Rochina favela
Case study by : Guy Ronen
Rio de Janeiro is a city located on the Brazilian's south-east coast. It is one of Brazil's largest settlements with a population of approximately 11.7 million people. The population of Rio de Janeiro has grown rapidly for two main reasons. Natural Increase (when the birth rate is higher than the death rate) along with rapid urbanizationcaused by a variety of push and pull factors. Millions of people have migrated from Brazil's rural areas to Rio de Janeiro. Infect 65% of urban growth is a result of migration.
Has a resoled millions of migrants pushed to build there houses on the edge of the city in a poor neighborhoodcalled the favelas.Some of them are located 50 km from the city center along main roads and up very steep hillsides.
Rocinha favela is the largest favela in Brazil. It is located in the southern zone of the city. It is built on a steep hillside overlooking the city, just one kilometer from the beach. It is home of approximately 250,000people.
Inside of Rocinhathe government estimates that there are now some 5,000 locally owned businesses.
Although the economical advancement the main problem with Rocinha and other favelas is their problematical infrastructure, the buildings are dilapidated and the streets are narrow and clogged with motorbikes and pedestrians.
The capacity of Rochina infrastructure is overload, In order To encourage the economy the government and privet investment have to create a better connection between the favelaand the center of Rio. One of the results of better transportation isreducing poverty and poverty outcomes'.
To deal with the increased urban growth and to create an effective urban regeneration it'snecessary to build efficiency transport infrastructure.
The average cost of building akm of city roadinfrastructureinnot cheap and that is with out measuring the connotative consequences of the road, such asair pollution, health problems and environmental distraction, which all cost billions each year.
New type of transportation is a necessityto continue the economic growth and to prevent the social problems which created due to geographical distance.
The helixator his able to mobile mass of people to distance, He can continue to maintain and develop the local economy - by leading masses of people efficiently
As an environmental facility, flexible and takes up less surface area, Suitable Helixator himself to the environment in which it is located.
This flexibility is allowing reducing the damage created by the construction of new transport infrastructure. Like - so it allows the reduction burden on existing infrastructure.
Routes of helixator could link the inner streets of Rocinhato the main core of Rio.
The Advantage of the potential development options is endless. Connecting the slums to the city and employment Centers, while allowing the poor to travel cheaply and efficiently, will impact positively on the entire economic system.
The favelsrose at the edge of the citybecause of high land prices in city.Factories in order to use the cheap working force were established near them.
For that rezones low income combine whit a highprices of public transportation and long walking distance to the city,have been immortalizing the status of the favels resident as poor.
Based on the conception that better transportation lead to an economy growth,connecting the favelas people to the business and cultural core would break the "poorness circle".
TheHelixator as anew transportation form could be the main player in that game.
Farter more the fact that helixator whit his superior technology capable to pull flexible traffic routs in order to mobile mass of people in less time lessexpense and less pollution, by his compatibilityTo theexistentgeographical and topographic condition make him a solution to the poorness problem and to the overload transportation infrastructure.
Helixator lines
Connecting the favels to the city core
Bibliography
Allport, R. (Halcrow Fox): Transport Services for the Urban Poor; conference paper “Infrastructure for Development”; 31 May - 2 June 2000, London
Deniz, B. , Christine K.: Urban Poverty, Draft 08/2000
Deutsche Gesellschaft für, Urban Transport and Poverty in Developing Countries, Eschborn, August 2002
Guy Ronen is an urban and regional planner with a master degree from the Technion – Israel institute of technology.
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