Analyzing the Potential of Land Use Transformation in the Urban Structuring and Transformation Axes in São Paulo: A Case Study in the Belenzinho Neighbourhood

Abstract

Traffic congestion, low-quality public transportation, long distances and long travel time are problems for thousands of Brazilians. The city of Sao Paulo brings together services, employment, and various activities, attracting thousands of people to the city. The transit-oriented development (TOD) strategies, integrated into Sao Paulo urban regulations from 2014 to 2016, redirect urban planning strategies to the construction and retrofitting of compact and high density neighbourhoods. These strategies are based on land use, population diversity, and compactness, while they aim to promote the improvement and the increased use of public spaces. The aim of this work is to analyse the requirements for the implementation of TOD strategies in relation to the land use potential of transformation in the selected neighbourhood of Belenzinho, which is the region of influence of the Belem Metro Station. In Sao Paulo, the Urban Transformation Structuring Axis (UTSA) indicates the areas in the city where it is desired to intensify land use transformation, and that are directly accessed from the high and medium capacity transport network. The case study area of Belenzinho forms a mixed urban fabric among sheds and residential buildings. Possible developing areas were identified and classified into 5 categories: (i) very low transformation potential; (ii) low transformation potential; (iii) high transformation potential; (iv) potential for requalification; and (v) in transformation. Results showed that 78% of the lots registered are likely to be transformed according to TOD strategies. However, this percentage decreases to 47% when it comes to the available area of these lots. There are many small lots with underutilized occupations, but with potential for transformation. Although the region is well located and represents potential for transformation, its location close to public transport should encourage investment and new real estate developments. Though the Master Plan guidelines promote solutions associated with the TOD, it is necessary to evaluate the possibilities of transformation of each urban area, the number of lots, and their available areas for transformation. In addition, it was noted that an improvement in infrastructure is necessary to attract investors aligned with the Masterplan guidelines, and new constructions must attend the diverse social groups to avoid the dispersion of low income people to the periphery. Finally, the challenge of integrating humanised public area to the private constructions remains.