Posts Tagged ‘brazil’
Bruno Carvalho’s Open Democracy essay looks at the impact of the Olympics on Brazilian urbanism as manifested in Rio de Janeiro.
In the mid-1990s, amid a crisis of rampant violence in Rio de Janeiro, an influential Brazilian journalist, Zuenir Ventura, published a book with the title Cidade Partida. The expression could be translated as broken or split city, as if Rio had an integrity that contemporary violence shattered. A more apt translation is an increasingly prevalent phrase used to describe urban conditions in the United States: divided city. Given the striking contrasts between Rio de Janeiro’s upper-class buildings and hillside favelas, it is not surprising that the epithet found broad resonance.
Cidade Partida challenged what was until then Rio’s most recurrent moniker, Cidade Maravilhosa—marvelous or wonderful city. Those familiar with its landscape will find explanations to be superfluous. In the 1930s, when a song about Rio titled “Marvelous City” hit the airwaves, in the 1960s when it became the city’s official anthem, and today, when crowds sing it in unison during carnival, images of Rio’s cultural and natural exuberance come to mind. But the origins of the expression betray another history. “Marvelous City” became popularized in the context of an ambitious, Paris-inspired set of urban reforms early in the twentieth century.
The phrase designated a city becoming modern, whiter, and at long last, as we read often in the press from the period, “civilized.” In this scenario, a more divided city was in fact the goal, with the poor—disproportionately non-white—pushed to the outskirts or incipient favelas, as far as possible from central areas and from view. Led by then-mayor Francisco Pereira Passos, the reforms resulted in the eviction of one-tenth of the city center’s residents. To be sure, part of the goal of the reforms was to remedy a reputation Rio had earned as a “city of death” or “foreigner’s grave,” due to the prevalence of diseases like yellow fever. The Zika virus, in this regard, produces an unmistakable echo of the past. But the notion of the marvelous city of the belle époque as the privilege of a few remained clear to many. The manifesto of a labor group in 1929 mocks the use of the epithet by “literary fops,” drawing attention instead to the dire living conditions of the working classes.
Rio once had the largest urban slave population in the Americas, and the presence of their descendants in major public spaces presented an embarrassment to governing elites. In the belle époque, World’s Fairs and Expos proliferated, and major cities served as arenas where empires and nation states could compete. Not coincidentally, the modern Olympics began in 1896 in Athens, amid this era of proliferating precursors to today’s mega-events. Rio de Janeiro at the start of the twentieth century was the third major port of the Americas, behind New York and Buenos Aires, and the capital of a newfound republic, proclaimed in 1889. The city’s compact colonial fabric, marked by varied and jumbled street life, did not befit national ambitions. The Pereira Passos interventions sought to give an urban form to the positivist ideals of “order and progress,” enshrined in the Brazilian flag. In practice, Rio de Janeiro was to be considered marvelous when undesirables were not around. A divided city was, in fact, a desired outcome of the reforms.
But as students of the past quickly learn, in the history of city planning, the improbable happens often, and the unintended happens all the time. Some spaces envisioned as exclusivist playgrounds for the elites have since become appropriated as sites of democratic congregation and social mixture. In belle époque Rio there were attempts to prohibit those not dressed “decently” from circulating in central areas. Now, these same spaces are periodically occupied by carnival revelers, political protesters or social movements. The dream of a city with central spaces reserved to the rich only partially succeeded. The aspiration of a tropical civilization in the Parisian mold waned, as more relaxed dress codes attest. In later decades, led by Rio, Brazil instead projected a far more original—even if evidently distorted—image as “the country of carnival,” or of “racial democracy.”
In the 1990s, Ventura wrote his Divided City in the aftermath of a massacre, when off-duty policemen killed twenty one people in one of Rio’s poorer peripheral neighborhoods. He spent months in this community to write a book that was bold for exposing Rio’s divisions, or the inner workings of drug traffickers and corrupt police forces, but also for an insistence on valuing the city’s imperiled traditions of circulation and cultural exchanges. Since then, far-reaching infrastructure investments have favored favelas, and in Brazil, major redistributionist policies were implemented without stirring the sort of ethnic animus that we find elsewhere (though there are many discouraging signs). After emerging from a long military dictatorship (1964–85), Brazil appeared to be in an ascendant trajectory, even as its former capital and most visible city lagged behind.
[URBAN NOTE] “From slave market to Olympic venue: variations of capitalist accumulation in the port of Rio de Janeiro”
Guilherme Leite Gonçalves and Sérgio Costa’s Open Democracy essay looks at the changing functions of the port of Rio de Janeiro. In some of its broad outlines, the story that it tells is familiar.
The port district of Rio de Janeiro is one of the areas most affected by urban interventions connected to the August 2016 Olympics. Until very recently, business groups, politicians, investors and the mainstream media saw the port district as a devalued and degraded space, isolated from the rest of the city. In fact, the entire region had low market value and was of little interest for real estate investments, commercial transactions and services. Even the port itself was of little significance when compared to other Brazilian ports. Therefore, the region was located “outside” the process of capitalist accumulation.
This situation changed completely in November 2009. About a month after Rio de Janeiro was chosen to host the Olympics, the Porto Maravilha project became public. This project catalyzed actions and economic, political and cultural expectations, restructuring the entire port district in order to create value.
Contrary to appearances, this phenomenon is not new. It is a new venue for a history that repeats itself. In its various stages, the port of Rio de Janeiro was marked by different landmarks of capitalist dynamic that both repelled and attracted spaces, processes and market relations, according to the needs of accumulation. This is a history marked by actors, forces and social pressures alternating in a continuous movement of commodification, decommodification and re-commodification – of people, goods and activities.
Since Rosa Luxemburg, in fact, Marxist political economists have realized that the accumulation of capital is not limited to a purely economic process between capitalists and workers in the production of surplus value. Seeing as only a relative portion of the surplus value can be appropriated in this internal transit, the system must make use of a non-capitalist “outside” to completely appropriate it.
Accordingly, the system makes use of explicit non-economic violence, including colonial or imperial policies, dispossessions, bloody legislation etc. There is, in other words, a repeated primitive accumulation throughout the history of capitalism. This repetition is required by capitalist expansion itself, which must commodify not yet commodified spaces in order to develop.
The various historical stages of this phenomenon are evident in the port district of Rio de Janeiro, as this space is incorporated in and uncoupled from a process that transforms socially constructed spaces into merchandise.
From its creation until the nineteenth century, the port took part in the classical patterns of primitive accumulation by integrating Brazil into world capitalism through the outflow of sugar, then gold and coffee, in addition to the inflow of manufactured goods and a contingent of about two million Africans that were kidnapped, enslaved and traded. This port received the highest number of enslaved Africans in the entire American continent. The right to provide such service was restricted to a private contractor: the Governor’s brother.
However, since its beginnings, the physical space of the port was itself integrated into various forms of accumulation. The first major traffic increase took place in the early seventeenth century and was connected to the outflow of sugar. In 1618, this traffic led Governor Rui Vaz Pinto to publish a legal decree establishing the use of black slaves to load and unload ships. It was clearly a mechanism meant to take over the space to create value, as only slaveholders were able to load goods in the port. This decree also represented the beginning of regular stevedoring services and established their legal system, namely the privilege or monopoly, since the right to provide such service was restricted to a private contractor: the Governor’s brother.
The Globe and Mail carries Alonso Soto and Leonardo Goy’s Reuters article describing the interest of China in reviving plans for a high-speed rail route connecting Sao Paulo with Rio de Janeiro. The idea appeals to me, but is it actually viable, economically and politically?
Chinese firms are pushing to revive an $11-billion high-speed-train project to link Brazil’s two largest cities, shelved after the South American nation descended into recession and political turmoil, three sources familiar with the talks told Reuters.
China’s ambassador to Brasilia told interim President Michel Temer on Wednesday that Chinese train builders and operators want to participate in Brazil’s biggest ever infrastructure project, delayed repeatedly because of doubts about its viability and concession models, the sources said.
Temer was invited to ride the high-speed train connecting Shanghai and Hangzhou next month during a G20 summit when he will discuss the project in bilateral talks with Chinese President Xi Jinping, a Brazilian presidential aide said.
“The Chinese are working hard to revive the project,” said the aide, who asked for anonymity because he was not allowed to speak publicly. “Brazil is not convinced yet, but is supportive of the idea.”
A spokesman with the Chinese embassy in Brasilia said he did not know the content of the discussions between Temer and ambassador Li Jinzhang. Li did not immediately respond to email requests for comment.
Nate Berg’s article in The Atlantic about the Rio de Janeiro Metro’s Line 4, engaging with issues of poverty and justice in mass transit, is more than a bit relevant for the wider world. (Scarborough subway extension, anyone?)
On July 30th, after nearly 20 years in the works and more than doubling its initial cost estimates, the Line 4 subway officially opened in Rio de Janeiro. The mayor, the governor, and the interim president, were all there to inaugurate the 10-mile subway line, and to claim some of the credit for finally getting it built. Also on hand was a figure arguably more responsible for the new subway line: Thomas Bach, president of the International Olympic Committee.
When it selected Rio to host the 2016 Summer Olympic Games back in 2009, the IOC single handedly catalyzed a suite of city-changing projects like Line 4, as well as all the sports-related construction and development the Olympics require. “The city’s mobility has increased six-fold in as many years,” said Mayor Eduardo Paes during the subway’s inauguration. “It’s a fantastic transformation that only became possible thanks to the Olympic and Paralympic Games.”
Though it was barely completed in time for the opening ceremonies on August 5, the fact that Line 4 opened this year, let alone this decade, is undeniably because of the Olympics. The state government, which funded the $3.1-billion line, argues that the subway will vastly improve transportation options in the city. The state department of transportation said in an emailed statement that Line 4 will “provide locals and visitors a transportation alternative that’s fast, modern, efficient and sustainable.”
But many outside the government worry that Line 4 was built to primarily serve the Olympics and the upscale real estate developments that are planned in the event’s wake. Critics say Line 4 prioritizes access to the main event venues and wealthy neighborhoods, and disregards the transportation needs of the rest of the city. “This is to serve only the higher classes,” says Lucia Capanema Alvares, an urban planning professor at the Federal Fluminense University. “It’s not to serve the people.”
Line 4 runs westward from the iconic Ipanema beach near the center of the city to the wealthy western suburb of Barra da Tijuca, home to the main Olympic Park, the athletes’ village, and venues for many of the Olympic events. Line 4 travels between six stations (plus another that will open sometime in 2017) and connects in Ipanema with Line 1, one of the other two subway lines in the city’s relatively modest rail system, first opened in 1979.