Objectives
To define an integrated vision for the urban and environmental renewal intervention envisaged for this area of the Almada County, by identifying priority interventions and needs in reconciling the interests of public and private entities.
The objective is to devise a model capable of integrating strong environmental, economic and social constraints.
- Promoting the enhancement of the area’s natural resources, taking their specificities and the excellence of their potential within a metropolitan context into consideration;
- Addressing adequate territorial planning along the coastline, articulating the expansion of Trafaria with the plans for Costa da Caparica, and thereby fostering the attraction of activities capable of adding value to the area;
- Framing the planning for the envisaged Arriba platform, in order to prevent eventual pressure arising on possible construction of a crossing between Algés and Trafaria;
- Enhancing accessibility with particular focus on increasing transport services serving the area;
Executive Summary
The Intervention Area comprises the natural westward extension of the Trafaria area, along the Tagus River waterfront.
Formerly a beach front, the area became an interior setting following the construction of an embankment to support a bulk cereal cargo terminal and the silos of SILOPOR, which construction deeply altered the relation between the territory and its beachfront by blocking direct access to the beaches and by erecting very bulky structures that have deeply marred its image.
The devaluation of the relation with the area’s river waterfront was accompanied by deterioration in the type of occupancy. Along the former coastline setting, the facilities which had formerly supported fishing industry activities (separate warehouses for shipping implements) started progressively being unlawfully occupied for residential purposes.
In addition to such unlicensed occupation, on State land under the jurisdiction of the Lisbon Port Authority, the territory was allocated for construction of successive social housing developments, which have since become obsolete or derelict, and which continuity needs to be re-equated going forward.
The territory’s occupation by successive additional construction both outside any urban planning directives and partly by clandestine, unlicensed construction, does not offer coherence from an urban design perspective to accommodate a new mobility feature – namely the articulation of the IC32 route with the existing roadways network and the creation of a new corridor for the planned Southern Bank Underground System line – which position justifies an entire review of the area’s occupational features.