Competition brief

Transcription

Competition brief

Schindler Global Award 2017
Competition Brief
Transforming the urban core:
Urban design for coexistence
São Paulo, Brazil
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Schindler Global Award
Competition Brief
Contents
Page
Introduction
3
Task
4
Framework
4
Topics
6
Key Questions
7
The Site and Its Context
9
Background Information
10
CEAGESP
10
Mobility
10
Climate
13
Topography and hydrology
13
Social housing and slum-upgrading program
13
Brief History of São Paulo
14
Table of Content: Maps, Plans and Diagrams (Figures 1–14)
16
Entry Requirements
30
Schedule
31
Submission Process
32
* Photos: Fabio Knoll
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2
Introduction
The Schindler Global Award (SGA) is a student urban design competition with a focus
on mobility. The SGA is an ideas competition, intended to engage students in formulating
a response to complex conditions in cities across the globe. The SGA is open to architecture,
landscape architecture, urban design and planning students, in their final Bachelor
degree year and Masters degree students. Students can participate individually or in teams,
and each entry must have a faculty supervisor.
The 2017 competition site is in São Paulo, the main economic engine of Brazil and most
populous city in South America. With a population of twelve million1 and more than twenty
million people in the metropolitan region,2 the city is well established and embedded in
global flows of resources, people and power. The city faces challenges at all scales, and the
competition asks students to address them using urban design frameworks and strategies.
The competition site is centered on the CEAGESP (Companhia de Entrepostos e Armazéns
Gerais de São Paulo) wholesale market, along with its surrounding neighborhood and
infrastructures. The CEAGESP will be relocated by the city in the coming years, freeing up
a substantial part of the city for redevelopment and change. Its location in the center of
São Paulo offers the potential for forward-thinking approaches to the creation of a new
centrality within the city, connected and integrated into the local and regional context.
An international jury of renowned experts will evaluate the entries and allocate awards,
with a total prize sum of 105,000 USD. The SGA competition begins with the release of
this brief and the opening of registration on the 16th of June 2016; the registration deadline
for the SGA is the 16th of December 2016. Entries are due on the 30th of December 2016,
and prizes will be awarded in spring 2017.
The commission for competition and study assignments of the Swiss Society of Engineers
and Architects (SIA) examined the competition program. It is compliant to the SIA 142
rules for architecture and engineer competitions (2009 edition) under the constraints of a
student competition, which explicitly also includes the total prize-money sum.
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Estimated population 2015, IBGE (Instituto Brasileiro de Geografia e Estatística), accessed May 30, 2016, http://cod.ibge.gov.br/493.
Estimated population 2015 of the metropolitan region of São Paulo, SEADE (Fundação Sistema Estadual de Análise de Dados),
accessed May 30, 2016, http://www.imp.seade.gov.br/frontend/#/tabelas.
3
3
Task
Framework
The task of the 2017 Schindler Global Award is to make a comprehensive urban design proposal to address the
existing and future challenges on the CEAGESP wholesale market site. The locally focused urban design strategy
should be embedded into its context, strengthening the city and the region as a whole. The central themes of the
competition are connection and integration, using public space, mobility infrastructures, housing and workplaces
as catalysts. Participants are asked to design a sustainable portion of the city by taking a comprehensive look at
these topics.
The competition site, situated west of the old center of São Paulo, is located in close proximity to one of the
functional gateways to the city, a strategic position, through which hundreds of thousands of commuters from
outlying urban areas pass daily, on their way to and from work. The site is northwest of the current centralities
of mostly high-paying jobs. (Figure 13) This offers the potential to divert development in the city away from a
southward direction by presenting an alternative in the northwest. The CEAGESP area could become a new
centrality in a network of other new and existing centralities. Changes to the mix of uses on the site could offer
new economic and housing opportunities.
The CEAGESP area has been functioning for many decades as a wholesale market for perishable goods. It is an
important local employer. Within a radius of approximately one kilometer are numerous commercial businesses,
specialist retailers, and service companies that are directly associated with the CEAGESP, such as plant nurseries,
garden furniture retailers, and event agencies. The city government of São Paulo wants to relocate the commercial
activity in the near future, moving it from the 640,000 square meter site to the periphery near the Rodoanel
Mário Covas beltway. (Figure 12) The primary reason for relocation is the high level of traffic associated with the
CEAGESP, which significantly contributes to congestion in city.
Consequently, for the purpose of the competition, the vision for the existing industrial and commercial area
is to develop a lively district with a dense mixture of living, working and services, uniting urban and economic
considerations. Locally based economies contribute to the diversity, stability and identity of neighborhoods.
The mix of uses is therefore of great importance, as are questions of mobility to define where and how residents
and workers from the designed neighborhood commute and access their needs in greater São Paulo. This can
substantially impact quality of life, and includes everything from employment and living to leisure. For example,
well-designed neighborhoods with varied uses and good mobility connections could significantly improve
commutes for a portion of the population, by reducing transit distances and the time people need to reach
essential destinations in their daily lives.
New, contemporary forms and modes of mobility, such as car-sharing concepts, should be part of the thinking
behind the design. There is an urgent need to develop alternatives to problems related to individual transport in
car-dependant São Paulo. The role and function of public transportation is a key part of addressing these concerns.
The urban fabric of São Paulo is divided by massive road and rail infrastructures, many of which severely fragment
the city. The question is whether – and how – infrastructure can support more diverse uses and functions.
Infrastructure could enable more interfaces between uses and users, and become an integrated part of the public
realm, rather than a mono-functional element that often isolates neighborhoods. The competition site contains
the train station Ceasa, part of the CPTM (Companhia Paulista de Trens Metropolitanos) network. The station is
segregated from the urban fabric and is only accessible from one side of the adjacent Pinheiros River. Changes to
its range of uses and design could potentially create a new urban hub. The relationship of infrastructure elements
to public space and how infrastructure functions as public space should be assessed. The design of the network of
open spaces, roads and pathways, within and adjoining the competition site, should be planned and incorporated
into the overall design.
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4
Top: On the left side of the Pinheiros river lays the CEAGESP wholesale market site with its large open market pavillion, the Pavilhão Mercado Livre do Produtor (MLP).
Bottom: High traffic, direction separated highways run alongside the Pinheiros River.
5
The urban design should indicate how new buildings connect to public spaces, and address density along with
urban form. São Paulo’s urban development, driven largely by the real estate market and informed by security
concerns, has mostly resulted in walled high-rise towers. These self-contained living environments abandon
the street as unattractive residual space. This should be looked at critically. For city residents the fear of robberies
and burglaries is high, and this is reflected in the building typologies. Building setbacks, the relationship of public,
private and semi-private areas, as well as outright security measures, such as fences, gates and guards, should
be examined. Alternatives that better integrate public space with the tower-based typology should be tested.
Adjacent to the site boundary, some of the plots of land have already changed in use, as industry has shifted away
from the area. The site was a place of active industry starting in the late 19th century, but this has been in decline
since the mid-20th century. This is due in large part to shifts in the economy, technological progress and changes
in land prices. The industrial past is still visible, evident in the large-scale plot configurations and former industrial
buildings. This gives the area a strong spatial identity. (Figures 2 and 4) New and interim uses, including film studios,
event halls, car dealerships and residential towers should somehow be included or addressed in the design.
These new uses have attracted service industry businesses, such as restaurants and bars, which cater to workers
and visitors. This progressive change is key to designing an area that can evolve over time, to become an
increasingly complex and integrated part of the city. The residual space along the river, polluted and disconnected,
is also a relic of the area’s industrial past. This dividing element could attain its full potential as a new connecting
open space and recreational area. (Figure 5)
As today’s city of nearly twelve million people continues to grow,3 pollution will worsen. Exhaust emissions
from motorized private transport are of particular concern. Deliberations about São Paulo’s wastewater disposal
and drainage problems should also be taken into account. The phenomenon of urban heat islands is common
in São Paulo, where large portions of the urban surface are paved or covered by buildings, effectively sealing it.
This means that evaporation is reduced and solar radiation is stored in buildings and road surfaces. Heat islands
develop, raising surface temperatures significantly in certain areas. Additionally, because rainwater cannot
percolate into the ground it immediately becomes surface runoff. This routinely overburdens the wastewater
infrastructure, frequently leads to flooding and, even worse, to landslides. Consideration should be given to how
the design of the new district can avoid exacerbating these negative environmental conditions and offer a high
quality of life year-round.
Inherent in a holistic approach is the integration of found conditions into designs. Designs can draw on the historical
identity of the CEAGESP site as they assimilate new ideas. These new ideas must engage the present-day situation
and its requirements, to bring flexibility and adaptability for future development. The quality of life of the local
residents should be a central concern and should be used to identify approaches that result in high quality urban
development overall.
Topics
The choice of a focus for the design is essential, but the comprehensive nature of the competition means that a
multifaceted response is required. Four essential topics are meant to guide proposals, and serve as the
benchmarks for the evaluation of entries. Students are free to define additional considerations, but the following
topics should be used to ensure holistic designs:
1.
2.
3.
4.
Regional and local urban design impact
Mobility and public space integration
Urban living, urban economy and creation of jobs
Cultural, social and architectural heritage
Designs should be grounded and linked to research and analysis. This allows a spectrum of pragmatism and
imagination, generated from realistic starting points.
3
1.08% average yearly growth rate 2011-2025, United Nations, UN World Urbanization Prospects:
The 2011 Revision (New York: United Nations, 2011), 8.
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Key Questions
The following questions are linked to the framework and topics of the competition. Designs should take each
question into account. The Key Questions are the criteria by which the jury will evaluate entries. By taking a holistic
approach urban design proposals should address the following aspects:
Regional and local urban design impact
a) What implications and gains are proposed for the immediate neighborhood?
b) How does the strategic gateway position of the site and its potential as a new centrality work in connection
with other already existing centralities in the city and the region, in a condition of polycentrality?
Mobility and public space integration
a) How are the design suggestions integrated into the city’s existing public spaces and transportation network?
b) How are the surrounding areas and mobility infrastructures on both sides of the river connected and
made accessible?
c) How is the expected increase in mobility demands met, and what is the spatial and functional integration
of the existing CPTM train station, and any new mobility access points? What are the spatial and functional
qualities of these transfer points and transport interface nodes?
d) What new concepts and forms of mobility could help the site overall, such as those that result in lower
emissions and traffic congestion?
e) How can the design of a high-quality public street network help to avoid or reduce the effects of urban heat
islands and help with storm- and wastewater issues?
f) What are the green and open space concepts?
Urban living, urban economy and creation of jobs
a) How can a diversity and density of people, uses and offers – a frequency and interaction density – be achieved,
to avoid, for example, dormitory quarters and areas that are dead outside of shop and office working hours?
b) How is safety and security balanced with the desire to improve public space and street relationships, especially
considering the city’s tendency toward walled towers?
c) Mixed-use: How are local businesses integrated? How can integrating mixed-use concepts encourage the
creation of jobs, such as those related to urban manufacturing or new forms of urban production?
Cultural, social and architectural heritage
a) How is the existing urban fabric and the heritage of the site part of the design?
b) How is the transformation of the existing industrial site treated?
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7
Top: Exit of the Ceasa CPTM railway station.
Bottom: Open space between the lanes of the Avenida Dr. Gastão Vidigal.
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Global Schindler Award
The Site and Its Context
The design perimeter encloses an expanse of approximately 1.8 square kilometers. (Figure 1) It is part of São Paulo’s
industrial belt, which formed along the Tietê and Pinheiros Rivers starting in the late 19th century. The area is in
the district of Vila Leopoldina, a lively old quarter, rich in tradition, with around 43,000 residents.4 Vila Leopoldina
belongs to the subprefecture of Lapa, in the northwest of the city.
In the middle of the competition site is the 0.64 square kilometer CEAGESP area, with its prominent and distinctive
open market pavilion, where perishable goods are peddled every day around the clock. The pavilion was built in
1964, in the tradition of Brutalism, and renovated in 2013. Surrounding it are additional sales halls and warehouses
for fruits, vegetables, and other goods. Thousands of trucks and delivery vans come and go or are parked on the
traffic and circulation areas between the market halls. This activity occurs day and night, bringing goods to the
market and then distributing them throughout the city. The entire CEAGESP area will be freed up by the departure
of the wholesale market in the near future.
For almost twenty years, the city government of São Paulo has been considering relocating the CEAGESP wholesale
market to the periphery of the city. The current mayor, Fernando Haddad, announced in early 2016 that these
intentions will now be implemented into action and the relocation plans should move forward later this year.
In February 2016, the necessary zoning changes were passed in the city parliament. They enable the transformation
of the existing industrial and commercial area into a high-density, mixed-use zone. (Figure 14) Within the northern
part of the site perimeter, there is already real estate development activity. Existing industrial buildings have been
renovated according to new uses and currently have new or interim uses, or simply stand vacant. High-rise
apartment buildings have recently been built on a few of the plots.
The southeastern part of the site continues to be the location of industrial businesses that produce and function
as before. At the southeastern edge of the site, four office parks have recently been built. Between them lie an
older subsidized housing development and two favelas, the Favela da Linha / do Votoran and the Favela do Nove /
Japiaçu, each with a few thousand inhabitants. Directly nearby, the NGO Associação Nossa Turma has been
working with children and adolescents from both favelas for over eighteen years; in addition to running a daycare
center, operating workshops, offering computer courses and growing fruits and vegetables in their garden.
(Figure 2 and 3) Inhabitants of the two small favelas are registered citizens and have the right to stay, as stated
by the zoning plan (Zona Especial de Interesse Social, ZEIS) and the respective settlement laws. In the course
of a new development in the CEAGESP area the normative approach by the authorities would be to build social
housing and to allow people to relocate, in the immediate neighborhood if possible.
To the northeast, the Avenida Dr. Gastão Vidigal borders the site; it is one of São Paulo’s most important transpor tation axes. Southwest of the site perimeter is the CPTM rail line No. 9 (Esmeralda), which carries thousands
of commuters every day from the agglomeration to their jobs. (Figure 10) Near the rail line and site perimeter
is the Pinheiros River, which was channelized in a process that ended in the 1960s. The Pinheiros is the drainage
outlet for the southern part of the city and it joins the Tietê farther to the northwest. On both sides of the
Pinheiros are divided highways that connect the city, varying from five to ten or more lanes in each direction from
north to south. A similar highway system runs from east to west along the Tietê. (Figure 8)
On the opposite side of the river from the CEAGESP area, there are more industrial uses, as well as the favela Nova
Jaguaré, with about 16,000 inhabitants. It has been the object of many enhancement and upgrading measures
over the last fifteen years, such as the construction of infrastructures, parks, and social housing.
A little further to the southeast, near the site, is the vast campus of the University of São Paulo (Universidade de
São Paulo), the Cidade Universitária with numerous architectural masterpieces of Brazilian modernism.
4
Population 2015, SEADE (Fundação Sistema Estadual de Análise de Dados), accessed May 30, 2016,
http://www.imp.seade.gov.br/frontend/#/tabelas.
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Background Information
CEAGESP
The CEAGESP (Companhia de Entrepostos e Armazéns Gerais de São Paulo) is a state-owned company and part
of the Ministry of Agriculture, Livestock and Food Supply (Ministério da Agricultura, Pecuária e Abastecimento).
CEAGESP controls Brazil’s largest network of warehouses owned by the public sector and currently operates twelve
sites in the state of São Paulo.
The company was established in May 1969 through the merger of two companies belonging to the state of
São Paulo, namely CEASA (Centro Estadual de Abastecimento) and CAGESP (Companhia de Armazéns Gerais do
Estado de São Paulo).
According to its own data, the CEAGESP is currently one of the largest distribution and wholesale centers in the
world, handing over 280,000 tons of goods per month, consisting of fruits, vegetables, fish, and flowers as well as
garlic, potatoes, onions, coconuts, and eggs. (Figure 3) Products from more than 1,500 Brazilian municipalities
and eighteen countries are stored, distributed, and traded. Approximatly 50,000 people and 12,000 vehicles move
about on the premises per day.
The CEAGESP facility in São Paulo was planned by the firm of Figueiredo Ferraz, and construction work began in
the early 1960s. The large open market pavilion, the Pavilhão Mercado Livre do Produtor (MLP), was built in 1964
and enlarged in 1977. In 2013/14, the structure was renovated.
Mobility
Each day the residents of São Paulo spend on average 1 hour and 44 minutes in a car or 1 hour 58 minutes on public
transportation, in order to travel to and from their main activities (as of 2015).5 More than twenty million inhabitants
now live in the metropolitan region of São Paulo.6 The existing road and highway infrastructures are consistently
overloaded and there are frequently kilometer-long traffic jams. This may be one of the reasons why São Paulo has
one of the largest privately owned helicopter fleets in the world, benefitting only the wealthy and allowing them
to avoid the notoriously congested roadways.
São Paulo’s underground train network (Metrô) is small relative to the size of the city and currently links only a few
districts. It works in tandem with the CPTM regional rail system. Expansion of the city’s rail network is planned
and already partially underway, but the combined capacity still does not meet current demand, nor is it projected
to meet anticipated growth. Another challenge is presented by the disproportionately high travel costs for the
poorer population groups relative to income.
The bus system, in contrast, is very well developed, such that practically any point in the city can be reached by
bus. In most cases, the buses have to share the roads with cars and are often equally affected by the problematic
traffic conditions. While there are separate bus lanes in some places, their allocation is limited due to a general
lack of space on the roadways. The huge bus fleet mainly consists of diesel vehicles, which have a negative effect
on the city’s air quality. Private motorized vehicles are typically equipped with conventional gasoline or diesel fuel
internal combustion engines, which also contribute to emissions. The consequenes include high levels of airbourne
pollution that lead to respiratory tract diseases and irritation, especially among the youngest and oldest segments
of the population.
5
6
“9a Pesquisa sobre Mobilidade Urbana – Semana da Mobilidade 2015”, Rede Nossa São Paulo/Ibope Inteligência, accessed May 30, 2016,
http://www.mobilize.org.br/midias/pesquisas/pesquisa-sobre-mobilidade-urbana-rede-nossa-sp.pdf, 18.
Estimated population 2015 of the metropolitan region of São Paulo, SEADE (Fundação Sistema Estadual de Análise de Dados),
accessed May 30, 2016, http://www.imp.seade.gov.br/frontend/#/tabelas.
10
10
Top: Warehouses on the CEAGESP site.
Bottom: Delivery area.
11
Top: Space under the open market pavillion (MLP).
Bottom: Cargo handling area between the warehouses on the CEAGESP site.
12
Climate
São Paulo is situated on a plateau at an altitude varying between 715 and 900 meters above sea level and the
city has a tropical to subtropical climate. The average annual temperature is 19.3 ° C, ranging from an average
temperature in winter (July) of 15.8 ° C to an average of 22.4 ° C in summer (February).7 São Paulo is one of the
wettest areas in Brazil, with an average precipitation amount of 1455 mm per year. (Figures 6 and 7) Much less
precipitation falls in the winter months from April to August than in the rest of the year, yet the water consumption
of the growing city8 is high year round, therefore water shortages have increasingly occurred in recent years.9
Advancing climate change further amplifies these extremes.
Topography and hydrology
The city extends across a highly furrowed, hilly terrain; the level topography found on the perimeter of the city
boundary is an exception. Only along the channelized rivers is the terrain partly level. (Figure 11) Channelizing
the rivers gave the city more land to use for development, but also deprived the rivers of crucial floodplain areas.
The Tietê and Pinheiros Rivers, which still had fish stocks within the city limits in the 1960s, have become contaminated, dead stretches of water. All drainage from roadways flows directly into them. The city began to expand
and improve its sewer system starting in the early 1990s,10 yet the system still does not capture and treat all of the
wastewater from households and businesses. In addition, not all of what receives can be processed by water
treatment facilities. As a result, some wastewater flows untreated into the rivers,11 with unpleasant odors nearby
as a consequence.
The water level of the rivers rises sharply in the case of heavy rainfall during the summer months (October to March),
with flooding as a frequent result. The paved surfaces in the city limit percolation into the ground and exacerbate
significant stormwater runoff, causing flash flooding. This prevents groundwater recharge, and the stormwater
becomes polluted as it moves over the urban surfaces. The city has suffered significant drinking water shortages in
the recent past, leading to civil unrest.
Social housing and slum-upgrading program
In the city of São Paulo roughly one third of the population lives in precarious conditions, housed in favelas, irregular
settlements and overcrowded tenements.12 The criteria qualifying a settlement as precarious broadly follows the
indicators established by UN Habitat,13 superimposed with the social vulnerability index of São Paulo state (IPVS).14
Between 2005 and 2012, under the government administrations of José Serra and Gilberto Kassab, the Housing
and Urban Development Authority (Sehab) implemented a systematic slum-upgrading approach, delivering
infrastructure to approximately 82,000 families 15 and social housing to roughly 41,000 families. In 2012, Sehab
received the UN Habitat Scroll of Honor for “one of the largest slum-upgrading programs in Latin America.”16
Sehab also implemented a digital slum survey system known as Habisp17 and developed the Plano Municipal
de Habitação de São Paulo 2009-2024, a comprehensive housing plan effective from 2009 to 2024, which was
approved by the city parliament in 2012.18 The new government administration under Fernando Haddad, who
came into office in 2013, decided to stop the program. Consequently, and reinforced through the current and
severe political and economic crisis throughout Brazil, the favelas, illegal invasions and overcrowded tenements
have again started to increase in size and number.19
7
8
9
10
11
12
13
14
15
16
17
18
19
“São Paulo Climate and Temperature,” accessed May 30, 2016, http://www.sao-paulo.climatemps.com.
1.08% average yearly growth rate 2011-2025, UN World Urbanization Prospects: The 2011 Revision, 18.
Carolin Stauffer, “Drought ends in Brazil’s Sao Paulo but future still uncertain,” accessed May 30, 2016,
http://www.reuters.com/article/us-brazil-water-idUSKCN0VR1YJ.
Inter American Development Bank, BR0190: Decontamination of the Tiete River, Stage I, accessed May 30, 2016,
http://www.iadb.org/en/projects/project-description-title,1303.html?id=BR0190.
Marcelo Leite, “São Paulo – ein toter Fluss als Lebensader,” Bild der Wissenschaft, August 19, 2008.
“Habisp,” accessed April 27, 2016, http://www.habisp.inf.br.
United Nations Human Settlements Programme, The Challenge of Slums: Global Report on Human Settlements:
Indicators and Thresholds for Defining Slums (New York / Nairobi: United Nations, 2003), 12.
“Índice Paulista de Vulnerabilidade Social (IPVS),” accessed April 27, 2016, http://indices-ilp.al.sp.gov.br/view/index.php?prodCod=2.
Prefeitura de São Paulo, Secretaria de Habitação, World Bank and Cities Without Slums, Plano Municipal de Habitação.
A Experiência de São Paulo (São Paulo: Prefeitura de São Paulo, 2012), 101.
“2012 Scroll of honour winners,” accessed May 27, 2016, http://mirror.unhabitat.org/content.asp?catid=827&typeid=24&cid=12404.
“Habisp,” accessed April 27, 2016, http://www.habisp.inf.br.
Prefeitura de São Paulo, Secretaria de Habitação, World Bank and Cities Without Slums, 191-441.
For example, see André Monteiro, “Puxadão: Favela cresce dentro de área do Cingapura; terreno foi divido por 23 famílias,”
Folha de São Paulo, accessed April 27, 2016, http://www1.folha.uol.com.br/cotidiano/2015/07/1659808-puxadao-favela-cresce-dentro-dearea-do-cingapura-terreno-foi-divido-por-23-familias.shtml.
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A Brief History of São Paulo
On the 25th of January 2004, São Paulo celebrated its 450th birthday. Five centuries ago, around 1530, representatives
of the Portuguese government, Jesuit priests and Portuguese settlers started to occupy the plateau upon which
the city of São Paulo was later officially founded. The first had an interest in controlling the plateau region, the second
were focused on converting the indigenous population, while the interest of the third group, the settlers, was to
find riches and enslave the Indians. On the 25th of September 1554, on Saint Paul’s day, the first mass of the Pátio do
Colégio was celebrated; by then the building was a temporary, simultaneous mix of a church, a school and priests’
shelter, initiated by the Jesuit priest Nóbrega. Rebuilt many times, the Pátio do Colégio still exists – it functions
today as a restaurant, among other things – and is the official founding site of the Brazilian metropolis.20
In 1711, as determined by the Portuguese Royal Charter, São Paulo was raised to the category of a city, mainly due
to discoveries of gold in the region, but still with less than 1,000 inhabitants. After independence from Portugal in
1822, Republican leaders took power in 1889. Brazil’s ruling classes in those years saw themselves as representatives
of European civilization in the tropics. In those days, the climate was still cooler and damp, resembling European
weather conditions. In 1890, São Paulo had 65,000 inhabitants. The Republican modernizing effort materialized
in the use of symbolic aspects of urban design by imitating urban planning developments found in European cities,
especially those of Paris. In the wake of the first mass immigration between 1890 and 1914, many European
mechanics, skilled workers and businessmen came to São Paulo. In those days, Europeans accounted for fifty to
seventy percent of the population of the city.21
A major development at that time was the emergence of industrial districts and workers quarters. Factories were
located along the railroad lines, with workers’ districts adjacent. From 1922 onwards, highways facilitated access
throughout the city; and the distribution of manufactured products. The global financial crisis of 1929 led to the
collapse of the coffee market and the traditional agrarian economy, which led to a diversification in agriculture
and efforts to further industrialize.22 In 1930, the population of São Paulo reached 900,000 and the city had become
a manufacturing center with an extensive railroad system. After 1945, foreign companies began to invest in Brazil.
By 1950, São Paulo had roughly 2.2 million inhabitants. In the late 1940s and early 1950s, there was a massive
flow of migration to São Paulo from other regions in Brazil, enabled by the construction of the first paved highways
reaching the interior of São Paulo state, the inauguration of the highway between São Paulo and Rio de Janeiro
and the completion of the Rio-Bahia road system. Consequently, the numbers of very poor neighborhoods, full of
newcomers to the city, increased proportionally. Favelas began to expand, although there were only a few at that
time. Heliópolis, still the city’s biggest favela with up to 70,000 inhabitants, has existed since then.23 On the other
hand, from 1930s to the late 1950s, the downtown area and the middle- and high-income neighborhoods in
São Paulo retained their character and charm, despite the absence of a master plan or overall criteria guiding
development.24
By 1960, both the Tietê and the Pinheiros rivers were channelized. Multilane roads along their margins were built.
The city had occupied almost all of the available adjacent space, and quickly expanded in every direction, beyond
the river boundaries. Endless subdivisions, nameless streets and irregularly numbered houses were built and
occupied by migrants from other regions of Brazil, drawn to the city by the prospect of employment. The industry,
commerce and service sectors grew. São Paulo had become the center of a metropolitan region with almost five
million inhabitants.
20
21
22
23
24
Nestor Goulart Reis, São Paulo, Vila, Cidade, Metrópole (São Paulo: Via Des Artes, 2004), 15-31.
ibid., 57-109.
ibid., 139-187.
Secretaria Municipal de Habitação, Heliópolis, accessed May 12, 2016,
http://www.habisp.inf.br/theke/documentos/referenciashome/05_heliopolis-planos_urbanisticos-pt-en.pdf.
Goulart Reis, São Paulo, Vila, Cidade, Metrópole, 190 -207.
14
14
An inter-regional highway and expressway network was planned to connect all regions of the country as well as
the new capital Brasília; a development that coincided with the arrival of the automobile industry in São Paulo.
Heavy traffic became a burden in the 1960s, as the old radial-concentric urban plan from the 1930s, made by
architect, engineer and then-mayor of São Paulo (1938 – 1945) Francisco Prestes Maia, was not able to absorb the
movements of a metropolis of over five million. The public transportation system was also extremely precarious.
A number of general plans were drafted, including a new subway and a system of expressways arranged in a mesh
rather than a radial-concentric pattern. Over the course of 1980s, the metropolitan region underwent a major
transformation and its population jumped to almost eighteen million by 2000.25
At the end of the 20th century, the appearance of São Paulo’s streets and squares was no longer determined by
public works, and locations for collective uses were no longer public spaces provided by public authorities.
Private capital and commercial concerns increasingly shaped the city. Ever larger fleets of buses, mostly operated
on diesel fuel, their routes organized according to the radial-concentric system and starting and ending in
downtown São Paulo, transformed streets into waiting and boarding areas for both endless lines of passengers
and the busses themselves. As the architect-sociologist and author of São Paulo, Vila, Cidade, Metrópole Nestor
Goulart Reis wrote: “São Paulo was less and less a city to be lived in and more and more a city to be merely
used.”26 Private developers started to build towers and ensembles of buildings. These were often closed and
gated, containing apartments as well as mixed-use facilities for sports, retail and leisure, surrounded by large
private gardens. The intention was to build oases of order and tranquility in the midst of an urban jungle, often
perceived as rather chaotic, noisy and polluted.
In the last twenty years or so, the predominance of shopping malls has become obvious and entire neighborhoods,
e.g. Vila Madalena, have specialized in leisure, restaurants and nightlife.27 Visitors to the city may simply see a
continuous sprawl of similar structures – or a “giant collection of objects” as architect Jacques Herzog once
described it.28 Today, São Paulo’s urban condition is reflected in precarious public spaces and a growing number
of private spaces for public use. The less affluent areas, often located in the periphery, struggle with tiny and even
more precarious private and public spaces. Although the municipal government of São Paulo implemented an
impressive effort in upgrading favelas with infrastructures and in providing social housing between 2005 and
2012, only some of the people in need were served.29 The severe economic and political crises Brazil is currently
going through are again intensifying the difficulty of the living conditions for the poor, including in São Paulo,
where the slum-upgrading program was stopped in 2013, when the current government came into office under
Mayor Fernando Haddad.
Today, São Paulo’s increasingly mobile population is facilitating the ever-greater dispersion of urbanization,
people and activities. Many people cross two or three different municipal boundaries daily. Every day, one or
two million people move from one region to another, e.g. from the east of São Paulo or from the municipalities
west of São Paulo such as Barueri, Carapicuíba and Osasco, to the city center. São Paulo has become the center
for finance, specialized services, scientific research and technology both in Brazil and on the South American
continent.30 The challenge of how to steer the urban development of such a metropolis will remain; acknowledging
and promoting its financial, economic and cultural power, with a special emphasis on a urban design and a
development vision, can enable a high quality of life for everybody, not only for those who can afford it.
25
26
27
28
29
30
Goulart Reis, São Paulo, Vila, Cidade, Metrópole, 209-224.
ibid., 222.
ibid., 209-224.
Jacques Herzog (lecture, Auditório do Ibirapuera, São Paulo, November 23, 2011).
Secretaria Municipal de Habitação, Politíca Municipal de Habitação. Uma Construção Coletiva (São Paulo, 2012).
Saskia Sassen, “Cities in a Global Context,” (lecture, Urban Age Conference, São Paulo, December 4, 2008).
15
15
Maps, Plans and Diagrams (Figures 1–14)
Contents
Page
Figure 1:
Figure-ground plan
17
Figure 2:
Map of uses – urban quarter
18
Figure 3:
Map of uses – CEAGESP
19
Figure 4:
Map of building condition
20
Figure 5:
Map of public space and green network
21
Figure 6 / 7: Average rainfall and temperature
22
Figure 8:
Street network
23
Figure 9:
Section of the river and surrounding area
24
Figure 10: Map of puplic transport, bicycle paths and pedestrian crossings
25
Figure 11: Topography map
26
Figure 12: Road and railway network – metropolitan region
27
Figure 13: Job opportunities vs social vulnerability
28
Figure 14: Extract of the city zoning plan
29
* Please note: A base map is included in the competition materials in DXF and DWG file formats.
16
16
i
o
T i
e t
ê
Figure-ground plan (Figure 1)
R
R
io
P
in
h
e
ir
o
s
(source base map: http://geosampa.prefeitura.sp.gov.br; site research ETH Zürich 2016)
0
0
0.05
0.2
0.05
0.2
0.5
0.5
1km
1km
site perimeter
CEAGESP area
17
17
i
o
T i
e t
ê
Map of uses – urban quarter (Figure 2)
R
R
io
P
in
h
e
ir
o
s
0
0.05
0
18
0.2
0.05
0
0.5
0.05
0 0.20.05
0.2 0.2
1km
0.5
residential
offices
recycling
residential together with small business
bank
school / daycare / educational institute
hotel
event hall
policia civil
shop
restaurant / bar / snack
empty / rental
garden / plant / flower shop
sport
favela
logistic / storage
car sale / garage
CEAGESP / not defined
creative and design studio
gas station
site perimeter
mixed small business
processing industry / manufacture
CEAGESP area
0.5 0.5
1km
1km 1km
18
i
o
T i
e t
ê
Map of uses – CEAGESP (Figure 3)
R
R
io
P
in
h
e
ir
o
s
0
0
19
administrative
vegetables / flowers
bank
fish
shop
frozen food
snack / lunch / bar
trolley storage
fruits / various
repair shop
fruits / vegetables
not defined
potatoes / onions
site perimeter
vegetables
CEAGESP area
0.05
0.05
0.2
0.2
0.5
0
0.05
0.5 0.2
1km
0.5
1km
1km
19
i
o
T i
e t
ê
Map of building condition (Figure 4)
R
R
io
P
in
h
e
ir
o
s
0
0.05
0.2
0
fair
site perimeter
good
CEAGESP area
0.05
0.5
0
0.05
0.2
0.2
1km
0.5
0.5
1km
1km
new
renovated / refurbished (new usage)
poor
various
favela
not defined
20
20
i
o
T i
e t
ê
Map of public space and green network (Figure 5)
R
R
io
P
in
h
e
ir
o
s
0
0.05
0.2
0.5
0
0.05
0.2
1km
0.5
1km
park
riparian area
track field
street greening
vacant land
private puplic space
site perimeter
CEAGESP area
21
21
Average rainfall and temperature (Figure 6 and 7)
Climate
Graph
Climate and
and Temperature
Temperature Graph
São Paulo // Brazil
São
Brazil
23°30'S, 46°37'W,
46°37'W, 792m
23°30'S,
792ma.s.l.
a.s.l.
120120
240
240
220
110
200
100
180
90
160
80
140
70
120
60
110
220
100
160
140
80
70
60
120
50
100
100
40
80
80
30
60
60
20
40
40
10
20
20
90
0
0
Jan
Jan
Feb
Feb
Mar
Mar
Apr
Apr
Avg. Precipitation (mm)
May
Jun
Jul
May
Jun
Jul
Avg. Temp (°C)
Avg. Precipitation (mm)
Aug
Aug
Sep
Oct
Sep
Nov
Oct
Nov
Avg. min. Temp (°C)
Avg. Temp (°C)
40
30
20
10
0
Dec
50
Temperature (°C)
Precipitation (mm)
Precipitation (mm)
180
Temperature (°C)
200
0
Dec
Avg. max. Temp (°C)
Avg. min. Temp (°C)
Climate Table
Jan
Feb
Mar
Apr
Avg. Precipitation (mm) Jan
238.7 Feb
217.4 Mar
159.8 Apr
75.8
Climate
Table
May
Jun
Jul
Aug
Sep
Oct
Dec
Σ
55.7
Jun
44.1
Jul
38.9
Aug
Temp (°C)(mm)
Avg.Avg.
Precipitation
22.1 217.4
22.4 159.8
21.7 75.8
19.7 73.6
17.6
238.7
16.5
55.7
15.8
44.1
17.1
38.9 17.8
80.5 19.0
123.6 20.3
145.821.1
200.9
Ø Σ 19.3
1454.8
min.
Avg.Avg.
Temp
(°C)Temp (°C)
18.7 22.4
18.8 21.7
18.2 19.7
16.3 17.6
13.8
22.1
12.4
16.5
11.7
15.8
12.8
17.1 13.9
17.8 15.3
19.0 16.6
20.3 17.7
21.1
Ø Ø 15.5
19.3
Temp
Avg.Avg.
min.max.
Temp
(°C)(°C)
27.3 18.8
28.0 18.2
27.2 16.3
25.1 13.8
23.0
18.7
21.8
12.4
21.8
11.7
23.3
12.8 23.9
13.9 24.8
15.3 25.9
16.6 26.3
17.7
Ø Ø 24.9
15.5
61.7
60.4
62.8
64.0
66.2
68.5
70.0
Ø
54.3
53.1
55.0
57.0
59.5
61.9
63.9
Ø
71.2
71.2
73.9
75.0
76.6
78.6
79.3
Ø
Avg. Temp (°F)
Avg. min. Temp (°F)
Avg. Temp (°F)
Avg. max. Temp (°F)
Avg. min. Temp (°F)
71.8
27.3
65.7
71.8
81.1
65.7
72.3
28.0
65.8
72.3
82.4
65.8
71.1
27.2
64.8
71.1
81.0
64.8
67.5
25.1
61.3
67.5
77.2
61.3
63.7
23.0
56.8
63.7
73.4
56.8
21.8
61.7
54.3
21.8
60.4
53.1
23.3
62.8
55.0
80.5
Sep 123.6
Oct 145.8
Nov 200.9
Dec
Annual
73.6
May
23.9
64.0
57.0
24.8
66.2
59.5
max.
Temp
81.1
82.4 http://www.sao-paulo.climatemps.com,
81.0 77.2 73.4 71.2 71.2
73.9
(dataAvg.
source:
São
Paulo(°F)
Climate and
Temperature;
accessed
May 18,75.0
2016) 76.6
22
Nov
25.9
68.5
61.9
78.6
26.3
70.0
63.9
79.3
1454.8
Annual
Ø
Ø
Ø
Ø
66.7
24.9
59.9
66.7
76.7
59.9
76.7
22
i
o
T i
e t
ê
Street network (Figure 8)
R
R
io
P
in
h
e
ir
o
s
0
0.05
0.2
0
0.5
0.05
0.2
1km
0.5
1km
highway (Marginal)
primary street
secondary street
tertiary street
local/quarter street
dead end
site perimeter
CEAGESP area
23
23
Pa
e9
ay
ES
lin
sr
Ro
CE
ad
fie
AG
ld
lw
Tra
ck
rai
CP
TM
ay
hw
Hig
Pin
he
iro
t
ee
ay
str
er
hw
Hig
art
Qu
rea
me
(Es
ra
ive
aré
gu
Ja
va
No
ral
nd
da
)
rip
ari
an
zo
ne
Section of the river and surrounding area (Figure 9)
24
0
10
30
50
100 m
0
10
30
50
100 m
24
i
o
T i
e t
ê
Map of puplic transport, bicycle paths and pedestrian crossings (Figure 10)
R
R
io
P
in
h
e
ir
o
s
0
0.05
0.2
0
CPTM railway line 8 (Diamante)
bicycle path
CPTM railway line 9 (Esmeralda)
projected bicycle path
CPTM railway stop
pedestrian strip
bus lines
site perimeter
bus stop with 1–3 lines
CEAGESP area
0.05
0 0.05
0.5
0.2 0.2
1km
0.5 0.5
1km 1km
bus stop with 4–7 lines
bus stop with 8+ lines
25
25
Topography map (Figure 11)
(source base map: http://geosampa.prefeitura.sp.gov.br)
0
site perimeter
26
1
0
3km
1
3km
26
Road and railway network – metropolitan region (Figure 12)
site perimeter
(source base map: http://geosampa.prefeitura.sp.gov.br; OpenStreetMap contributors; Google, DigitalGlobe 2016)
beltway (Rodoanel Mário Covas, SP-21)
civil aviation airport
beltway under construction
site perimeter
inner ring road
radial street
existing train line
train line under construction
planned Ferroanel
27
27
Job opportunities vs social vulnerability * (Figure 13)
site perimeter
OPPORTUNITIES vs.
VULNERABILITY
Jobs
More jobs
Less jobs
* Social Vulnerability Index of
* São Paulo (IPVS)
Very high vulnerability
High vulnerability
Average vulnerability
Low vulnerability
0
2
5
10 km
(source: Rais/MTE, 2010; IPVS/Seade, 2010; MDC/SMDU; Emplasa, 2007; SMDU, 2014)
28
28
Extract of the city zoning plan (Figure 14)
CEAGESP area
(source: http://gestaourbana.prefeitura.sp.gov.br/arquivos-do-zoneamento-2/, accesssed on May 30, 2016)
ZPIs are reserved for typical industrial uses
in different areas of the city, both in central
(I) and in conservation areas (II).
These zones promote predominantly
residential, but also non-residential
uses with low and medium building and
population densities.
Within the ZEU – Zemp zoning laws, there
are three different categories: transformation
areas (ZEU, ZEUP, ZEM and ZEMP) to increase
the density and diversity of uses, buildings
and people; requalification areas to qualify
the existing mix-use with moderate building
densities (ZOE, ZPI, ZDE, ZEIS, ZM, ZCOR,
and ZC); and preservation areas (ZEPEC, ZEP,
ZEPAM, ZPDS, ZER, and ZPR) to maintain the
existing low and middle building densities,
beyond the preservation of natural and
cultural assets.
These zones promote the allocation of
non-residential uses and public spaces,
in dense urban transformation zones,
sub-centers or neighborhoods with
medium building and population densities.
There are four types of ZCOR zones. All of
them are located along main or important
traffic routes, giving priority to non-residential uses that are compatible with the
residential uses nearby.
These zones require the construction of
social housing (HIS) and / or the regularization
of land tenure and requalification of slum
areas and irregular settlement areas. More
than 25% of São Paulo’s population lives in
such precarious and informal areas to which
the ZEIS zoning law applies. Favelas (slums)
are almost always in the category ZEIS 1,
whereas empty or underutilized land portions
that could be used for the construction of
social housing fall into the category ZEIS 2.
ZEIS 3 allotments are usually located in
central city areas while ZEIS 4 areas are being
situated in nature reserves. Both of them
reserved for the construction of social or
public housing and, in some instances, for
the allocation of non-residential uses (ZEIS 3).
ZDEs indicate predominately industrial areas
to be maintained or modernized, including
production, research and the establishment
of new and high technology uses. The aim
is to promote urban industries, also within
consolidated residential areas.
ZOEs are reserved for special uses such
as the nearby University Campus or the
CEAGESP itself.
The ZPR zoning is similar to the ZER zoning
with the difference that other uses are
allowed as long as they are compatible
with residential uses that are predominant
in ZPRs.
ZEPs include parks that are either owned
by the state or the municipality of São Paulo
or other nature reserves that fall under
national law (Sistema Nacional de Unidades
de Conservação), focusing on research,
ecotourism and environmental education.
ZER-1, ZER-2, and ZERa indicate areas
with low density, exclusively residential use
(single-family houses). The sub-categories
indicate the size of the parcels (I and II) or
the location in conservation areas (a).
ZPDS areas indicate areas of landscape
protection in which sustainable economic
activities are allowed, as long as they do not
harm the requalification and the maintenance
of the natural and cultural landscape,
especially if the natural environment is the
source of those activities (agriculture, tourism,
green low dense housing etc.). ZPDSr have
the same characteristics but are located in
rural areas.
ZEPAMs include remaining areas of Atlantic
rainforest and / or other native vegetation
subject to heritage protection.
29
29
Entry Requirements
The project should be described using a comprehensive narrative structure that explains the logical coherence
between analysis and design. An underlying concept and logic for the design should be clear. A range of
scenarios can be tested with impact assessments of their possible spatial, social, economic and environmental
consequences. Only one proposal per entry is allowed.
Entries are due in full by midnight, Central European Time on the 30th of December 2016, and must be
submitted according to the process outlined below. Late or incomplete entries will not be accepted.
Complete entries will consist of the following:
Panels
Two A0 size panels in landscape format, containing presentation material in a range of scales (e.g. regional,
inter-city, city, neighborhood and block scales) must be submitted. A variety of representational modes
(maps, plans, sections, elevations, isometric drawings, diagrams and visualizations) should be used to explain
the project. The exact strategy for representation, chosen by participants and suited to their design, is an
important part of the competition.
Booklet
A booklet in landscape or portrait format of a maximum of 15 pages in size A4, containing additional information
such as analysis, preliminary studies, calculations, narration, and the derivation of the project though written
annotations, diagrams and drawings must be submitted in addition to the panels, but it is of secondary
importance for the purpose of evaluation.
Models cannot be submitted for the evaluation process but photographs of them may be included as part of
the competition entry, in the panels or as part of the supporting information.
Panels:
Booklet:
+
or
(portrait or landscape)
(landscape)
30
30
Schedule
The following schedule outlines the important dates for the competition.
Participants are asked to check the official competition website regularly for updated information.
31
16 June 2016
Opening of the competition, release of the brief
9 September 2016
Deadline for questions
30 September 2016
Publication of the questions and answers (Q&A)
16 December 2016
Registration deadline
30 December 2016
Deadline for projects to be submitted
2–14 January 2017
Technical evaluation
2/3 February 2017
Jury meeting
April 2017
Award ceremony
31
Submission Process
Each team will be issued an entry number at the time of registration. As the competition is anonymous,
this number must be used to identify all submittal documents. All documents must bear the entry
number of the team in the lower right-hand corner. Any entry containing names of the students
or their schools and / or any reference to their identity will be excluded from the competition.
All documents must be submitted digitally as PDFs on the competition website. An upload link and
submission form will be provided online. Entrants nominated for prizes will be required to submit their
original files within three days of notification of nomination.
32
32
A shared global responsibility for
future cities.
Contact the Schindler Global Award Committee:
Ms. Andrea Murer
Project Leader
Schindler Management Ltd.
Zugerstrasse 13
6030 Ebikon
Switzerland
Tel. +41 41 445 45 14
[email protected]
Prof. Ir. Kees Christiaanse
Award Program Leader
ETH Zürich / Switzerland
Chair of Architecture and Urban Design
Institute of Urban Design / Network City and Landscape
Ms. Fabienne Hoelzel
Mr. Dimitri Kron
Academic Project Management
ETH Zürich / Switzerland
Chair of Architecture and Urban Design
Institute of Urban Design / Network City and Landscape
33

Competition brief

Transcription

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