Rio Master Plan

Waterfront Development & Design

de JaneiroRio

2 UNIVERSITY OF PENNSYLVANIA ∙ Rio de Janeiro Waterfront Redevelopment Studio

Connie Chang Adam Childers Adrian Fine Jeff Harris Lizzie Hessmiller Aaron Kurtz Anne Leslie Dave Munson Benjamin Phillips Natalie Robles Maurie Smith Andy Wang Studio Instructor: Professor of Practice Evan Rose

REDESIGNING AND REDEVELOPING THE NORTHERN WATERFRONT IN RIO DE JANEIRO Department of City Planning, Spring 2012

3CONTENTS

WATERFRONT CONCLUSION

PORT & INDUSTRY

IMPLEMENTATION

PREFACE

13

91

7

EXECUTIVE SUMMARY

5

COMMUNITY

39

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Este plano para a parte

nordestino do Porto do Rio

de Janeiro e as comunidades

vizinhas é preparada por alunos

de pós-graduação no programa

de Planejamento Urbano na

Universidade de Pensilvânia

Escola de Design, sob a direção

do Professor Associado Evan

Rose. O documento destina-se

ao Conselho de Arquitetura

e Urbanismo da Cidade

do Rio de Janeiro (CAU) e

da Secretaria de Estado de

Planejamento e Gestão de

Rio de Janeiro (SEPLAG) para

orientar o desenvolvimento

futuro da área do porto.

A abordagem do plano para

o Porto do Rio de Janeiro

concentra-se nas ligações da

cidade podem facilitar na área:

conectar o porto para um

mercado mais amplio e rentável

através da consolidação e rotas

de transporte reorganizados,

permitindo a conexão das

comunidades aos serviços

e bens através de uma rede

pedonal e trânsito melhorada,

facilitando a conexão entre os

moradores e oportunidades de

empregos novos através de um

sistema de ecologia industrial,

e que liga a cidade inteira para

uma única orla urbana através

de reconstrução criativa.

Propostas do plano estão

informados por estudos de

casos no desenvolvimento

do porto e cais, bem como

no local de investigação

desenvolvidas no Rio de Janeiro

em março de 2012.

Sumário executivo

5EXECUTIVE SUMMARY

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Chapter hedCapítulo

Caption goes here for about as many lines as you need, but probably more about like three or four lines? I don’t know.

Legenda vai aqui por cerca de quantas linhas você precisa, mas provavelmente mais sobre como três ou quatro linhas? Eu não sei.

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This plan for the northern

section of the Port of Rio de

Janeiro and the surrounding

communities is prepared by

graduate students in the

University of Pennsylvania

School of Design’s City and

Regional Planning program

under the direction of Professor

of Practice Evan Rose. The

document is intended for the

Architecture and Urbanism

Council of the City of Rio

de Janeiro (CAU) and the

Secretariat of Planning and

Management of the State of

Rio de Janeiro (SEPLAG) to help

guide the future development

of the port area.

The approach of the plan for

the Port of Rio de Janeiro

focuses on the connections

the city can facilitate within

the area: connecting the

port to a greater, more

profitable market through

consolidation and reorganized

freight routes; connecting the

communities to services and

neighborhood assets through

an improved pedestrian-and-

transit network; connecting

residents to jobs through an

industrial ecology system;

and connecting the whole

city to a unique urban

waterfront through creative

redevelopment.

The plan’s proposals are

informed by case studies

in port and waterfront

development as well as on-site

research conducted in Rio de

Janeiro in March 2012.

Executive summary


CAN

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São CriStóvão

CAJU

AVENIDA BRASIL

Niterói Bridge

AVENIDA BRASIL

PORT CONSOLIDATION

WATERFRONT DEVELOPMENT

CAMINHO

INDUSTRIAL ECOLOGY

7PREFACE

A series of interlocking proposals introduce new public spaces, strengthen health and safety in communities, boost the local economy, and bring a growing population into a historic area. Many of these proposals are contingent on the consolidation of port operations; others use the street network to knit together existing resources.

Uma série de propostas interligadas introduzir novos espaços públicos, fortalecer a saúde e segurança nas comunidades, impulsionar a economia local, e trazer uma população crescente em uma área histórica. Muitas destas propostas são contingentes sobre a consolidação das operações portuárias, outros utilizam a rede da rua para malha recursos junto existentes.

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At the heart of Rio de Janeiro’s

Guanabara Bay coast lies the

Port of Rio. The Port stretches

over six kilometers from Centro,

the city’s central business

district, to the Rio–Niterói

Bridge connecting the Rio to

the other side of the bay. The

history of Rio is intimately tied

to the Port and its surrounding

neighborhoods. The waterfront

has evolved from a fishing

village to a royal palace, to a

regional economic generator.

Today the Port of Rio de Janeiro

is a major employer and a

defining characteristic of the

city: Rio is the water.

The nature of Port activities,

however, creates negative

environmental and

developmental impacts that

disproportionately affect

communities around the Port.

Major infrastructure cleaves

neighborhoods from the rest of

the city, heavy traffic and port

trucking creates hazards for

pedestrians, and pollution poses

serious health risks.

New economic dynamics

are currently changing the

outlook for the Port area.

Porto Maravilha, a city-

initiated redevelopment of the

neighborhood in the southern

portion of the Port, is likely to

kickstart the economic growth

in the area. Meanwhile, the Açu

Superport is opening about 250

kilometers from Rio de Janeiro

and will outcompete Rio’s Port

in numerous sectors. Indeed,

the Port of Rio de Janeiro is at

PrefacePrefaciar


9PREFACE

ContextOnly recently has Brazil

become the democratically-

administered, economic

powerhouse that it is today.

First claimed by Portugal as a

colony in 1500, its tumultuous

transition to democracy

went through several phases

of colonial administration,

monarchical power, pseudo-

republicanism, and dictatorship,

until finally becoming a federal

presidential constitutional

republic in 1988. Only in the

last 25 years has it achieved its

current republican structure.

Rampant hyperinflation

plagued the country

throughout the latter half of

the 20th century. With the

introduction of a new (and

now current) currency, the

Brazilian real, the economy

stabilized, and the country

a unique turning point: the city

has an opportunity to remediate

the Port’s negative impacts on

surrounding communities while

also reconfiguring operations

to be more efficient and

competitive. Now is the chance

to consolidate and specialize the

Port, build signature projects in

the district, and improve public

services and public realm for

residents.

As the city grows, and as Rio

prepares for the significant

investments of the Olympic

Games, the city can direct

attention to neglected

neighborhoods around the

Port. Conscientious investment

in services and infrastructure

in the area, combined with

new development, promises

a compelling new urban

waterfront in the city’s historic

North Zone.

Nearby assets such as Centro, robust communities in São Cristóvão and Caju, and the Porto Maravilha redevelopment are the impetus for this plan’s proposals.

Ativos próximos, como Centro, comunidades fortes em São Cristóvão e Caju, eo Porto Maravilha requalificação são o impulso para propostas deste plano.

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

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

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could compete in the global

marketplace. Therefore, only in

the last 15-25 years did Brazil

develop fully into the economic

power that it is today: Brazil

currently boasts the 6th-

largest (nominal) or 7th-largest

(purchasing power parity) GDP

in the world.

However, vestiges of income

disparity still exist. The country

maintains the 17th-highest

income disparity in the world

(by comparison, the United

State ranks 43rd), and many

Brazilians reside in informal

settlements known as favelas.

Many observers fear that

Brazil’s rapid growth and

deindustrialization will leave

unskilled workers behind.

Further, Brazil is suffering a

housing deficit, as Brazilian

households are forming faster

than housing units are being

built. Today’s national housing

deficit is nearly 7,500,000

housing units, 90% of which

are suffered by low-income

households.

It is this recent maturity

and income disparity that

contextualizes Rio de Janeiro.

Founded in 1565, Rio de

Janeiro is the capital of the

State of Rio de Janeiro and

served as the capital of Brazil

until 1960. Rio boasts the

second-largest population and

its economy has the second-

highest GDP in the country.

However, a greater percentage

of residents live in favelas than

in the country as a whole, and

while there is a rising middle

class, the favela population

also continues to increase

as rural inhabitants migrate

to the city. Overall, Brazil’s

housing deficit is felt in Rio,

The housing deficit in metropolitan Rio today consists mostly of housing units that put an excessive burden on occupants, or units with co-habiting households.

O déficit habitacional na região metropolitana do Rio hoje consiste principalmente de unidades habitacionais que colocam uma carga excessiva para os ocupantes, ou unidades com famílias coabitam.

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11PREFACE

over the years in very different

ways, and the area around

the Port has seen population

growth three times as the city

as a whole.

In addition, the North Zone

contains sizeable publicly

owned land, such as military

installations and numerous

inland container-storage lots.

Between the North Zone’s

rapid population growth and

the availability of public land,

there is great opportunity to

render the Port an impetus for

economic and development

growth for the North to the

great benefit of the City.

which suffers a current deficit

of nearly 400,000 housing

units.

The Port of Rio de Janeiro is

located at the confluence of

two distinct socioeconomic

regions of the city: the affluent

South Zone, encompassing

much of Rio’s beaches and

tourist destinations, and the

more industrial, and lower

income North Zone (60%

of residents of the favela of

Morro da Providência, for

example, work at the Port).

These two zones — divided

physically by Rio’s coastal

mountains and swaths of

industrial land — developed

Summary of basicsBrazil GDP (nominal): US$2.493 trillion

Brazil GDP (PPP): US$2.294 trillion

Brazil Gini coefficient: 51.9

Brazil population: 192,376,496

Brazil population residing in informal housing: 6%

Rio de Janeiro GDP: R$343 billion (almost US$201 billion)

Rio de Janeiro municipal population: 6,323,037

Rio de Janeiro metropolitan population: 12,387,000

Rio de Janeiro population growth: 3.4% since 2002

São Cristóvão population growth: 20% per year

Rio de Janeiro population residing in informal housing: 22%


13PORT & INDUSTRY

é Gantry cranes at the São Cristóvão quay.

Guindastes de pórtico no cais de São Cristóvão.

The Port of Rio de Janeiro

has played a major role in the

economic development of

the city and region. However,

the Port is facing increasing

competition from regional and

national superports, and much

of its infrastructure is insufficient

to serve the changing needs of

the southeastern megaregion.

Given these circumstances,

and the investment from the

Olympics and the World Cup,

the Port has an opportunity to

consolidate and become more

efficient.

In order to maintain its role as

an economic engine and major

employer, the Port should enact

operational, infrastructural, and

functional changes. Suggested

improvements include the

realignment of rail lines into

the Port and a new truck

marshalling yard to improve

transfer efficiencies and reduce

local congestion.

As the Port follows a proposal

to shrink its footprint, this plan

proposes a new system of

industrial ecology in Caju —

using existing waste resources

for new business activity to

help generate jobs while

improving the environment.

In the proposed scheme,

Caju’s economy would remain

anchored in industrial activity,

while shifting research,

investment, and job-training

opportunities into processes

that boost self-reliance and

energy independence for the

neighborhood.

Port & IndustryPorto & Indústria


CAN

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São CriStóvão

CAJU

AVENIDA BRASIL

Niterói Bridge

1 km

15PORT & INDUSTRY

to a lesser extent break bulk

goods. There is little reason for

the Port to expand its handling

of bulk liquids and solids given

significant improvements and

construction of superports

elsewhere that are solely

focused on such activities.

Therefore, we recommend

that the Port simultaneously

specialize and expand in

areas where it can maintain

competitiveness. Through this

process, the Port of Rio de

Janeiro can continue to play

a significant role in local and

national logistics.

Container handling would

play the most significant role

in this scenario. Increasing

imports of finished goods to

retailers and consumers in Rio

de Janeiro necessitate a facility

that can continue to grow,

as well as provide capacity

to entice major shipping and

logistics companies to use the

Port as their primary port of

transporting these goods to

the people and businesses of

Rio. In addition, investment in

straddle carriers would allow

the Port to stack denser rows

of containers, rendering the

overall system more efficient.

Further, roll-on/roll-off

facilities would be expanded,

as automobile imports and

exports continue to increase,

The agile portThe “agile port” concept,

formulated by the US

Department of Transportation,

states that a port be able

to fulfill all of the following

functions:

1. Accommodate varying

cargo quantities and types

2. Minimize operation

interruptions

3. Increase throughput of

combined operations

and ship types, including

container, break bulk, roll-

on/roll-off, and passenger

ships

4. Adjust easily to changes in

cargo flow

To meet these goals,

recommendations for the

Port of Rio de Janeiro below

incorporate improvements

to multi-modal functions,

including rail and trucking

improvements: expansion of

container facilities, investment

in equipment to enable more

efficient cargo handling, and

means for improving overall

Port efficiency.

Expand and specializeThe Port’s strengths lie in the

movement of general goods via

container, roll-on/roll-off, and

PORT & INDUSTRYéTruck staging

Truck strip retail

Car pads

Parking

Container pads


and the Port’s only other

competition nationwide are

comparable facilities located at

the Port of Santos in São Paulo

and the Port of Rio Grande.

While total land area for these

activities would decrease,

construction of parking

structures to handle additional

car capacity would enable the

Port to continue to compete.

Some Port facilities would

be retained for break bulk

activities. Considering a

rapidly growing construction

industry, it is crucial that the

ability to handle these goods is

preserved.

RailThe Port of Rio de Janeiro’s

existing rail yard, Pátio do

Arará, does not directly feed

into the Port — containers

arriving by train are currently

moved by trucks into the

Port. The Port Authority

recognizes that the rail yard

in its current state is limiting

overall efficiency, and has

slated improvements that

focus on the reconciliation of

incompatible rail gauges. In

addition, the State of Rio de

Janeiro plans to invest R$1.7

billion on building railways

to connect its major port

terminals.

An efficient system of rail shuttles would load containers directly from container ships from four rail spurs at the Port. These would be transported for sorting and final transport at a remote off-port rail yard.

Um eficiente sistema de ônibus de transporte ferroviário vai carregar recipientes directamente a partir de quatro navios porta-contentores esporas ferroviários no porto. Estes serão transportados para fins de triagem e transporte final em um pátio ferroviário remoto.

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� Existing condition: port operations continue across the length of the waterfront. � Truck facilities would be added, and the Gamboa portions of port operations phased out. � Remaining port operations in São Cristóvão would be phased out, and the first sections of landfill would be added, break bulk shift northward, and ro-ro facilities expanded. � Container facilities would be expanded through landfill and expansion into the Sermetal facilities to the north.

� Condição existente: operações portuárias continuar por toda a extensão do cais. � Caminhão instalações serão adicionadas, e as porções Gamboa de operações portuárias eliminados. � São Cristóvão restantes operações portuárias serão retirados, e as primeiras seções de aterro serão adicionados, quebrar mudança em massa do norte, e ro-ro de instalações ampliadas. � Instalações de contêineres será ampliada por meio de aterro e ampliação nas instalações Sermetal para o norte.

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17PORT & INDUSTRY

1

3

2

4


dominant a role as trucking

at the Port of Rio, but it can

be improved to allow more

flexibility in logistics mode

choice for a wide range of

firms and industries.

TruckingThe Port currently lacks chassis

storage, queuing facilities, and

a truck staging area. This leads

to efficiency and security issues

and negative land use impacts

that present a public health

hazard in areas surrounding

the Port. Trucks are only able

to enter the Port at two points,

and these points of entry do

not provide security, container

tracking, or weighing. This

leads to severe bottlenecks

at these points of entry, and

results in long lines of trucks

moving through residential

streets and idling along the

roadside as they wait for their

scheduled entry. In addition,

the lack of any sort of chassis

storage adds further to both

inefficiency and danger to

surrounding residential areas as

empty flatbeds must be carried

to and from points of container

pick-up and drop-off.

In 2010, the Port of Rio

handled 200,000 trucks.

The state department of

transportation, SETRANS,

projects this to grow to

Following the “agile port”

concept, we propose more

significant changes at the Port

of Rio to fully take advantage

of State aims to increase the

overall rail capacity of its

system:

1. Pátio do Arará would

be phased out as a rail

yard, and replaced with a

sophisticated truck staging

area.

2. Rail lines would feed

directly into the Port,

where containers may be

loaded or unloaded directly

between rail cars and ships.

3. In order to move rail-bound

containers out of the Port

as quickly as possible, they

would not be sorted at the

Port, but “shuttled” out in

shorter configurations to a

proper rail staging area.

4. Rail infrastructure would

be improved and installed

along existing lines.

5. A buffer rail yard would

be established to

provide turnaround and

maintenance of locomotives

and cars.

These strategic improvements

would impact overall land uses

minimally while increasing rail

throughput and efficiency.

Rail would still not play as

19PORT & INDUSTRY

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

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

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

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

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Existing trucks

Future trucks


Precedents in port improvment & expansionBARCELONA: Like Rio de Janeiro, the city

contained aging facilities and disconnected its

residents from the waterfront. Barcelona utilized

international sporting events as a catalyst: using

momentum and funding from the 1992 Olympics,

the city redeveloped much of the waterfront for

public and private uses, and improved existing

facilities to produce a modern port. Future

improvements to the port, consisting of €800 million in investments, include expanding the container

facilities with a new terminal and improving road and railway access to the terminal. For sections of

the old part that were phased out, future plans include a superyacht marina to accommodate extra-

large yachts, and high quality services including storage, security, restaurant, crew area and lounge,

and helipad.

LOS ANGELES: Trucks moving through port-

adjacent residential areas resulted in public health

issues. The port mitigated these issues by building

more sophisticated staging and queueing facilities,

as well as improving container-handling efficiency

within the port.

AMSTERDAM:

A lesson in modern efficiency — the use of straddle carriers (rather than

reach stackers, as used in Rio de Janeiro) allows for denser container

facilities; roll-on/roll-off facilities include garages to increase capacity; and

many industries are located directly on port property. The coastline has

also been articulated to allow for more efficient ship movement, enabling

the Port to become one of the most competitive ports in the world.

21PORT & INDUSTRY

300,000 trucks in 2015, and

567,000 by 2020. In addition,

122,000 vehicles per year are

associated with Petrobras’ pre-

salt oil extraction activities at

the Port as well. If significant

steps are not taken soon, this

dramatic growth in truck traffic

would have further severe

impacts on port operations

and the well-being of the

neighboring residents in Caju.

Existing plans

SETRANS has slated a plot of

land to the northwest in Caju

to be improved with a truck

center, consisting of a large

waiting area for drivers and

their trucks, as well as amenities

for drivers such as repair shops,

showers, gas stations, and

food service. Also included in

the plan is a ground-level truck

route that would connect the

truck center to the Port. While

this plan would mitigate some

of the issues above, it presents

three problems:

1. The facilities provided

by the truck center only

address trucks waiting on

residential streets. Due to

its distance from the Port, it

does not address queuing

or security issues, as trucks

would still have only two

points of entry into the

Port.

2. A ground-level truck route

still has trucks moving

through residential areas.

3. Much of the Quinta do

Caju local economy is

dependent on truck drivers’

patronage. Placement of

the truck center away from

the area would negatively

impact the neighborhood

economy.

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

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

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Staging trucks by the Port

To fully address the issues

above, as well as provide

upgraded facilities for purposes

of efficiency and security for

the Port, we suggest a full-

service staging area at Pátio

do Arará’s current location. It

would connect directly to the

Port and include sophisticated

queuing facilities, chassis

storage, and parking. So that

local business owners can

still benefit from an economy

driven by Port activities, the

staging area would also include

a strip of retail development

in which a wide range of retail

activities, truck repair, and

hotel activities may take place

and be accessed both staging

area-side and from Rua Mns.

Manuel Gomes.

Dedicated right-of-way

It is important both for Port

efficiency and for the well-

being of Caju residents that

trucks have a means of

accessing the staging area

without traveling through

residential streets. While the

proposed staging area partially

addresses the problem, a

dedicated truck right-of-way

would fully segregate truck

traffic from the residential

neighborhood. Built over the

Container storage is scattered inefficiently throughout the Caju neighborhood. This plan proposes the consolidation and expansion of container facilities within the Port.

De armazenagem de contentores está espalhado de forma ineficiente em todo o bairro Caju. Este plano propõe a consolidação e expansão das instalações de contêineres no porto.

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23PORT & INDUSTRY

existing rail tracks that currently

exit Pátio do Arará’s western

side, this ramp would connect

the staging area directly to

Avenida Brasil. Trucks can then

connect to any other major

highway to their destinations.

Container facilities

Currently, container facilities

at the Port comprise 31.7

hectares. Port Authority

estimates conclude that the

Port could handle a throughput

of 425,000 TEU (or standard

containers) per year, and

storage of 23,000 TEU at any

point. For the Port to retain

its competitiveness, it must

expand its container facilities to

handle the increase in volume

and to increase handling

efficiency.Current expansion

plans by SETRANS and the two

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

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

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

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

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private terminal operators,

Multiterminais and Libra, extend

the quay via landfill and a more

efficient system of container

handling to 48.9 hectares.

This would allow for yearly

throughput of 3.4 million TEU

and storage of 58,000 TEU at

any time. In addition to this, we

suggest further expansion of

the facilities to encompass both

this landfill and an expansion

into Sermetal’s current facilities

in 20 years. At full expansion,

the container facilities would

comprise 65.4 hectares. They

would be able to handle 4.6

million TEU yearly, and storage

of 79,000 TEU at any time.

Expansion of the quay would

occur in three locations:

1. Along current roll-on/-roll-

off facilities

2. North along the Rio–Niterói

Bridge

3. Into the current location of

Sermetal’s shipyard facilities.

Expansion into Sermetal is

contingent on our proposed

relocation of the company’s

facilities to Niterói, where a

growing shipyard industry

is building more modern

facilities.

Roll-on/roll-off

In addition to general

container cargo, the Port also

maintains a high volume of

roll-on/roll-off, or car and

truck, shipments. Unlike

container goods, cars and

trucks are both imported and

exported at these facilities in

equal amounts.

With both the import and

export of cars and trucks

expected to continue to grow,

the Port can maintain its

competitiveness by expanding

its ro-ro facilities as well.

While total land area for roll-on/roll-off facilities would be reduced, construction of two large parking structures would still enable the Port to compete with other, comparable facilities elsewhere in Brazil. The current Sermetal facilities would be relocated to Niterói, providing room for further expansion of the container yard.

Enquanto área total da terra para as instalações de supercargueiro Ro-Ro será reduzido, a construção de duas grandes estruturas de estacionamento ainda vai permitir que a porta para competir com outras instalações semelhantes em outros lugares no Brasil. As instalações atuais Sermetal será transferida para Niterói, proporcionando espaço para a expansão do pátio de contêineres.

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25PORT & INDUSTRY

The Port can increase its ro-

ro capacity on its existing

property.

By constructing two four-

story parking structures

totaling 63,000 square meters,

capacity can be quadrupled

over the next 20 years —

maintaining competitiveness

with comparable facilities at

the Port of Santos and the

Port of Rio Grande.

Bulk goods

While the Port would not

be able to compete with

superports in Itaguaí and

Açu in the movement of bulk

liquids and solids, increases in

construction activity due to the

World Cup and the Olympics

mean that the Port of Rio must

also still be able to handle a

significant volume of break

bulk goods such as iron and

steel beams, piping, and other

construction materials.

While the Port’s footprint

would shrink away from

Gamboa and São Cristóvão

quays, the expansion of

container and roll-on/roll-off

capacity would allow the Port

nearly 100,000 square meters

to handle these other goods at

its southern end.

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

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

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CAN

AL D

O M

ANG

UE

CENTRO

São CriStóvão

CAJU

AVENIDA BRASIL

Niterói Bridge

1 km

27PORT & INDUSTRY

Industrial ecology Industrial ecology is an

approach to capital planning

that views industrial systems

as a closed-loop ecosystem

in which flows of materials

and energy are never wasted

but rather become inputs for

new processes and products.

This approach has multiple

advantages: it emphasizes

efficiency and sustainability,

maximizes capital investment

in infrastructure and resources,

encourages synergies and

unconventional partnerships

between firms, and promotes

environmentally sensitive

design and business practices.

Hubs & synergiesThe Port region of Caju is a

prime location for transforming

underutilized industrial land

into a highly efficient industrial

ecology. Institutions that could

anchor a stronger industrial

economy already have a

presence in the area. Cidade

Universitaria, on the Ilha do

Fundão, hosts a powerhouse

set of research institutions:

• The Federal University of

Rio de Janeiro (UFRJ)

• CENPES: the Lab and

Research arm of Petrobras

is dedicated to developing

and advancing biofuel

production and new

technological solutions in

partnership with UFRJ

• Electrobras–CEPEL:

the primary research

institution for the electricity

sector, CEPEL provides

services and patents,

develops new technology

infrastructure, and conducts

environmental, economic

and energy studies

PORT & INDUSTRYé

The anaerobic digester is the secondary processing mechanism in the industrial ecology, creating combustible gas and removing liquid from biomass waste.

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

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

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

University and research hubs

community institutions

transportation and infrastructural linkages

Industrial parcels.

Parcelas industriais.

A bioremediated waterfront and wetlands (see following chapter.)

A beira-mar biorremediado e zonas húmidas (ver capítulo seguinte).

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UFRJ

ELECTROBRAS-CEPEL

PETRO-CENPES

ALEGRIA WASTEWATER PLANTFIOCRUZ

MANGUINHOS REFINERY

ANAEROBIC DIGESTER

ASH-TO-CONCRETE

KOMBI BIOFUEL STATION

RECYCLED MATERIALS

FERTILIZER

BUILDING MATERIALS

WASTE-TO-ENERGY

DENGUE CLINIC

SECURITYJOB TRAINING CENTER

COMMUNITY KIOSK

29PORT & INDUSTRY

• BIO-RIO Foundation: the

biotech business incubator

develops and disseminates

new technologies and

helps biotech startups with

everything from business

management services (IT,

administration, finances,

legal) to providing physical

space and infrastructure

A short distance away

in Centro, the National

Technological Institute (INT)

provides services like business

incubation, engineering studies

for new fuels like biodiesel,

public-private partnerships,

product certification and

specialized technical services.

FIOCRUZ (or the Oswaldo Cruz

Foundation) is a leading public

health and biomedical sciences

research institution located

just across the Fundão Canal

in Manguinhos and is currently

prioritizing actions to combat

dengue, a serious issue in Rio

and in the Port area of Caju.

Inputs and wasteA new industrial ecology in

Caju would be based on a

waste-to-energy framework

that makes use of existing

inputs to repurpose municipal

waste and generate new

manufacturing and industrial

co-location opportunities.

300tons of municipal waste per day

902,280 m³ Biomethane per year

109,500tons per year

9,022,800kwh per year

1,095kw plant capacity per year

Certified Emissions Credits in accordance with the Kyoto Protocol

Existing wastewater in Caju could become a resource for producing a significant amount of energy for the neighborhood every year.

Existentes de águas residuais no Caju poderia tornar-se um recurso para produzir uma quantidade significativa de energia para o bairro todos os anos.

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Caju already functions as

a principal hub of waste

collection and processing for

the city. Caju is home to the

Alegria wastewater treatment

plant, operated by CEDAE. The

plant is one of the city’s largest

and has been targeted for

modernization and expansion

as part of a citywide effort to

reduce pollution in Guanabara

Bay and anticipate future

demand on public facilities.

COMLURB, the municipal

urban sanitation corporation,

operates a plant in Caju that

processes over 300 tons of

municipal waste per day.

Recyclable materials are meant

to be separated at the plant

before waste is transferred

to landfills, but the city has

acknowledged difficulties in

following through with this

goal: recent estimates have

found that Rio only recycles

3% of all waste, of which only

0.27% is sorted by the plants.

The other 2.73% of recyclables

are captured by individuals that

salvage these materials from

the trash. UFRJ is working to

understand how these informal

recycling collectives operate

under the Canal do Fundão

revitalization programs and

what can be done to formalize

and expand their capacity as an

Wastewater treatment in Caju could be turned into certified emissions credits in accordance with Kyoto Protocol, while building new job opportunities within the neighborhood.

Tratamento de águas residuais no Caju poderia ser transformado em créditos de emissões certificadas em conformidade com o Protocolo de Quioto, enquanto a construção de novas oportunidades de emprego dentro do bairro.

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The constructed wetlands provide a secondary processing of contaminated municipal waste, remediating pollutants that affect the public health and economy of the neighboring community.

Os wetlands construídos proporcionar um tratamento secundário dos resíduos sólidos urbanos contaminados, remediando poluentes que afetam a saúde pública e economia da comunidade vizinha.

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31PORT & INDUSTRY

KOMBI

NAT

UR

AL GASSTATION

POWER PLAN

T

CONCRETE PROD

UCTION

CONCRETE

BUILD

ING MATERIALS

AGRI

CU

LTURAL FERTILIZER

CAJU COMMUNITY

UNIVERSITY HUB

RECY

CLED MATERIALS

JOB TRAINING


important employment sector.

The proposed industrial ecology

in Caju would be supported

by the Alegria wastewater

treatment plant, which would

provide processed biomaterial

waste from the city. After

treatment, this biomaterial

would be transported through

an underground pipeline

to anaerobic digesters that

would break down the

material to further manage

waste and release energy.

This process creates biogas

that can be used directly as

cooking fuel, in combined

heat-and-power gas engines,

or upgraded to natural gas-

quality biomethane. A portion

of this gas can be used as a

sustainable and accessible fuel

source for the local kombi van

transportation system, via new

biogas fueling stations located

along primary transportation

routes in Caju.

The biomass gasification

process in this scheme

could generate combustible

gas to power turbines for

energy production and local

distribution at an on-site

1095-kilowatt power plant.

The anaerobic processing

also produces nutrient-rich

digestate that can be used in

the production of agricultural

Caju could turn into biomaterial waste into a fuel source for the informal vans, or kombis, that ply its streets.

Caju poderia se transformar em resíduos biológicos em uma fonte de combustível para as vans informais, ou kombis, que percorrem suas ruas.

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33PORT & INDUSTRY

Bandeirantes landfill-gas-to-energy projectSÃO PAULO, BRAZIL

The municipality of São Paulo and private landfill operator, Biogás, established a public-private

partnership to construct a power plant that would capture and process methane gas, a byproduct

of landfills, and convert it to biogas to be sold as fuel for electricity. The reductions in greenhouse

gas emissions as a result of the methane gas capture

enabled the city to earn and sell carbon credits

under the Clean Development Mechanism (CDM)

as established in the Kyoto Protocol. Revenues from

the sale of carbon credits are split evenly between

the private operator and the city, and the public

portion is used to fund environmental and social

improvement projects for the community adjacent

to the landfill, including the construction of parks

to restore vegetation and control floods, bicycle

lanes, and recycling and environmental education programs. Other benefits include training and

capacity building to enable new employees from the community to use the advanced technology

at the plant. The rewards of the

Bandeirantes plant are significant: the

project reduces the negative impact and

pollutants from waste, creates a green

substitute for fossil fuels to offset further

environmental degradation, produces a

double profit from the sale of biogas for

fuel and carbon credit dividends, creates

employment opportunities, and provides

new revenues for the city to invest in

green industry and the community..


fertilizers and can be further

processed to create building

materials like fiberboard. Yet

another product of anaerobic

digestion is ash, an essential

component of concrete

production, which can be

transferred to an existing,

adjacent production facility.

The production of energy

from waste on-site would not

only reuse materials in new

industrial processes — thereby

reducing total waste — but

could also alleviate energy

equity issues for the residents

of the Port area. A 2006

World Bank study defined Caju

residents as “energy poor,”

meaning that 10% or more

of annual household income

is dedicated to energy. This is

often due to fees (often called

“crime tariffs”) for tapping

informal energy supplies.

Precedents have demonstrated

that biogas is most

effectively deployed for local

consumption to minimize

transport complications. The

public investment in industrial

ecology could include the

construction of a pipeline from

new biogas facilities to Caju

residents and businesses to

ease energy cost burdens and

inaugurate a new sustainable

energy network.

The primary input for the industrial ecology system is biomass waste provided by the adjacent municipal wastewater treatment facility.

A entrada principal para o sistema de ecologia industrial, são resíduos de biomassa fornecido pela instalação de tratamento de águas residuais municipais adjacente.

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35PORT & INDUSTRY

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

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

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

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

ê

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MANGUINHOS BIODIESEL

BUILDING MATERIALS

FERTILIZER PROCESSING

KOMBI BIOFUEL STATION

RECYCLING FACILITY ANAEROBIC DIGESTER

POWER TURBINEASH-TO-CONCRETE


The introduction of the

industrial ecology system

would become part of a larger

network of public services and

infrastructure in the Caju and

São Cristóvão neighborhoods

— this network, growing

out of existing services and

communities, is known in

this plan as the Caminho, the

“path.”

As the port specializes and

consolidates its footprint,

it also opens opportunities

to remediate the waters of

Caju. The industrial ecology

system (and a wetlands

for bioremediation to be

introduced in the next chapter)

would begin to make the area

cleaner and healthier, while

also building a new economic

foundation for sustainable jobs.

The Caminho

Meet LuisLuis comes from a family of

fishermen in Caju, but with

the decline of fishing due to

pollution, he now carries out

miscellaneous delivery services

to ships docked by the port.

The new biogas plant

constructed in Caju cuts Luis’s

home utility costs by a third

thanks to a direct pipeline

to service Caju residents

and subsidized prices for

local consumers. Dedicated

public investments from the

sale of carbon credits fund

bioremediation, educational

programs, and better

community infrastructure,

something Luis feels has

been overlooked in small port

communities.

Luis has joined new job

training programs to be in

the pilot team that plants

urban biofilters, cleaning the

waterfront that used to support

his family. He’s gained new

skills, and is able to ensure a

better living environment for his

family. He’s thinking of using

the money saved on energy

costs to open a business using

recycled materials for fishing

supplies. He thinks Caju is a

promising place to be as Brazil’s

green economy takes off.

37PORT & INDUSTRY


39COMMUNITY

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CommunityComunidade

Stairs in Morro da Providência.

Escadas no Morro da Providência.

The 2016 Olympics is bringing

a wave of change to Rio de

Janeiro, including the North

Zone. The Porto Maravilha

plan, the planned Olympic

Media Village, and this plan’s

proposal to reorganize the

Port all represent large-

scale opportunities to direct

investment and energy into

making São Cristóvão a cultural

center of Rio de Janeiro.

Public investments can tie

existing areas such as Caju,

as well as new residential

developments in São Cristóvão,

to star attractions such as a

cleaned-up Canal do Mangue

and the Quinta da Boa Vista,

while also improving linkages

for residents to job centers

in Centro, the Port, Cidade

Universitaria, and a new green

technology hub.

The network linking these hubs

would rely on improved streets

that include bicycle, pedestrian,

and transit paths, providing

greater choice in transportation

and relieving pressure on roads

in the São Cristóvão area.

Utilizing land freed up from

Port consolidation, the

improved street network

would also support economic

activity, foster social exchange,

and act as a backbone for

a system of community and

health services. Integrating

the existing communities into

new development at the port is

essential to create a sustainable

plan that serves all users.


1 km

41COMMUNITY

The CaminhoOne objective of the master

plan is to increase the

connectivity of neighborhood

amenities within our site

through the establishment

of the Caminho — a public

armature designed to link

existing neighborhood nodes

with new neighborhood nodes

in order to deliver a safe and

equitable network for residents

to access their daily needs

throughout Caju and São

Cristóvão.

The location of the Caminho’s

network is informed by

the location of four types

of neighborhood nodes,

current and future: economic,

social, environmental, and

transportation. Economic

nodes include both formal

and informal retail corridors

and cultural attractions.

Social nodes include schools,

hospitals, dengue clinics,

and nurseries. Environmental

nodes include open spaces

such as city parks and plazas.

Transportation nodes include

formal transit hubs and

informal transit stops.

New nodes are located in

areas where new development

is being proposed, such as

the waterfront and on the

The Caminho would increase connectivity between neighborhood amenities.

O Caminho aumentaria a conectividade entre as comodidades do bairro.

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Primary armature

Primary connection

Secondary armature

Nursery

Hospital

School

Subway stop

Kombi stop

Recreation space

+

M

COMMUNITYé


do Caju, Parque Conquista,

and Parque Alegria exhibit

high rates of unemployment,

low educational attainment,

gun violence, and a lack

of public space. In Caju,

residents have an average of

4.8 years of schooling, 42%

unemployment, and ranks

111th out of 126 districts in

the Human Development Index

for the entire city. The Caminho

northwestern arm of Caju.

By colocating these new

community facilities, the

Caminho also serves to foster

vibrant and well-used spaces.

Social Port communities are

routinely exposed to a host

of social and environmental

hazards. Neighborhoods

like Boa Esperança, Quinta

Informal communities are a major part of São Cristóvão and Caju, and can benefit from improved connections to job centers and public amenities.

Favelas são uma parte importante de São Cristóvão e Caju, e pode se beneficiar das conexões melhoradas para centros de emprego e serviços públicos.

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Informal communities

43COMMUNITY

activity. The Caminho would

improve operating conditions

for both formal and informal

retail venues as well as

connect area residents to

jobs. Harnessing existing and

proposed commercial activities

would foster strong and

vibrant economic connectors

to jobs and other nodes

on the Caminho, as well as

commercial destinations for

would combat these issues

with space for educational

programs, recreation,

improvements in public health,

reduction in pollution, and

increased security for residents

and Port workers alike.

EconomicThe study area supports a

wide range of both formal

and informal commercial

Formal retail

Informal retail

Retail areas in São Cristóvão and Caju include formal and informal corridors.

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

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area shoppers. As a connector,

the Caminho would link

residents to job training facilities

and employment in the Port

and industrial ecology. As a

destination, the economic strips

along the Caminho would

cater to the proposed office

and residential development

along the waterfront, the new

truck staging area, and existing

communities.

TransportationThe existing transportation

system in Rio de Janeiro includes

a metro system, city buses, and

informal buses. A new light rail

and bus rapid transit system

are currently being constructed

as part of Rio’s plan to improve

its transit infrastructure for the

World Cup and Olympic Games.

This plan would extend the

proposed light rail system to

connect to the new waterfront

development and Caju. The

city’s new bus rapid transit

system would provide high-

speed connections throughout

the city, but with only one

proposed stop within the

waterfront study area, at the

Rodoviária Novo Rio Station.

The Metrô Rio subway system

currently stops twice within

our site area in São Cristóvão

and does not provide access

to Caju. These neighborhoods

largely rely on the city’s bus

system. There are over 1,000

city bus lines in Rio that

are operated by numerous

independent companies.

The informal bus system

includes clandestine buses and

Volkswagen kombis, which

tend to operate short-distance

routes. Kombis operating in the

Caju neighborhood do provide

access to São Cristóvão and

Centro.

Kombi stop in Caju.

Parada de Kombi em Caju.

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City bus routes

Light-rail route

Subway stop

Kombi stop

The existing transportation system includes city buses, informal kombis, and subway. A new light rail will connect Centro to new waterfront development and Caju.

O sistema de transporte existente inclui ônibus urbanos, Kombis, e de metrô. Um bonde novo vai ligar Centro ao novo cais de desenvolvimento e Caju.

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45COMMUNITY


Green infrastructureCoined within the United

States in the mid-1990s,

“green infrastructure” is not

a single project, concept or

infrastructure improvement.

It is a holistic approach

that seeks to improve

the natural environment,

communities and built

structures through the use of

engineered systems that mimic

the earth’s natural processes.

Integrating green

infrastructure can be done as a

piecemeal approach that adds

individual green infrastructure

elements such as green

roofs, permeable paving,

environmental policies and

sustainable energies, etc.

However, greater results

and acceptance can be

expected by creating a

framework that focuses on

the most environmentally

sensitive and community

focused areas.

The Environmental Education

Center under the coordination

of Celso Junius and in

conjunction with various State

agencies (CEA, SMAC, SMH,

Secretary Cultural Heritage,

CPMA), has established a

green infrastructure pilot

program called “Green

Corridors GT.” The program

seeks to define green policies,

practices, education and

actions that can be utilized

within the State of Rio de

Janeiro.

The green infrastructure plan

incorporates the goals of the

green-corridors program while

integrating the Caminho street

network as a backbone for

implementation. Proposed is

power

habitat

com

mun

ityairwate

r

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

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

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Primary

Secondary

The green infrastructure plan includes a three phase approach that includes primary, secondary, and tertiary streets.

O plano de infra-estrutura verde inclui uma abordagem em três fases, que inclui ruas principais, secundárias e terciárias.

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47COMMUNITY


a hierarchical approach that

identifies streets within the

overall framework that should

be focused in a three phase

approach.

Green streetsAs part of a green-

infrastructure initiative, a

green-streets program acts to

bring environmental, economic

and aesthetic benefits to areas

typically devoid of such.

Beyond installing street trees

and vegetation to reduce the

urban heat island effect, green

streets are designed to mitigate

the negative stormwater effects

associated with an increase in

impervious surfaces.

Flooding and stormwater

non-point source pollution

are issues that are pervasive

throughout Rio. Lack of a

stormwater management plan,

poor infrastructure and poor

automobile regulations add to

this issue. The installation of

green streets and stormwater

planters are not an end all

solution to current stormwater

issues. However, it is a low-cost

and high-benefit approach that

minimizes stormwater issues,

and forms a green backbone

for future development.

HARDSCAPE

BUILDINGS

LANDSCAPE

WATER

GREEN INFRASTRUCTURE

PhysicalInterventions

green roofsgreen walls

bioretentiongreen streetsrain gardens

condensate harvestingrain harvesting

grey water harvestingpassive irrigation

pervious pavementsperforated pipe & overflow inlets

Green streets are just one of many physical interventions that can be utilized within a comprehensive green infrastructure program.

Ruas verdes são apenas uma das muitas intervenções físicas que podem ser utilizadas dentro de um programa de infra-estrutura abrangente verde.

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49COMMUNITY

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Boun

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wn

this

sid

ewater movement

stormwater entry curb cut

stre

et s

lope

drive aisle

lateral curb cut

river rock checkdam

stormwater exit curb cut

permeable paving

stormwater inlet*

GREEN STREETS STORMWATER PLANTERSSCENARIO ONE

Sidewalks with a parking lane

Width not greater than parking lane

Permeable paving to extend to drive aisle edge

Minimum installation area 4.5 square meters

Acts a traffic calming device

SCENARIO TWO

Sidewalks (< 3 meters) without a parking lane

Width to not exceed 1/3 sidewalk width

Permeable paving installed within shoulder

Minimum installation area 4.5 square meters

Does not affect traffic

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ootp

rint

buildin

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ootp

rint

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alk

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idew

alk


Street designThe physical connections of

the Caminho include a series

of primary and secondary

connector streets. Existing

primary armature streets are

determined by the presence of

existing neighborhood nodes.

For example, Rua São Luís

Gonzaga in São Cristóvão is

considered a primary armature

street because of the presence

of a commercial corridor,

park space, transit stops, and

community facilities.

New primary armature

connections are intended

to fill in the gaps of existing

armature streets in order to

provide continuous and safe

connections throughout the

site. Primary armature streets

are designed to enable safe

access for all users including

Rendering of new streetscape improvements along the Caminho.

Prestação de melhorias da paisagem urbana ao longo do Caminho novos.

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51COMMUNITY

pedestrians, bicyclists,

motorists, and transit riders.

Portions of primary armature

streets would also include an

environmental component. In

addition to wider sidewalks,

bicycle lanes, and frequent

crosswalks, these streets

would include new plantings

such as trees and rain gardens

to capture stormwater

runoff. These ecological

improvements are intended

to manage stormwater runoff

at the surface and to slow

and infiltrate it. Because the

primary armature network

safely and conveniently

links major neighborhood

destinations with one

another, residents can rely

on non-automobile forms of

transportation to access daily

needs. Secondary armature

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

Corte de uma rua que apresenta uma calçada estreita.

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

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

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Existing: Section of a one-way street with two lanes of parking

Existente: Corte de uma rua de sentido único com duas faixas de estacionamento

Proposed: Section of a secondary armature street with a new bicycle lane, one lane of parking, and shade structures

Proposto: Estruturas Corte de uma rua secundária armadura com uma pista de bicicleta nova, uma pista de estacionamento, e sombra

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53COMMUNITY

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

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

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

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

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

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

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1

3

2

4

55COMMUNITY

é streets feature the same type of

street infrastructure as primary

armature streets, but do not

contain neighborhood nodes.

These streets are intended

to serve as safe pedestrian

connections in areas bounded

by primary armature streets.

Additionally, the secondary

armature streets guide

residents safely to the

neighborhood amenities

located on the primary streets.

PhasingThe phasing of the Caminho

is divided into four phases

over a 30-year period. The first

phase of the Caminho would

be fueled by new development

associated with the Olympic

Media Village and would be

completed by the time of

the Olympics. By establishing

primary armature streets and

primary connections west

of the Linha Vermelha, the

São Cristóvão neighborhood

would be better connected to

Caju in the north.

Primary streets would receive

changes such as sidewalk

widening and new bike lanes.

The second phase of the

Caminho network would

include the establishment of

secondary armature streets

and armature kiosks at

important intersections. These

changes would be made over

the next five years.

The third phase of the

Caminho network would occur

after full Port consolidation.

Caminho connections and

kiosks would be established to

and along the waterfront.

The final phase of the

Caminho network would

� Caju and São Cristóvão would be better connected to the Olympics Media Village through streetscape improvements on primary armature streets. � Establishment of secondary armature streets and kiosks. � Establishment of primary armature streets and kiosks along the waterfront. � Establishment of new community facilities.

� Caju e São Cristóvão seria melhor conectado à Vila da Mídia Olimpíadas através da melhoria da paisagem urbana em ruas principais da armadura. � Estabelecimento de ruas secundárias da armadura e quiosques. � Estabelecimento de ruas principais da armadura e quiosques à beira-rio. � Estabelecimento de instalações de nova comunidade..

The Caminho will provide a safer multi-modal environment.

O Caminho vai proporcionar um ambiente mais seguro multi-modal.

ê

Primary Caminho connection

Secondary Caminho connection

Caminho kiosk

Waterfront Caminho connection

Caminho node


Examples of shade structures located along the Caminho.

Exemplos de estruturas de sombra localizadas ao longo do Caminho.

é

occur during the major phase

of waterfront development.

These changes would include

the establishment of new

community nodes, such

as schools, dengue clinics,

kombi stops, nurseries, and

recreational spaces.

These new amenities would be

colocated around one another

in new areas of development.

Shade and servicesIntersections within the

Caminho become important

spaces of activity. These areas

would be the locations for

kiosks that serve as visual

indicators for the location of

the Caminho’s network.

At these locations, new shade

structures and street furniture

serve as the common language

57COMMUNITY

to reinforce the connections

found within the network.

These structures also serve

as public art opportunities.

Shade structures can build off

existing street structures or be

freestanding.

During the day, the kiosks

would act as small centers

with public health, wayfinding,

and community information.

By night, the kiosks would

light up to provide extra street

lighting to improve the safety

of Caminho streets.

On top of each kiosk a solar

panel would provide energy

for an interior light. The walls

of the kiosks would be made

of modular, recycled plastic

sourced from the recycling

plant in Caju as part of the

industrial ecology system.

Examples of armature kiosks located along the Caminho.

Exemplos de armadura quiosques localizados ao longo do Caminho.

ê

SIDEWALK

STREET

WALL

SPACE


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

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

Proposed: New biofilter plantings along the Caju waterfront would remove hazardous pollutants from water and air, provide new green spaces for recreation and restore the community’s historic connection to the waterfront.

Proposto: Plantações biofiltro novos ao longo do cais do Caju irá remover poluentes perigosos da água e do ar, fornecer novos espaços verdes de lazer e de restaurar a conexão histórica da comunidade à beira-mar.

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Dengue rationaleThe City of Rio de Janeiro has

mobilized municipal, state

and private sector resources

to combat dengue fever

in a series of educational

campaigns and prevention

initiatives.

While dengue affects the

municipality as a whole,

studies show the highest

incidence of dengue in the

Port area. Only one specialized

12/24-hour municipal dengue

clinic (“polos de dengue”)

is located in São Cristòvão

despite the increased risk.

Few public health services

exist in these high-risk areas,

characterized by inadequate

infrastructure, garbage

collection, high-density

residential areas, proximity to

water bodies and problems

controlling rainfall. To bridge

the gap in community

infrastructure, the Caminho

would include facilities like

specialized dengue clinics,

coupled with investments

in green infrastructure to

improve stormwater collection

and environmental conditions.

BioremediationDecades of receiving waste

and runoff from industrial

and urban activities have

left Guanabara Bay and its

tributaries in a state of severe

environmental degradation.

According to State Secretary of

the Environment, Carlos Minc,

68% of the metropolitan

region’s wastewater flows

untreated into the bay.

Petroleum and shipbreaking

industries deposit oils and

heavy metals such as mercury,

lithium, cadmium, lead and

antimony into the water of the

Bay and canals.

The poorest residents of Rio

who inhabit marginal and

undesirable land in the city

disproportionately shoulder

these negative effects.

The proposed consolidation of

Port facilities and the removal

of the most environmentally

damaging industries, like

shipbreaking, from urban

areas is the first step in

improving public health

outcomes for the residents of

the Port area.

Using the West Oakland

Greenbelt Project as a

precedent, this plan proposes

the use of bioremediation

wetlands and greenbelts to

clean former industrial sites in

Caju.

Rio de Janeiro has already

set a precedent for tying

environmental remediation

59COMMUNITY


to goals for community and

economic development.

The Canal do Fundão

revitalization project

is currently dredging

contaminated sediment from

Guanabara Bay, reviving native

mangroves to restore natural

water flows and reduce

flooding.

The project further engages

the Complexo do Mare

community in a comprehensive

environmental education and

training program.

Bioremediation strategies

would use innovative, cost-

effective methods to restore

polluted waterways while

simultaneously rescuing

communities in environmental

jeopardy.

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

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

Proposed: Bioremediated wetlands would provide a buffer for the community while allowing the fishing economy in Caju to continue in cleaner waters.

Proposto: Wetlands biorremediado proporcionaria uma reserva para a comunidade, permitindo que a economia pesqueira no Caju para continuar em águas limpas.

ê

ê

Urban Biofilter:OAkLANd, CALIFORNIA

The West Oakland Greenbelt Project is an innovative way to

use green infrastructure to address issues of environmental

justice and remediate contaminated areas. The community

adjacent to the Port of Oakland is vulnerable to environmental

and health hazards such as respiratory illnesses from industrial

air pollution, higher incidences of flooding, and toxicity from

port waste.

The city and port pursued an ecological solution to these

challenges by constructing urban biofilters of bamboo, willow,

and other plant species. The fast-growing plants filter and treat

stormwater, control erosion and can even be used to sequester

carbon. The project also tied green job-training programs

at Oakland University and Merritt College to local workers

transferring skills in green infrastructure literacy, design, and

installation.

61COMMUNITY


A recognizable path linking

communities to needed

services, including health and

safety, also links them to the

day to day needs that often

go underserved by existing

services. By combining the

four functions of social,

economic, transportation, and

environment, and by using a

recognizable visual language of

kiosks, the Caminho becomes a

new neighborhood necessity —

a network that everyone knows

and relies on.

The Caminho

Meet FelipeFelipe is an 8-year-old boy

who lives in Quinta do Caju.

He goes to school down the

road at Mal Mascarenhas

de Moraes. Before the

construction of the Caminho,

Felipe couldn’t travel to school

alone safely because of the

danger posed by excessive

truck traffic in the areas

between his home and school.

With the consolidation of Port

trucking and the introduction

of wider sidewalks and

Caminho kiosks — which

provide safe, active spaces for

socializing and neighborhood

monitoring — Felipe’s parents

now feel at ease allowing him

to bike to school and soccer

games on his own.

63COMMUNITY


65WATERFRONT

é The working waterfront of the Port of Rio de Janeiro is a vital part of the local economy, but it also makes the water inaccessible to nearby communities.

O cais de trabalho do Porto do Rio de Janeiro é uma parte vital da economia local, mas também torna a água inacessível para as comunidades próximas.

Ipanema and Copacabana

are Rio de Janeiro’s world-

famous beaches — the North

Zone, once home to the royal

family and then later to an

industrial district, has lacked

access to its waterfront since

containerization in the1960s.

With the implementation of

the Porto Maravilha plan and

the subsequent consolidation

of the Port, this proposal

envisions São Cristóvão once

again connecting to the water

of the Guanabara Bay.

Reintroducing the North Zone

communities to the water is

a multistep process that will

start with the construction of

a bioremediation zone in the

northwest of Caju, aiming

for the rehabilitation of the

water for future generations.

Meanwhile, the removal of Port

activity south of the cemetery,

combined with the realignment

of the Perimetral Highway,

will bring the São Cristóvão

neighborhood back to the

water for the first time in five

decades.

The rehabilitation of historic

structures and planned

development of 2.5 million

square meters of new

residential and commercial

buildings marks the arrival

of a compelling waterfront

neighborhood in Rio that

combines a cultural tradition

along the waterfront with

the possibility of forging a

new sense of place along the

Guanabara Bay.

WaterfrontBeira-mar


CAN

AL D

O M

ANG

UE

CENTRO

São CriStóvão

CAJU

Niterói Bridge

AVENIDA BRASIL

1 km

67WATERFRONT

CanalWork began on the Canal do

Mangue in 1857 to drain a

swamp near Cidade Nova, or

New Town, where mosquitoes

were spreading disease. Lined

with Grand Palm trees, it was

a new public esplanade and

heralded as one of the greatest

public works projects in Rio de

Janeiro. Today the canal is lined

with 12 lanes of heavy traffic,

preventing pedestrians from

enjoying proximity to water.

Additionally, a terrible stench

from various sources, including

sewage runoff from nearby

favelas, makes being next to

the canal unenjoyable even if

a pedestrian is able to traverse

the road.

The Canal do Mangue today

holds significant potential as a

new public space. As people

are innately attracted to water

and the simple visual qualities

of water are known to provide

cooling effects, the canal and

other adjacent waterways are

the perfect centerpieces for

new public spaces reaching the

interior of the city.

Canal reinventionThe first step in preparing the

canal for public life will be to

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

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

ê

WATERFRONTéNew buildings

Open space

Light rail


control the sewage flowing

through the canal. A new

filtering system sited at specific

dumping points and a new

pipeline can be constructed,

separating the sewage

from water. Additionally,

bioremediation and other

design details can help the

quality of the canal experience.

The canal is currently 20

meters wide. Narrowing

and deepening the channel

in strategic locations would

increase the flow and help

keep the water fresh. Wider

locations would be sited

where pedestrian traffic is

minimal and provide areas of

bioremediation. Traffic can be

ameliorated with:

1. the addition of ramps at the

Praça da Bandeira leading

to the inner highway

2. the removal of on- and off-

ramps on either side of the

canal

3. other new routes for

through traffic

Additionally, a new light-rail

line, accompanying the one

planned in Porto Maravilha,

will help serve local commuters

and run parallel to the canal on

either side.

Fishing and boating is prevalent

Olympic Media VillageThe Olympic Games in 2016 is an enormous opportunity for

investment around the city. The Media Village for the event is

planned for six blocks on either

side of the Canal do Mangue and

has the potential to give new life

to this traffic-burdened section

of the city. New hotel and office towers are planned for the

Media Village, creating a possible new business district after

the games. New development surrounding the Media Village

and new public infrastructure improvements should all work

toward a cohesive vision for this new piece of the city.

69WATERFRONT

in Rio. With improvements to

the Avenida at the mouth of

the canal, small boats could

be free to navigate the canal

and possibly dock. Vendors

already currently gather along

this transit corridor. Providing

for new types of vendors and

boaters along the canal would

help provide the public life

needed for the active urban

amenity the canal was always

intended to be.

Estrela do marThe Avenida and the highway

above it serve an important

infrastructural purpose in

Rio: moving a vast number

of vehicles between northern

neighborhoods and Centro.

However, the roads cross the

Canal do Mangue at a critical

point where the canal, one

new public amenity, would

meet another: a new urban

waterfront. Currently, the

Avenida is crossed by a few

scattered pedestrian bridges

that are neither handicap-

accessible nor visible pieces of

pedestrian infrastructure. The

precedent of pedestrian bridges

around Rio is an opportunity

to make them more than

simply a way to cross traffic,

but to create a new language

of bridges as major functional

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

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

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sculptural elements marking

vital pedestrian connections.

This plan envisions a series of

fluid, metallic bridges along

the Canal do Mangue, with

the largest and most iconic

connecting the Rodoviário and

canal across the Avenida to the

waterfront. The bridge would

be suspended by the elevated

highway, ramping down in

strategic locations, giving it the

unique shape of a starfish — or

estrela do mar. Three additional

bridges, smaller in scale, would

make other vital connections to

either side of the street and the

canal in the center.

Highway realignmentExisting Highways

The current alignment of the

Perimetral along the waterfront

creates significant challenges

for the Port, the neighborhoods

of São Cristóvão and Caju,

and any future waterfront

development. First, the north-

and southbound directions of

the highway are separated,

reducing traffic efficiency.

This also requires extra ramps

and access roads, depressing

the amount and value of

developable land. Secondly,

the northbound section

of the Perimetral, located

approximately 100 meters

é An iconic suspension bridge acts as a gateway from Sao Cristovao to the reclaimed water front and focal point of the new skyline. A lack of supporting columns allows for unimpeded connections between existing cultural institutions, such as, the Igreja Sao Cristovao and Fiera, to new opportunities along the water.

Uma ponte suspensa icónica age como um gateway de São Cristóvãopara a frente água recuperada e ponto focal do horizonte novo. A falta decolunas de sustentação permite conexões sem entraves existentes entre as instituições culturais, tais como, a Igreja São Cristóvão e Fiera, a novas oportunidades ao longo da água.

The north- and southbound directions of the Perimetral would be consolidated along a more efficient right of way farther inland from the waterfront.

As direções norte-sul e da Perimetral seria consolidado ao longo de um direito mais eficiente de maneira mais para o interior da orla.

ê

Intersection

Highway realignments

New highway bridge

71WATERFRONT

ê


é

from the water’s edge, is an

imposing barrier between

the waterfront and upland

communities.

Transportation improvements

are proposed to maximize

pedestrian and non-motorized

passage. By concentrating

and elevating highway traffic,

and making more pedestrian-

friendly routes, São Cristóvão

can become a neighborhood

that functions equally well

for pedestrians, bicyclists,

motorists, and trucks.

Land Acquisition

As the Port consolidates

and specializes, there is an

opportunity to improve the

overall traffic network in

the waterfront area. The

Perimetral and Avenida Brasil

are major connections to and

from Centro, Niterói, and

inland communities. In order

to preserve their functionality

while improvements are being

made, this plan proposes the

construction of a new 6-lane

elevated highway west of the

current alignment.

This requires obtaining a

roughly 35-meter strip of

land west of the current

southbound structure, and

building a new highway with

three lanes in each direction

� Merging the divided Permimetral highway into a single-span highway requires significant reengineering of the existing highway network, most extensively at the intersection of the Via Eleveda da Perimetral and Avenida Brasil. Current ingress and egress ramps are preserved, except for access from the Viaduto Simonsen to the Via Elevada da Perimetral, which would be eliminated in order to reduce traffic volume.

� Mesclando a estrada dividida Permimetral em uma estrada span único exige reengenharia significativa da rede viária existente, mais extensivamente no cruzamento da Via Eleveda da Perimetral e Avenida Brasil. Rampas correntes de entrada e saída são preservadas, excepto para o acesso a partir do Simonsen Viaduto ao Elevada Via da Perimetral, que seria eliminada, a fim de reduzir o volume de tráfego.

1

vd. simonsen

av. brasil

av. brasil (ground)vevd. da perim

etral

73WATERFRONT

ê

ê

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

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

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

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

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

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

4

6

2

5

7

3

linha vermelha

linha vermelha

vd. dos fuzileiros

av. presidente vargas

vd. dos marnheiros

av. bicalho

linha vermelha

av. brasil (ground)

av. brasil

vevd. da perimetral

av. bras

il

vd. simonsen

port acce

ss corrid

or (PAC)


Cape Town WaterfrontThe Victoria & Alfred

Waterfront in Cape

Town, South Africa,

is a re-purposed,

former industrial

waterfront. Over

the course of nearly 30 years, the port has specialized and

consolidated, while providing land and historic buildings

for a new mixed-use waterfront. The V&A waterfront

also contributes to the public realm by connecting diverse

neighborhoods with the central business district.

— and a new 4-lane Avenida

Brasil beneath. New on- and

off-ramps would connect the

new Perimetral to the Avenida

Francisco Bicalho, the Rio–

Niterói Bridge, and the Avenida

Rio de Janeiro. Additionally,

the southernmost curve of the

new structure would be built

further inland, thus allocating

more space for waterfront

development at the mouth of

the canal.

In order to reduce traffic

load on the waterfront, it is

important to reinforce and

connect other sections of the

highway network. By allowing

motorists to access the Linha

Vermelha before they arrive at

the waterfront, regional traffic

can be focused away from the

water. Important connections

include connecting southbound

traffic on the Avenida Brasil

to the Linha Vermelha, and

connecting traffic from the

Linha Vermelha to Avenida

Presidente Vargas.

Extra Capacity for 2016

As 2016 approaches, Rio

de Janeiro needs to prepare

for increased traffic and

congestion. By constructing

an entirely new and updated

section of the Perimetral,

the city will have two major

75WATERFRONT

highways coming into and

out of Centro in time for the

Olympics. This additional road

capacity can be dynamically

managed to maximize

movement into and out of

the city before, during, and

after major events. After the

Olympics, the old highway

structures and Avenida Brasil

can be removed, with much

of the land repurposed for

development and public space.

DevelopmentThe culmination of the catalytic

Olympic investment, canal

improvements, and Port

consolidation makes the Port’s

waterfront prime real estate

for redevelopment. Unlike the

South Zone’s sandy shores,

the waterfront would have

a harder edge. The urban

waterfront would allow for

public access from Caminho

streets to the water’s edge.

The development along the

waterfront would provide

much needed additional

housing and office space for

real estate-constrained Rio.

Development would tie into

the community through the

active incorporation of the

Caminho. Armature streets

would extend to the waterfront

to provide educational, health,

and safety services for existing

and future residents. Special

design guidelines would

promote the installation of

Caminho amenities on the

ground floor of new buildings.

The waterfront development

would also incorporate historical

artifacts — Port cranes currently

used for unloading ship cargo

would remain as permanent

installations on the waterfront.

The cranes would act as both

visual wayfinding devices as

well as recreational structures.

Potential ideas to activate the

cranes include adding cameras,

water guns, or interactive

information panels that inform

pedestrians of the waterfront’s

historical importance. Further

inland, view corridors to the

water would be preserved,

especially at locations of

historical importance. Visually

reuniting the Church of São

In 1901, when this photo was taken, landfill had yet to extend Rio de Janeiro’s coastline, and the Igreja de São Cristóvão met the waters of the Guanabara Bay.

Em 1901, quando esta foto foi tirada, aterro ainda tinha que estender litoral do Rio de Janeiro, ea Igreja de São Cristóvão reuniu as águas da Baía de Guanabara.

ê


77WATERFRONT

Cristóvão, once accessible by

boat, with the waterfront is one

of many symbolic linkages that

would help redefine this area as

water-accessible.

Along the waterfront, regular

breaks and pocket parks

in the promenade would

provide respite for visitors.

The signature Caminho shade

structures and kiosks visually

unify the area. To achieve a

more walkable waterfront, the

massive blocks along the port

would be divided into more

manageable development

parcels. Significant pedestrian

improvements would also be

made in interior blocks to bring

people to the waterfront. Once

at the waterfront, visitors and

residents would access a variety

of services, two new piers, and

a new marina.

é A new urban waterfront in the São Cristóvão area would reference Rio de Janeiro’s waterfront heritage: a grand urban promenade would even use the same paving pattern as Ipanema’s famed streets.

A nova orla urbana na área de São Cristóvão faria referência patrimônio do Rio de Janeiro mar: um grande passeio urbano seria mesmo usar o mesmo padrão de pavimentação de ruas famosas Ipanema.

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

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

ê

Redevelopment Zone

Infill Zone

Caminho Overlay


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

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

79WATERFRONT


Design guidelinesZones

The waterfront is made up of

two zones: The Infill Zone to

the west, where development

would be lower intensity; and

the Redevelopment Zone to the

east, where large underutilized

parcels are an opportunity

for new development. The

Caminho Overlay follows

the streets on the Caminho

network, and would cover

areas within 60 meters of these

rights-of-way. The overlay

would allow greater height

and, in the Infill Zone, larger

building footprints.

Parcel Area

The parcels in the

Redevelopment Zone would

essentially conform to blocks,

and can be developed as one

large building or subdivided

and built by multiple builders.

Additionally, the buildings

along the waterfront that are

located where a Caminho

street hits the boulevard would

form public plazas, which

would be built at the end

of these streets. The plazas

should be such that a person

standing at any corner on the

intersection of the Caminho

street and the boulevard would

be able to see, in full view, the

nearest crane.

In the Infill Zone, buildings

along Caminho streets would

be on larger parcels. Parcels

may take up the 60-meter

depth of the overlay, or there

may be multiple buildings

within that depth. Buildings

Buildings along Caminho streets in the Infill Zone would sit on larger parcels (left). In interior blocks of the Infill Zone, parcels and buildings are planned to be smaller.

Edifícios ao longo das ruas Caminho na Zona Infill sentava em parcelas maiores (à esquerda). Nos blocos interior da Zona de Aterros, parcelas e edifícios estão previstas para ser menor.

é

é

A single block in the Redevelopment Zone open for development, either as a large building or as multiple smaller ones.

Um bloco único na Zona Redevelopment aberto para o desenvolvimento, quer como uma grande edifício ou como várias menores.

81WATERFRONT

shall be between 465 and 930

square meters. There may be

buildings between 930 and

1,860 square meters, but only

one for each pair of blocks

along a street. In the interior

blocks of the Infill Zone, parcels

should be much smaller,

between 90 and 555 square

meters.

Building Height

Building height in the

Redevelopment Zone is a

minimum of four stories. Up to

50% of the building’s footprint

may go up to six stories. Areas

adjacent to cranes must be six

stories. Additionally, towers

may be built along Caminho

streets. The heights of these

towers should descend

gradually from the mouth of

the canal toward inland areas.

Towers should not locate

directly across a street from

one another.

This pattern of towers

continues into the Caminho

Overlay of the Infill Zone,

creating progressively lower

towers toward the edge of the

development.

In the overlay, non-tower

buildings should be a minimum

of three stories, with a

maximum of five. Towers are

not allowed in the rest of

the Infill Zone, and buildings

should be between a minimum

of two stories and a maximum

of four.

Many buildings, particularly on

Caminho streets, would have

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

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

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

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

ê

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first-floor retail. These retail

floors should be 5 meters in

height to allow for multiple

levels of parking behind, as

will be discussed in the section

“Parking” on page 86.

Circulation

All buildings in the

Redevelopment Zone should

have interior courtyards, which

would provide a secondary,

semi-private circulation area

for residents. If a building has

multiple such courtyards, they

must be connected by ground-

level access.

The system of courtyards must

have at least two access points

to a neighboring street. If there

is more than one courtyard,

then the street accesses

may not be from the same

courtyard. The accesses should

Building heights are higher toward the waterfront of the Guanabara Bay, and highest where the waterfront and Canal do Mangue meet.

Alturas de construção são mais elevados em direção ao mar da Baía de Guanabara, e mais alto, onde o mar eo Canal do Mangue se encontram.

é

4-6 stories

3-5 stories

2-4 stories

50+ -10

Tower Stories

83WATERFRONT

not line up, but be offset

from one another. Courtyards

should be a minimum of 12

meters wide. Shade should be

provided in courtyards such

that, through a combination

of trees and plants, shade

structures, or building walls,

the courtyard is always at least

40% shaded.

A similar system of courtyards

should occur along Caminho

parcels in the Infill Zone.

These may connect either

to neighboring streets or to

pedestrian accesses outside of

the Overlay Zone. On interior

blocks of the Infill Zone, all

parcels must be accessed by at

least a pedestrian lane.

This lane must be a minimum

of 4 meters wide so as to allow

emergency vehicle access. The

lanes must be laid out such

that no parcel is more than 45

meters from a street. If a lane

is 4 meters wide, it must have

a controlled access system so

that cars cannot enter. Lanes

must be 5.5 meters if they wish

to have no such feature.

Between the parcels along

the waterfront, a series of

pedestrian-priority streets

would connect the waterfront

to the boulevard. These would

allow cars, but would have no

curbs and not allow on-street

parking, encouraging cars to

mix safely with pedestrians and

cyclists.

These streets must be a

minimum of 5 meters and a

maximum of 9 meters in width.

New local streets in the rest of

the area should be multimodal

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

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

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

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

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

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

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In the Redevelopment Zone, multiple courtyards within a block would be connected via ground-level access.

Na Zona Redevelopment, pátios múltiplas dentro de um bloco seria conectado via acesso ao nível do solo.

Interior Infill Zone lots must be fronted by a least a pedestrian lane a minimum of 4 meters wide.

Lotes da Zona Interior de enchimento deve ser liderada por, pelo menos, uma faixa de pedestres um mínimo de 4 metros de largura.

Narrow, curbless streets adjacent to waterfront parcels would encourage safe sharing of street space by pedestrians and cars.

Ruas estreitas e curbless adjacentes às parcelas beira-mar seria incentivar o compartilhamento seguro do espaço da rua por carros e pedestres.

é

é

é

85WATERFRONT

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

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

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

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

ê

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and pedestrian friendly. They

should generally include one

travel lane in each direction,

with parking and a bike lane

adjacent to the sidewalk. Travel

lanes should be no more than

3 meters and parking lanes no

more than 2.5 meters, while

bike lanes should be at least

2 meters. A buffer of 1 meter

should be between the bike

lane and the parking lane.

Setbacks and Articulation

There shall be no minimum

setback throughout the

waterfront redevelopment area.

In the Redevelopment Zone

and Caminho Overlay, building

facades shall be articulated

every 7.5–15 meters.

Articulations shall be a

minimum of 1.5 meters. The

maximum setback shall be 5.5

meters.


Mix of Uses

Multiple uses may be permitted

within each zone. Retail and

public uses are required on

the ground floor of buildings

along Caminho streets, and are

encouraged on the ground floor

elsewhere. Retail uses above the

second floor are permitted only

within the Caminho Overlay.

Office and residential uses may

mix, as long as the buildings

where these uses mix meet

requirements as outlined by the

city.

Parking

The proposed district’s mixed

uses and excellent transit

access would reduce car

reliance. As such, there will

be no minimum parking ratio.

The maximum parking ratio

will be one spot for every two

residential units. Off-street

parking may not be located

along a street within the

Caminho Overlay or along

the waterfront promenade.

Although allowed, off-street

parking is discouraged along

é

é

Towers would allow many residents to have striking views of the water, Centro, and the Christ the Redeemer statue.

Torres permitiria que muitos moradores ter uma vista espectacular sobre a água, Centro, eo Cristo Redentor.

Building facades should be articulated every 7.5 to 15 meters in the Redevelopment Zone and Caminho Overlay (right), rather than remain flat.


87WATERFRONT

other major streets and at

corners. Preferred locations for

parking are along minor local

streets.

Underground parking may be

permitted anywhere on the

site, although the rules for the

location of the access to such

parking is the same.

Although surface parking

is allowed, structured and

underground parking is

strongly encouraged. Each

building may handle its own

parking on site; however,

parking from multiple buildings

may be aggregated into shared

parking garages.

These garages are encouraged

to have ground-floor retail, and

are required to if located in the

Caminho Overlay. Structured

parking located behind a

5-meter retail frontage may

build two levels of parking

within the 5-meter space.

Parking may be open to

either the street or an interior

courtyard for ventilation, but

not both, so as to preserve at

least one frontage.

Parking is encouraged to be

built at the second and third

floors so as to preserve the

street wall. Parking may be

lined on either the street side

or courtyard side by single-

loaded dwelling units.

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

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

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

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

ê

ê CAMINHO

NOT PERMITTED

PERMITTED BUT DISCOURAGED

ENCOURAGED

MINOR STREET

MAJO

R STREET

WATERFRO

NT


As the final piece to the

Caminho’s armature of services

and public amenities, new

waterfront development offers

both an influx of new residents

and a system of new public

spaces.

As development fills in on

former Port land, special

policies would ensure that the

development is paired with a

proportionate amount of public

services that become part of

the Caminho network.

The Caminho

89WATERFRONT

Meet ClaudiaClaudia is a 27-year-old who

lives in a new mid-rise building

facing Guanabara Bay. She

works downtown at the

Legislative Assembly of the

State of Rio de Janeiro and

takes the light rail along the

waterfront and down the canal

to access the metro into Centro.

She was attracted to the area

because the development

provided a complete and

affordable neighborhood

near her family home in São

Cristóvão. Her new apartment

not only has great waterfront

views like more expensive

homes in the South Zone, but

has easy access to Centro and

a wide array of attractive public

space and health services.


91IMPLEMENTATION

é A working waterfront: the port’s western shore as it presently appears.

A orla de trabalho: costa oeste do porto, pois atualmente aparece.

The vision espoused here can

only be successful if a strategic

application of phasing, design

standards, financing, and

administrative structure is put

into place.

The initial phase will focus on

solutions that can be executed

before the arrival of the 2016

Olympic Games, while the

second phase will build on

that progress and take the

vision to the next level by

2025.

The first and second phase

improvements will continue

to grow and flourish in the

decades that follow, leading to

our 30-year planning horizon.

In addition, design guidelines

must be established such that

these various elements retain

a character representative of

these functions.

It is important that these

are adhered to, as diversion

from these guidelines may

reintroduce many of the issues

addressed here.

Finally, it is crucial to the

success of this plan that

the phasing match up with

the financing, and that

partnerships between the

private and public sectors be

fully exploited to this end.

Strategic revenue capture,

applied through various

mechanisms and administered

via a series of special

purpose entities, is the key to

implementing this vision to

fruition.

ImplementationImplementação


1

3

2

4

93IMPLEMENTATION

northwest of Caju, and the

assembly of land for creating a

biofuels industrial cluster.

The development of the

Caminho, a public armature

with integrated green space,

community facilities, and

services will work in tandem

with bioremediation to improve

the mobility and quality of

life in Caju, while creating a

framework of linkages with

and within São Cristóvão.

Implementation planThe total implementation plan

addresses five goals:

1. Improving local quality of

life and establishing a hub

of energy, sustainability,

and public health,

while also healing the

relationship between the

community and the water.

2. Creating a network of

public space to provide

mobility and to link

Caju, São Cristóvão,

the Waterfront, and the

Olympic Media Village.

3. Solving São Cristóvão’s

disjunction with the

waterfront through

reconstruction of the

highways and surface

routes.

4. Redefining the port land

uses to allow the site to

realize its highest and best

use.

5. Meeting the near-term

operational needs of the

port while preparing for

a stable transition from a

working waterfront to a

public amenity.

Reintroducing the portside

communities to the water will

begin with the construction of

a bioremediation zone in the

� Existing: Port operations extend from Caju to Gamboa. � The Port establishes a truck staging area in a disused rail yard, and increases land area for container operations. A vacated shipyard becomes a wetlands for bioremediation of polluted waters. Streets with existing health services and public space form the beginnings of the Caminho network. The Perimetral is consolidated to remove a barrier to the waterfront. � Industrial ecology businesses establish on underutilized land in Caju. Waterfront development begins on land opened by the consolidation of the Port. The Caminho network grows with the addition of several new streets. � The Caminho armature network completes, and the North Zone becomes home to its own urban waterfront.

� Existente: operações portuárias vão desde Caju para a Gamboa. � Estabelecimento de ruas secundárias da armadura e quiosques. � O Porto estabelece uma área de preparação do caminhão em um pátio ferroviário abandonado, e aumenta a área de terra para operações de contêineres. Um estaleiro torna-se um desocupado zonas húmidas para biorremediação de águas poluídas. Ruas com serviços de saúde existentes e espaços públicos formam os primórdios da rede Caminho. A Perimetral é consolidado para remover uma barreira para o mar. � O Caminho de rede armadura completa, e da Zona Norte torna-se o lar de sua própria orla urbana.

é


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

between the community and the water.

Solve São Cristóvão’s disjunction with the waterfront by

reconstructing the highways and surface routes.

Redefine the port land uses to allow the site to realize its highest

and best use.

Meet the near-term operational needs of the port while preparing

for a stable transition from a working waterfront to a public

amenity.

Create a network of public space to proide mobility and

to link Caju, São Cristóvão, the waterfront, and the Olympic

Media Village.

NEIGHBORHOOD AND INDUSTRIAL ECOLOGY

PHASE I

TRANSPORTATION AND MOBILITY PHASE I

REIMAGINING THE PORT PHASE I

PORT REVITALIZATION PHASE I

THE CAMINHO PHASE I

INDUSTRIAL ECOLOGY PHASE II

TRANSPORTATION AND MOBILITY PHASE II

REIMAGINATION AND REVITALIZATION

PHASE II

NEIGHBORHOOD AND THE CAMINHO

PHASE II

2012 2014 2016

5 Years 10 Years

95IMPLEMENTATION

2025

Destination: The Port in 2030

The Caminho

The provision of critical open space becomes

an armature uniting the community, improving

mobility, and enhancing health and human

services.

Revitalization of the Port

The port is more competitive with an

expanded and specialized operation, while the burden placed on the surrounding neighborhoods is lessened.

Neighborhood and Industrial Ecology

The Caju district becomes a hub of sustainability and public health, becoming

a model for treating environmentally distressed neighborhoods and cities.

Transportation and Mobility

A systematic solution to the problem of traffic congestion in the port

district improves the flow of people, goods, and

services, while improving the connection between São Cristóvão and the

water.

Reclamation of the Waterfront

A new waterfront district is born, with a connection to the adjacent canal, Centro, Caju, and São Cristóvão.

The physio-biological environment in Caju is restored, and the cause becomes a driver for the

growth of a bio-fuels industrial cluster.

30 Years

2040


CAN

AL D

O M

ANG

UE

CENTRO

São CriStóvão

CAJU

AVENIDA BRASIL

97IMPLEMENTATION

Phase 1: Target 2016 Neighborhood and

industrial ecology

At the former shipbreaking

site in northwest Caju, a new

wetlands biofilter will begin the

restorative process. Strategic

parcels of land will also be

assembled to develop a biofuel

plant.

To support the transition in

Caju from a toxic environment

to a thriving mixed-use

community, new facilities will

be established.

The Caminho

Primary armature connections

will be established featuring

street improvements. These

connections will provide a safe

and continuous route between

the Olympic Media Village, São

Cristóvão, and Caju.

Transportation and mobility

A new six-lane highway will

be constructed to the west of

the Avenida Brasil, creating

double capacity for handling

new traffic associated with the

Olympics.

Revitalization of the port

Traffic issues throughout Caju

will be alleviated and the

first section of landfill will be

completed in the northern area

of the port.

The land adjacent to the

cemetery, now an underutilized

rail yard, will be remediated

and prepared for construction

of the truck staging site,

which includes chassis storage,

parking, and queuing facilities.

In coordination with staging,

a dedicated truck route will

service the newly assembled

land in northwest Caju leading

directly to the port and to the

highway system.

Reclamation of the

waterfront

To begin the process of

transforming the western

waterfront from industrial

use to a public amenity, the

section at the mouth of the

canal will be reconfigured

following the relocation of port

uses. This area can serve as a

complementary feature with

the Olympic Media Village to

the south along the canal. A

public armature connection

between the Feira and the

waterfront is established via

the historic church corridor.

The Port establishes a truck staging area in a disused rail yard, and increases land area for container operations. A vacated shipyard becomes a wetlands for bioremediation of polluted waters. Streets with existing health services and public space form the beginnings of the Caminho network. The Perimetral is consolidated to remove a barrier to the waterfront.

O Porto estabelece uma área de preparação do caminhão em um pátio ferroviário abandonado, e aumenta a área de terra para operações de contêineres. Um estaleiro torna-se um desocupado zonas húmidas para biorremediação de águas poluídas. Ruas com serviços de saúde existentes e espaços públicos formam os primórdios da rede Caminho. A Perimetral é consolidado para remover uma barreira para o mar.

é

CAN

AL D

O M

ANG

UE

CENTRO

CAJU

AVENIDA BRASIL

99IMPLEMENTATION

in creating a national hub for

sustainable energy research

and development. Industrial

tenants in the clean energy

research and development

sector will move into newly

created facilities as the biofuel

energy plant comes online.

Reclamation and

revitalization

This waterfront will begin

the redevelopment process

with a mixed-use residential

community.

At the same time, the areas

to the west of the Avenida

Brasil and the Olympic Media

Village will be opened for

redevelopment.

Phase 2: Target 2025Neighborhood and the

Caminho

The neighborhood ecology

and the Caminho phase will

fuse together the community

facilities proposed for Caju

with the Caminho. Caminho

kiosks will be established at

nodes along the Caminho and

a secondary set of Caminho

linkages will be developed to

strengthen and expand the

web of connectivity.


After the 2016 Olympic

Games, the old sections of the

Perimetral will be demolished

in order to facilitate pedestrian

connections between the

waterfront and São Cristóvão.

The areas that remain will be

developed in conjunction with

a new network of streets to

divide the large existing blocks

that will be rezoned primarily

for residential use.

Industrial ecology

The initial land assembly

and creation of energy

infrastructure will give way to

the development of a biofuels

industrial cluster in Caju. To

maximize traction and effect

synergy, local public and private

institutions such as the UFRJ

will be engaged as partners

Industrial ecology businesses establish on underutilized land in Caju. Waterfront development begins on land opened by the consolidation of the Port. The Caminho network grows with the addition of several new streets.

Empresas ecologia industrial estabelecer em terras subutilizadas no Caju. Desenvolvimento Waterfront começa em terra abriu-se pela consolidação do Porto. A rede Caminho cresce com a adição de vários novas ruas.

é

CAN

AL D

O M

ANG

UE

CENTRO

São CriStóvão

CAJU

AVENIDA BRASIL

101IMPLEMENTATION

Cristóvão and the waterfront.

Revitalization of the port

The port is more competitive,

with expanded and specialized

operations, while the burden

placed on the surrounding

neighborhood is lessened.

Reclamation of the

waterfront

The aquatic environment

in Caju is restored and the

restoration effort becomes a

driver for the growth of a bio-

fuels industrial cluster.

On the western shore, a new

waterfront district is born, with

a connection to the adjacent

canal, Centro, Caju, and São

Cristóvão.

Destination: Port in 2030Neighborhood and

industrial ecology

The Caju district becomes a

hub of sustainability and public

health and a model for treating

environmentally distressed

neighborhoods and cities.

The Caminho

The provision of critical open

space becomes an armature

which unites the portside

communities while improving

mobility and enhancing health

and human services.


A systematic solution to the

problem of traffic congestion

in the port district improves

the flow of people, goods,

and services, while improving

the connection between São

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

Uma visão potencial para o Cristo Redentor em 2030.

ê

The Caminho armature network completes, and the North Zone becomes home to its own urban waterfront.

O Caminho de rede armadura completa, e da Zona Norte torna-se o lar de sua própria orla urbana.

é

Industrial ecology

Truck staging

Truck strip retail

Car pads

Parking

Container pads

Open space

New buildings

Caminho connections


FinancingThe vision and strategy

for the port redesign and

redevelopment requires a

substantial investment over

the next decade.

A wide range of revenue-

generation and value

capture mechanisms can be

adopted in order to finance

the reconstruction of the

Avenida Brasil, Caminho

facilities, land assembly and

ecological restoration in Caju,

and improvements to port

infrastructure.

The most significant source of

revenue for these projects will

be two major bond issues: The

Rio de Janeiro Infrastructure

Bond Program and the

Rio De Janeiro Economic

Development Bond Program.

Additional revenue streams

coming from land sales,

assessment districts, and

various fees can bolster

these programs and add

momentum.

Revenue generationRevenue sources that can be

used to support debt financing

and other funding strategies

include the following:

Tolls

Additional tolls are crucial to

the funding of highway and

transit infrastructure, and these

can come in the form of tolls

added to the new stretches

of highway, or additional tolls

levied on both the egress and

ingress points of the Rio–

Niterói Bridge.

Parking fees

Street and garage provisions

along the waterfront will

generate additional revenues

from parking fees.

Entry fees

Entry fees into both the port

and the truck marshalling yard

serve as important sources

of revenue for both capital

expenditures and maintenance.

Transit taxes

Increased transit infrastructure

and ridership should be subject

to tax levies focused on new

improvements.

Corporate sponsorship

Corporate sponsorship of

targeted public amenities, such

as soccer fields, can provide

large perennial income streams.

Land sales/leases

After witnessing soaring real

estate prices in the last decade,

the collective parcels currently

occupied by the port, the

Avenida Brasil, and industrial

uses in São Cristóvão carry

103IMPLEMENTATION

fair and accurate manner will

contribute to the construction

of schools and other public

facilities that are necessary

to support the growing

populations in Caju and São

Cristóvão.

Value captureAs the redevelopment plan

proceeds, it becomes critical

for the community to capture

a portion of the value increase

to surrounding properties. The

waterfront and the adjacent

interior blocks hold massive

potential market value that

can be unlocked and allocated

to community resources and

public improvements within the

redevelopment areas.

The entire redevelopment

area along the waterfront

and in São Cristóvão

encompasses approximately

enormous value that has the

potential to be unlocked.

Property taxes

The growth in development

will contribute significantly

to property tax revenues, and

particular uses can be subject

to additional levies (see below).

FAR allowance program

The State of Rio de Janeiro’s

current CEPAC program allows

developers to exceed maximum

FAR by purchasing allowances.

Currently, CEPAC revenue

contributes to infrastructure

investment in the Olympic

Village. A similar program

should be extended to include

the waterfront, where property

demand will be the most

intense.

Impact fees

Impact fees charged to

developers and calculated in a

LAND SALESINFRASTRUCTUREBOND

ECONOMICDEVELOPMENT

BOND

GROUNDLEASES

PORTFEES TOLLS PARKING

FEES

IMPACTFEES

PORT TRANSPORTATION INDUSTRIALECOLOGY

WATERFRONTDEVELOPMENT THE CAMINHO

PROPERTYTAX

TIF PROPERTY TAXLEVIES

FARPROGRAM

Revenue generation, capture, and application.

Geração de receitas, captação e aplicação.

ê


127 hectares. The probable

improved fair market value is

estimated at R$200 million to

R$400 million per hectare, for

a potential development value

of R$35 billion to $50 billion.

The residual land value is equal

to approximately 85% to 90%

of the improved fair market

value, with a total site value of

R$30 billion to $40 billion.

Land in the redevelopment

area is owned by a collective

mix of public and private

entities, so some of the value

can be captured directly. Gains

to private parties can be shared

through a combination of

bond programs and assessment

districts.

Some value capture strategies

and mechanisms that can be

applied to the port redesign

and redevelopment include the

following:

Tax increment financing

With proper monitoring by

a special-purpose entity, a

temporary tax-increment

financing district can be used

to size bond issuances for

both large-scale infrastructure

investments and as additional

equity with which to attract

developers.

Property tax levy

While tax increment financing

would be a temporary

measure, a permanent, area-

specific surcharge on property

taxes — much like Business

Improvement Districts and

Special Service Areas in United

States—could be used to fund

ongoing maintenance and

capital improvements to the

community resources.

Potential land values, as represented by this zone-value diagram, are extremely high in the development zone, due to strong demand for residential, office, and retail space and the limited supply of urban land.

Valores da terra potenciais, representados por este diagrama zona de valor, são extremamente elevada na zona de desenvolvimento, devido à forte demanda para o escritório, residencial e espaço comercial ea oferta limitada de terra urbana.

é

105IMPLEMENTATION

on industrial ecology,

waterfront development,

and the Caminho.

Special entitiesThe success of this vision

rests heavily on the ability for

coordination, revenue-sharing,

and cross-subsidization over a

large scale. Given that existing

government entities maintain

distinct roles in Rio, and that

the private sector functions

mainly within its own realm, it

is crucial to establish a group

of special purpose entities

with official public-private

partnership designations.

Special purpose entities (SPE)

can be given oversight of

land development and the

maintenance. They may be

beyond the normal partnership

arrangements between public

and private actors, providing

Bonds

Bonds can be issued based

on the revenues generated

by tolls, FAR allowance sales,

revenues from corporate

sponsorships, ground leases,

and fees.

While not the simplest option,

issuing a bond or bonds based

on projected revenues can

provide the single largest cash

infusion for the development

of many aspects of the plan.

We recommend that the City

and the State coordinate

to create two distinct bond

programs:

1. An infrastructure bond

program, focusing on the

construction needs of

large-scale shipping and

transportation projects.

2. An economic development

bond program, focusing

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

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

ê


not just the means for

coordination but a distinct and

authoritative presence that

ensures development occurs in

a manner consistent with this

plan’s vision.

Not every element of this

plan requires the gravitas of

the special purpose entity.

However, this plan presents a

number of large-scale projects

that could benefit from this

type of organization. The

following entities should

be established to guide

implementation of the plan:

Waterfront development

A special purpose entity

should be created to assume

full responsibility for rendering

land, overseeing infrastructure

development, and

administering the revenue-

generating mechanisms

outlined above.

A waterfront redevelopment

SPE can act simultaneously as

a development manager and

as a capitalized improvement

district, providing services

in the form of ongoing

improvements and general

maintenance.

The entity’s ultimate

responsibility is to ensure

São Cristóvão’s waterfront

develops and maintains

attractiveness and

competitiveness.

The Caminho

Various sites along the

armature require significant

levels of land development.

Like with the waterfront,

these sites also require an

administrative entity to

oversee development and to

accomplish the goals of the

Caminho plan, while providing

ongoing services and support

to the Caminho.

Truck marshalling yard

A special purpose entity at

the truck marshalling yard

would assume responsibility

for both the rendering of land

to private developers for the

truck mall concept and the

construction of the staging

area.

Funds generated from land

sales or ground leases can be

used to fund the construction

of the marshaling yard, while

user fees charged to trucking

and logistics firms can be

used to support the operating

budget.

Depending on revenue and

expense realizations, port

entry fees can be applied

in addition to the yard user

fees, and can also be shared

between the truck staging

entity and the Port Authority.

Special Purpose Entities: The structure and function of designated public-private partnerships in the port redesign and redevelopment area.

Sociedades de Propósito Específico: A estrutura e função de determinadas parcerias público-privadas na área portuária e redesenho redesenvolvimento.

é

107IMPLEMENTATION


O Waterfront Desenvolvimento

e Plano de Projeto propõe

uma abordagem multifacetada

para resolver os problemas

no porto ativa da cidade e os

bairros que o cercam. Com a

especialização e consolidação

de atividades portuárias, o

Porto seria mais rentável, e as

comunidades serão aliviados

de tráfego de caminhões

perigoso. O Caminho seria

amarrar comunidades isoladas

em conjunto, proporcionando

um melhor acesso aos serviços

necessários. A reabilitação

de estruturas históricas e de

desenvolvimento planejado

de 2,5 milhões de metros

quadrados de novos edifícios

residenciais e comerciais

marca a chegada de um bairro

beira-mar convincente no Rio

que combina uma tradição

cultural ao longo da orla com

a possibilidade de forjar um

novo sentido de lugar ao

longo da Baía de Guanabara .

Orla de trabalho em todas as

cidades enfrentam problemas

econômicos e sociais como

as áreas urbanas crescem

e evoluem. A ameaça do

aumento da concorrência a

partir do Superporto do Açu é

compensado pelo investimento

maciço entrar no porto através

do plano de Maravilha Porto.

Como o Rio entra o olhar do

mundo por sediar a Copa do

Mundo de 2014 e os Jogos

Olímpicos de 2016, agora

é o momento adequado

para enfrentar as ameaças e

aproveitar as oportunidades que

estavam na frente da cidade.

Conclusão

109

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Chapter hedCapítulo

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é

The Rio de Janeiro Northern

Waterfront Development

and Design Plan proposes

a multifaceted approach

to addressing problems in

the city’s active port and

the neighborhoods that

surround it. By specializing

and consolidating port

activities, the Port would

be more profitable, and the

communities will be relieved

of dangerous truck traffic.

The Caminho public armature

would tie isolated communities

together while providing

better access to necessary

services. The rehabilitation

of historic structures and

planned development of 2.5

million square meters of new

residential and commercial

buildings marks the arrival

of a compelling waterfront

neighborhood in Rio that

combines a cultural tradition

along the waterfront with

the possibility of forging a

new sense of place along

the Guanabara Bay. Working

waterfronts in every city face

economic and social problems

as urban areas grow and

evolve. The threat of increased

competition from the Açu

Superport is balanced by the

massive investment entering

the port through the Porto

Maravilha plan. As Rio enters

the world’s gaze by hosting

the 2014 World Cup and the

2016 Olympic Games, now is

the appropriate time to address

the threats and build upon the

opportunities that lay in front

of the city.

Conclusion


SourcesChapter 3: Port

Hurrell, Fiona. “Rio Faces Challenge of Recycling: Daily”. The Rio Times. March 25, 2012. http://

riotimesonline.com/brazil-news/rio-daily/rio-faces-challenge-of-recycling/

Columbia University Graduate School of Architecture, Planning and Preservation. “Energy Usage for Sao

Paulo Households: Biogas in Context”. SLUM LAB (Sustainable Living Urban Model). http://slumlab.org/

page/5#/post/1110752592

Energy Sector Management Assistaince Programm (ESMAP). Brazil: How do the Peri-Urban Poor Meet their

Energy Needs: A Case Study of Caju Shantytown, Rio de Janeiro, ESMAP Technical Paper Series, No. 094.

The World Bank. Washington, DC: February 2006)

Chapter 4: Connections

Tatiana Rodrigues de Araujo Teixeira and Oswaldo Gonçalves Cruz. “Spatial modeling of dengue and socio-

environmental indicators in the city of Rio de Janeiro, Brazil”. Caderno de Saúde Pública: Vol.27, no.3. Rio

de Janeiro, Brazil (March 2011)

Fundação Gol de Letra. Annual Report 2010. São Paulo, Brasil (2010). http://www.goldeletra.org.br/UserFiles/

RelatorioAnual2010_GOLDELETRA.pdf

111

Image CitationsChapter 3: Port

Barcelona: Wikimedia

http://upload.wikimedia.org/wikipedia/commons/0/0c/Barcelona_port_II.jpg

Los Angeles: portoflosangeles

http://d1j01gsz6hg963.cloudfront.net/wp-content/uploads/2011/12/Port-of-Los-Angeles-to-Get-New-Con-

tainer-Terminal.jpg

Straddle Carrier: Jo), Flickr; http://www.flickr.com/photos/linsengericht/6343172155/

Bandeirantes Case Study

TOP: LOGA Logística Ambiental de São Paulo;

http://www.loga.com.br/IMAGES/LOGA-ATERROBANDEIRANTES_01.jpg

BOTTOM: Biogas; http://biogas-ambiental.com.br/

LUIS:

BOTTOM: Urban Biofilter; http://urbanbiofilter.org/ot411/

Chapter 4: Connections

“Felipe”: Claudia Elias

Soccer field: Lucas Conrado

Chapter 5: Waterfront

Historic Igreja São Cristóvão (1901): Claudio Lara, Flickr; http://www.flickr.com/photos/

claudiolara/2662255721/

“Claudia”: Claudia Elias

Streetcar: Doug Beghtel/The Oregonian

Waterfront: Christophe Trinquier

View by PHAGEMANN

de Janeiro

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Rio Master Plan