993 to 2002
Annual Growth Rate in % Below -0.70 -0.69 to 0.00 0.01 to 1.50 1.51 to 2.50 2.51 to 3.50 3.51 and above
Existing Jardim Helena
Current and Future Parks
Urban Master Plan
Existing Parks Proposed Parks
Displaced Population In Jardim Helena
50’150’ 350’ 500’
Modular Housing Configuration
Mixed Use Residential Tower & Hotel
Family Housing Residential Tower
Single Family Housing Residential Tower:
1,000 FT = 432 Units (Unit Size 20’ x 50’) 800 FT2 = 504 Units (Unit Size 20’ x 40’)
1,500 FT = 315 Units (Unit Size 30’ x 50’) 1,000 FT2 = 234 Units (Unit Size 20’ x 50’)
800 FT2 = 861 Units (Unit Size 20’ x 40’)
Population Capacity = 3,672
Population Capacity = 3,375 People
Population Capacity = 2,583 People
Section 128’ = 1’
Phase 1: Establish tourism industry and construct soccer stadium creating a beacon identity for Jardim Helena. Phase 2: Support tourism by constructing the first tower and establishing hotel to support influx in population. Phase 3: Second tower will be constructed, this tower will be a residential tower providing residential units for all the displaced families, while maintaining their cultural identity. Phase 4: The third and final tower will be constructed. It will also be residential units for the inhabitants of the region. It will contain vertical parks and amenities to support soccer culture.
Conclusion and Further Work
Martha Kohen Professor | Nancy Clark - Associate Professor
The Collaboration between the FAUUSP and SOA UF has opened research and communication avenues in various directions. The work was presented at the Urban Waterways Program at the XXV Congress of the UIA, Durban 2014, though papers, workshops and exhibition. It was presented at the Urban Forum on Informal Settlements in Pescara October 2013. It has been exhibited at the University of Sao Paulo, and the Durban University of Technology in South Africa. It will be partially exhibited at the University of Florida International Week exhibition, November 2014. It has been partially published by the UNESCO backed Series from Universita’ La Sapienza in Rome, “the City in the Evolutionary Age” 2014. New advancements will be published in 2015 in a volume requested and funded by the UNESCO Chair in Sustainable Urban Quality and Culture, Coordinated by the authors of this publication that will edit the contributions on Water based Urbanism from 18 different countries presented in South Africa in August 2014. In the fall 2014 and the spring 2015 both Schools, UF and USP, through their graduate studios work will advance the Documentation and Catalog of the Floridian historical and contemporary typologies of water based Urbanism. The authors welcome interest, ideas, comments and contributions from the readers at: firstname.lastname@example.org email@example.com firstname.lastname@example.org We hope that the space created through the Consortium for Hydro-Generated Urbanism, a special program at the School of Architecture , can become an inclusive platform for this evolving subject. For further information go to http://gsoa.dcp.ufl.edu/degrees/special-academic-program/ consortium-for-hydro-generated-urbanism
Acknowledgments Special thanks to: Ivan Smith Endowment University of Florida International Center University of Florida Center for Latin American Studies University of Florida School of Architecture Universidade de SĂŁo Paulo Faculdade de Arquitetura e Urbanismo