México: Concurso Internacional por Convite 2014
Seleção de Projetos de Arquitetura
NOVO AEROPORTO
Internacional da Cidade do México
The NAICM Master Plan by ARUP
Custo estimado: US$ 6,7 bilhões = R$ 16 bilhões [preços set. 2014]
Duas fases de 3 pistas cada: 2020; 2050.
Fase 1 contratada (jan2017): Edificações: 743,000 m² / 4 pavimentos / terreno: 4.430 ha.
“Alianza NORMAN FOSTER + FERNANDO ROMERO gana diseño para la ampliación del aeropuerto de la Ciudad de México”
NORMAN FOSTER in partnership with Mexico’s own FERNANDO ROMERO.
MEXICO
CITY’S NEW AIRPORT ON A LAKE [TEXCOCO; 24feb2014]
Source: THE BLOG; The Hunffington Post; | Updated
http://www.huffingtonpost.com/rodrigo-aguilera/mexico-citys-new-airport_b_9305154.html
Access by RAS; 07feb2017
The collapse of oil prices
and consequent loss of oil-related revenues have forced the government of
Enrique Peña Nieto to considerably scale down its plans for grandiose infrastructure
projects. However, one mega-project remains on drawing boards: a new
international airport for Mexico City (referred to locally by its Spanish
acronym, NAICM). As is the trend these days for any city with global
aspirations, the futuristic design was drawn up a leading architect, in this
case UK-based NORMAN FOSTER in
partnership with Mexico’s own FERNANDO ROMERO.
The new airport will occupy
an area at least three times larger than the current airport (which has all but
maxed out its potential for further expansion) and feature as many as six
runways compared with just two in the current one.
Mexico City - an urban agglomeration of over 20
million and one of the top 20 cities in the world by GDP - desperately needs a new
airport to satisfy its current and projected transport needs. In this sense,
that the government fully intends to pursue its intention of building one is
commendable, especially after the cancellation of its high-speed railway
project (which had initially been awarded to a Chinese-led consortium only to
see the tender retracted under suspicious circumstances). However, the NAICM
project is in many ways a microcosm of Mexico’s long-standing urbanistic
failures and the politics behind them. It could also have serious environmental
consequences that the government is playing down.
A MESOAMERICAN VENICE
One of Diego Rivera’s most
famous murals in Mexico City’s National Palace depicts an Aztec marketplace
with an imposing background: the great city of Tenochtitlan as an island in the
middle of Lake Texcoco, crossed by
canals and causeways. To say that at the time of the Spanish conquest
Tenochtitlan was the Western Hemisphere’s Venice would be an understatement -
Tenochtitlan was in fact 2-3 times larger than Venice despite the latter also being
at the height of its glory. Little wonder that when Hernán Cortés described the
Aztec capital in a letter to his sovereign, he warned that his account would “appear
so wonderful as to be deemed scarcely worthy of credit; since even we who have
seen these things with our own eyes, are yet so amazed as to be unable to
comprehend their reality”.
After the conquest, the
Spanish would have to come to terms with the city’s one major urbanistic
scourge: its vulnerability to flooding, which was exacerbated the destruction
of the Aztecs’ delicate but effective regulation mechanisms. After catastrophic
floods in 1555 and 1607 there began a centuries-long effort to dry out Lake Texcoco and by the time of
independence most of the western half of the lake (the part directly under
Mexico City) was gone. By the middle of the 20th century, the eastern and
northern bits had shrunk into three smaller lakes and in the 1990s the middle
lake - which retained the name of Lake Texcoco - had almost fully evaporated,
leaving just a few wetlands and reservoirs. Nearly gone as well were
Tenochtitlan’s waterways, which as early as the colonial period had been turned
into sewage canals. Still, even up to the 1930s and 40s the city retained
various usable canals (some dirty, some clean) but most were filled up to build
the city’s urban expressway system - the inner ring, or Circuito Interior, still keeps the
names of the rivers that one flowed beneath. That the few canals that remain in
Xochimilco are a major tourist attraction points at the lost opportunity had
more of them been preserved.
The fact that one of the
world’s mega-cities is built on a lakebed has caused innumerable headaches over
time, especially during the second half of the 20th century when the population
skyrocketed and most of the area beneath Lake Texcoco was built up. The most
obvious is that the city is slowly sinking due to the combination of its soft
foundations and the slow drying up of its overused aquifer. The city is also
made more vulnerable to earthquakes. The tragic September 1985 earthquake where
over 10,000 Mexico City residents lost their lives is said to have been
amplified by the weak subsoil, causing damage well in excess to what would be
expected given the distance to the epicenter. The NAICM will be located in the
most recently exposed area of the lakebed which presents an added challenge to
the designers.
How the previous airport
plan failed
Barring the obvious
geological issues, there is no more obvious place to build a massive new
airport than in the vast emptiness of what was once Lake Texcoco in the Estado
de México, the state that borders Mexico City. It is relatively close to the
city which would mean that the cost of linking the airport to the city’s
transportation system would be minimal. One of the sites that has for a long
time been considered for an alternative airport, the municipality of Tizayuca,
would be too far from the city (80 km) and require dedicated rail lines and
shuttle services. Another benefit is the fact that the area is already owned by
the federal government which will therefore avoid costly and politically
troublesome land expropriations. In fact, the latter is the reason why the
NAICM wasn’t built a decade earlier when the project was first launched under
former president Vicente Fox (2000-06).
The failure of Vicente
Fox’s airport plan is indicative of the Mexican government’s goldilocks
attitude towards authority: too hard handed when it needn’t be, too indecisive
when it needs to show its strength. Trouble began in October 2001 when the Fox
administration chose the municipality of San Salvador Atenco as the site for
the new airport. Atenco is mostly composed of ejidos - a collective rural
landholding system established in the early 20th century but which following
liberalization in the 1990s could be put up for sale or taken over through
eminent domain. The government chose the latter route, offering the ejido
owners a pittance in compensation and which resulted in protests, highway
roadblocks, and marches in Mexico City featuring machete-wielding farmers from
what now became known as the Frente Popular por la Defensa de la Tierra (FPDT,
the Popular Front for Defence of the Land). In the face of this mini-insurrection,
and even after its offer of increased compensation was rejected, the Fox administration capitulated, shelving the airport project
the following year.
Fueled by their victory
against the airport plans, the Atenco farmers remained politically active. In
2006, the FPDT went up in arms again after state police dispersed indigenous
flower vendors from a Texcoco market. In the clashes that ensued, two FPDT
members were killed and as many as 26 women suffered sexual assaults from the
police. But despite reports from the National Human Rights Commission that the
state police used excessive force, made over a hundred arbitrary arrests, and
violated protesters’ human rights, no action was taken
against them. The governor of the Estado de México who presided over this incident
and who ordered the state police against the vendors and protesters was none
other than Enrique Peña Nieto, who had been elected less than a year earlier.
A LESS THAN IDEAL LOCATION
If there is one better
place to build the airport than on the dried up Lake Texcoco, it is in (or
near) Atenco. The area benefits from being on more stable ground which would
provide less of an engineering and environmental challenge, and it is not
surrounded by major urban areas (the city of Texcoco is the closest and only
has around 100,000 people). One of the original designs for the NAICM was for
the airport to be located at the northeast edge of the lakebed, next to Atenco,
but the location was later changed to the western edge, bordering the densely
populated municipality of Ecatepec (with over 2 million people, it is Mexico’s
largest).
Thankfully, the angle of
the runways suggests that noise pollution will not be a major issue except to
those neighborhoods nearest to the edge of the airport’s boundaries, but still,
one wonders where the change in location is done out of political
considerations than of actual practicality since the airport would now be
located on far more fragile ground.
In this sense, the shadow
cast by the Fox administration’s failure a decade and a half ago along with the
2006 incident (which surely still lingers in Mr Peña Nieto’s mind) may be
prompting the government to choose a sub-optimal location for the airport in
order to preempt the threat of militant farmers spoiling what is Mexico’s biggest
infrastructure project so far in the 21st century.
Needless to say, there has
not been any consultation either with the affected neighborhoods of Ecatepec,
which will soon have jet airliners taking off and landing just a few hundred
meters away. That these neighborhoods are composed of mostly low income,
working class families is telling of the little importance that is typically
assigned in Mexico to those without the deep enough pockets to make their
voices heard (or who aren’t willing to pick up machetes and march in Mexico
City’s main square as the FPDT did back in 2001).
The comparison with the
long-running controversy over Heathrow’s third runway is illustrative of this,
since many of the neighborhoods that would be affected by the expansion of
London’s main airport are relatively affluent. Then again, the government knows
well that when consultations do take place, the results are not always ideal. A
poorly-conceived project (known as the Corredor Cultural Chapultepec) to
revitalize the area around a major Mexico City avenue was recently shot down by the area’s middle- and upper-class
residents.
What is also concerning is
the lack of information on the different impacts that the airport will have on
the region. Although an environmental impact study has been elaborated,
neither cost-benefit nor technical feasibility studies have been made public.
This lack of provision of information needed for civil society to make a
judgment on the project’s benefits and risks is illustrative of a top-down
approach that does not leave much room for the kind of policy debates that are
taken as a given elsewhere (London’s Heathrow vs. Gatwick expansion plans for
example).
DREAMING OF LAKES
In the long run, the NAICM
in its current location all but destroys any possibility in the future to
recover this last remnant of Lake Texcoco as a body of water. This has not just
been a pipe dream for Tenochtitlan nostalgics but has been seriously considered
by some of Mexico’s leading architects and urbanists. In the 1970s, the rector
of the National Autonomous University (UNAM), Nabor Carrillo, led an effort to
stop the still-existing lake from shrinking further through more efficient use
of the aquifer, but the government never followed it through and the lake dried
out two decades later. In the 1990s, renowned Mexican architects Teodoro
Gonzalez de León and Alberto Kalach published a proposal known as Vuelta a la Ciudad Lacustre (“Return to the lacustrine city”) which envisaged a recovery
of the Lake Texcoco area - even with a new airport designed around it, which
proves that the two objectives are not mutually exclusive. More recently,
architect Iñaki Echeverría proposed the Lake Texcoco as a major ecological
conservation area composed of parks, leisure
facilities and numerous smaller lakes.
Unfortunately none of these
plans have made so much of a dent in policy-making circles who likely see them
as too expensive relative to their material or political benefit compared to a
major infrastructure project designed by a globally-renowned “starchitect”. It also does not help
that Mexican governments at all levels and of all parties have historically
been lacking in imagination and competence when it comes to grand urbanistic
thinking.
Case in point: Morena
leader Andres Manuel López Obrador didn’t miss the opportunity to gain some
political leverage from the opposition to the new airport by making an entirely
new “alternative airport” proposal that invites even more criticism than the NAICM plan.
But continued
short-sightedness on the matter would be perilous. The main risk is that the
massive and resource-intensive new airport ends up severely damaging the
fragile hydrological balance that currently exists in the area, a risk that
José Luis Luege Tamargo, a former head of Mexico’s National Water Commission
(Conagua), recently described as “catastrophic” (Tamargo, by the way, picked Tizayuca
as the ideal airport location). There has already been one ominous warning:
heavy rains from tropical storm Arlene in 2011 forced authorities to flood the
Texcoco lakebed so that the rising water levels would not spill over into the
built-up areas. With these risks in mind, the benefits of restoring the dried
up lakebed into a more natural environment of lakes and parkland makes far more
sense, and would not be incompatible with building the much needed NAICM
nearby, on firmer ground (i.e. Atenco or Tizayuca). And if the government
cannot negotiate or deal with militant farmers for this to happen, then one
must seriously question the capability of the Mexican government to get things
done.
THINKING BIG
That the Peña Nieto
administration is neither willing to listen to the airport’s critics, or to
involve civil society in the debate is regrettable yet not surprising in a
country where little effort is made to involve stakeholders in major policy
decisions. But if the NAICM goes ahead in its current, less-than-ideal
location, the government will be doing something worse: it’ll be shutting the
door on the possibility of a much grander urban and environmental vision for
one of Mexico City’s most economically-deprived and ecologically-vulnerable
areas. If Peña Nieto cannot think big, he should at least not prevent his
successors from doing so.
Follow the author @raguileramx
SELECCIÓN DE ARQUITECTOS PARA AMPLIACIÓN DEL AEROPUERTO DE CIUDAD DE
MÉXICO [12abr2014]
Fonte: Archdaily;
Por: Karissa Rosenfield; 06:42 -
12 Abril, 2014
http://www.archdaily.mx/mx/02-351557/seleccion-de-arquitectos-para-ampliacion-del-aeropuerto-de-ciudad-de-mexico#_=_
Acesso RAS em 07mar2017
Zaha_Hadid-Zagreb Airport; maquete
[1] Zaha Hadid, [2] Norman Foster y [3] Richard Rogers se encuentran en la lista de siete [7]
oficinas que competirán por el diseño de la ampliación de 7.000 hectáreas que busca descongestionar uno de los aeropuertos
con mayor funcionamiento en Latinoamérica, el Aeropuerto de Ciudad de México.
En la lista de finalistas también se encuentran [4] SOM, [5] Gensler, [6] Pascall + Watson y [7] Teodoro González de León
junto al Taller de Arquitectura X.
A cada equipo, que se encuentra trabajando con el
asesoramiento de firmas mexicanas, se le ha pedido planificar una expansión del
aeropuerto capaz de albergar 40 millones
de pasajeros al año que incorpore 70 puertas. La firma inglesa ARUP fue encargado de proporcionar
un PLAN
MAESTRO esquemático. La finalización de las primeras etapas está prevista
tentativamente para el 2018.
Los invitamos a quedar atentos a próximos detalles y
actualizaciones de esta noticia.
[SEVEN] PROPOSALS UNVEILED FOR A NEW AIRPORT IN MEXICO
CITY [08jun2014]
Ø
Proposals for a new airport in Mexico city have surfaced online in recent
weeks, with the Mexican government set to announce the winner of the
competition before the end of july. The new building is scheduled for
completion by 2018.
Source: Design Boom; jun 08, 2014
top image: proposal for a new airport
in mexico city by TEN arquitectos + SOM + SENER
image via skyscrapercity
FEATURED HERE ARE PROPOSALS BY
Other partnerships also thought to be competing for
the airport include:
image via skyscrapercity
X marks the spot!
DAZZLING PLANS BY BRITISH ARCHITECT LORD NORMAN
FOSTER FOR MEXICO CITY'S NEW £5.5 BILLION AIRPORT UNVEILED. [04sep2014]
Ø Foster's designs with Mexico's Fernando Romero
chosen for project
Symbolic: The design features a lightweight membrane, X-shaped roof and a garden of cacti with snake and eagle elements to represent the Mexican flag.
Mexico City will quadruple
the number of passengers flying in each year to 120 million by 2050 with a new
£5.5bn airport.
The chosen design,
by British architect Lord Norman Foster and Mexico's Fernando Romero, was
unveiled on Wednesday.
Communications and
transportation department secretary Gerardo Ruiz said both architects were
picked by a committee, and that contrary to past controversial airport
proposals, the authorities would not expropriate any land.
Critics of the massive project say the land where it would be built is
not suitable for a new airport.
Read more: http://www.dailymail.co.uk/travel/travel_news/article-2743189/X-marks-spot-Dazzling-plans-British-architect-Lord-Norman-Foster-Mexico-City-s-new-5-5BILLION-airport-unveiled.html#ixzz4aecSxmeI
Follow us: @MailOnline on Twitter | DailyMail on Facebook
PROPUESTA
DEL NUEVO AEROPUERTO INTERNACIONAL DE LA CIUDAD DE MÉXICO DEL CONSORCIO
CONFORMADO POR LOGUER, JAHN y ADG [15sep2014]
Fuente:
Archdaily; Por; Daniela Cruz; 16:00 - 15 Septiembre, 2014
http://www.archdaily.mx/mx/627272/propuesta-del-nuevo-aeropuerto-internacional-de-la-ciudad-de-mexico-del-consorcio-conformado-por-loguer-jahn-y-adg?ad_medium=widget&ad_name=recommendation
Acesso
RAS em 07mar2017.
Ø Propuesta del Nuevo Aeropuerto Internacional de la
Ciudad de México [NAICM] del
consorcio conformado por LOGUER, JAHN y ADG
El
Gobierno de México enfrentó el reto de planear y diseñar un aeropuerto nuevo
para solucionar el problema de saturación del actual y respondiera a la demanda
de las próximas décadas en materia aeroportuaria. Después de realizar los
estudios para establecer la factibilidad técnica y económica del proyecto de
infraestructura más grande de los últimos años, se realizó un proceso de
selección de arquitectos, quienes serían invitados a concursar por el diseño
del Nuevo Aeropuerto de la Ciudad de México.
Durante
esta fase de selección, se sugirieron cien de los arquitectos más importantes
de México; luego de un análisis profundo de sus habilidades para llevar a cabo
un proyecto de esta magnitud, el número se redujo a veinticuatro arquitectos.
El concurso finalizó con la participación de 8 arquitectos reconocidos asociados con despachos
extranjeros que tuvieran la capacidad y experiencia de haber diseñado
aeropuertos de grandes dimensiones, alrededor del mundo.
En
las últimas semanas hemos presentado los resultados de este concurso nacional por invitación, y
es en esta ocasión que introducimos el proyecto del consorcio conformado por el
despacho mexicano LOGUER, liderado por Francisco López Guerra, el
internacionalmente reconocido despacho JAHN
(Francisco González-Pulido) y el joven y destacado arquitecto Alonso
de Garay.
A
continuación, todos los detalles de su propuesta.
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