The Re Design of The Urban Form As A Pro

CITTA 12th Conference on Planning Research 1
Spatial Planning for Change
The (re)design of the urban form as a project diagram:

the case of the Jundiaí River Valley, São Paulo, Brazil,
2019.
SILVA, Luciano, ALVIM, Angélica, PELAKAUSKAS, Thiago, FAVERO, Felipe, ROCHA,

Beatriz, MUSSARA, Beatriz, STANKUNS, Fernando, MACIEL, Carolina
Affiliation: Mackenzie Presbyterian University

e-mail: lucianoabbamonte.silva@mackenzie.br
Phone number: 55 11 2114 8369
Accepted paper for oral presentation at the event
ABSTRACT
This paper is a partial report about the investigative process that was conducted in order to answer the question
launched in the National Public Ideas Competition for the Jundiaí River Valley - Connections and Urban Design,
promoted by the Municipality of Jundiaí (2019), which launched the challenge to face and answer the difficult
questions that arise when we look at how many contemporary Brazilian cities have occupied their valley bottons
- especially in the State of São Paulo. The research consists of the following products: analytical matrix of the
main documents related to public policies, integrating a time horizon with recommendations for review, as well
as the proposal of an Environmental Zoning and Quota; cartographic series of five maps and a profile view, at
different scales, from the regional insertion of Jundiaí to the municipality; series of six “before - after” diagrams
that seek to demonstrate the potential for transformation from critical situations observed in the territory;
cartographic tabulation of the historical hill and surrounding valley bottoms, with the definition of ten categories
of articulated elements that define a specific dynamic of urban tissue, gauging characteristics of the territory and
revealing some of its peculiarities. The results obtained, besides the granting of an honorable mention in the
referred competition, are of an intersubjective order, because both the research subjects were transformed by
the experience in the territory, and Jundiaí, object of multifaceted analysis, was also enriched by new meanings.
Keywords: site; urban infrastructure; urbanization patterns; watershed; diagram
1. Introduction
This research focuses on Jundiaí, an urban agglomeration that encompasses seven municipalities,
in a process of interstitial urbanization between the metropolitan regions of São Paulo and
Campinas. Jundiaí is also the main river that runs through the urban tissue of this area, and also
the watershed that contains both, as well as the Serra do Japi, a beautiful natural monument that
stands out with the city at its feet (Figure 1). It seeks to highlight how discrete interventions can
emerge from the observation of the urban form itself - both at the micro and local, as well as the
macro and regional scales - identifying what are its most relevant characteristics.
SILVA, Luciano, ALVIM, Angélica, PELAKAUSKAS, Thiago, FAVERO, Felipe, ROCHA, Beatriz, MUSSARA, Beatriz, 2
STANKUNS, Fernando, MACIEL, Carolina. The (re)design of the urban form as a project diagram: the case of the Jundiaí
River Valley, São Paulo, Brazil, 2019.
The research is also the result of an investigative process that sought to respond to the call for
proposals for the Jundiaí Valley National Public Ideas Competition - Connections and Urban
Design, promoted by the Jundiaí Municipality through the Planning Management Unit. Urban and
Environment - UGPUMA, and the Institute of Architects of Brazil, Jundiaí Urban Cluster Section -
IAB / AUJ. In the presentation of the Reference Term, the following is stated:
This is the promotion of a contest of ideas for design of the
Jundiaí River Valley in its stretch belonging to the Jundiaí
Municipality and the most urbanized region. The proposals
should rethink the role of the river in the urban fabric, in order to
qualify its surroundings, as well as the connections within the
city and between neighboring cities, foster the plurality of urban
mobility, democratize the public space through coexistence,
circulation, contemplation and leisure, besides preserving and
including the historical heritage in the context of the city and
developing the landscaping, urban and architectural potentials
that it needs. (2019, p. 1)
Figure 1. Aerial view of the urban tissue of Jundiaí, Serra do Japi in the background
Source: by the authors, 2019
In this context, the objective of this research is to suggest approximations with the Jundiaí River, as
well as the railway infrastructure - currently partially idle - both elements that can be considered
neglected by the hegemonic social dynamics that shape the urban tissue in question. For this, we
propose a methodology of analysis that relates the different elements of infrastructure - railroad,
waterway, highway, large avenues and small streets, bicycle path, pedestrian paths, viaducts,
bridges and tunnels - with the site compartments - ridge, slopes, valley botton, and both with
building standards - low houses, sheds with large parking lots, towers, voids... Ma, 間 in Japanese,
means emptiness, “negative” space, and the kanji results from the overlap of two other, “portal” and
“light”, so emptiness is the light that passes through the doorway. There is a break there, the
duration of which is often the crossing an inhospitable, dangerous place, but it can also be leisure,
quiet, kindness, rest ... Knowing how to appreciate the various forms of emptiness.
2. Theoretical framework
When we look at the structuring of any portion of territory, whether on a regional scale, connecting
cities, or on a local scale, when a given set of streets forms a more or less coherent whole, we are
looking to a infrastructures flows. It is so in Jundiaí. In this sense, infrastructures can be understood
as the very peculiar element in the field of urban form studies, because it is more likely to persist
(Botechia, 2017), since the concept of route itself necessarily implies the connection of at least two
points; or rather, as Deleuze and Guattari define it: “The city is the correlate of the road. It exists
only in function of a circulation and circuits, it is a remarkable point about the circuits that create it
or that it creates. It is defined by inputs and outputs, something has to go in and out” (1980, vol. 5,
p. 122). A certain trail, therefore, is more or less likely to become an element of millennial character,
in one or another portion of territory, observed in this double factor, of urban polarization as a
function of movement flow. In the case of Jundiaí, where the municipality functions as the epicenter
of a regional organization, the river valley of the same name was the main structural element of the
site, to which the railroad was first coupled, then the valley bottom. Antônio Frederico Ozanan
Avenue (Figure 2). This valley bottom has vacant land followed by very heterogeneous urban
elements, such as large warehouses and services juxtaposed with small residences, while retaining
characteristics of what Álvaro Domingues calls “Rua da Estrada” (“Street of the Road”):
Rua da Estrada is a way of perceiving a side of "transgenic"
urbanization, a form and process that combines codes,
architectures, functions, etc., which we usually understand in
other contexts and which blend together here. The truth is that
infrastructure has always been a generator of urbanity. The
road and everything in this channel that installs water,
sanitation, energy, fiber optics - is a logic of urbanization and
not its perversion. To round is to live. (2010, p. 59)
Figure 2. Antonio Frederico Ozanan Avenue and Jundiaí River

What matters, then, is the articulation between these elements, as Maki and Goldberg points out:
“Linkage is simply the glue of the city. It is the act by which we unite all layers of activity and the
resulting physical form of the city. ... Finally, to linkage is to set standards of experience in cities”
(1964, p. 35). However, such articulated elements work not for free, but as a game of forces, or
rather, in the words of Solà-Morales:
Urban things establish direct and immediate relations with each
other. The city is the table that supports them and presents
these things in their pure materiality, as identifiable realities in
their differences, in their relative position and in their mutual
reflections. Reflections that refer to an immense, polysemic
external field. (...) Crossings and corners as places of reference
and exchange, ramps and gaps that combine different levels,
intermittent incidents of tunnels, bridges and railways - rigid flow
components -, sidewalk and walkway intervals as main support
or tree rows or parked cars suggest a logic of the physical city
that operates by differentiated elements. As they continue to
include the regular paths and continuity of the facades and the
long axes of circulation, it is the accumulated episodes and their
transience in space and time, the formal characteristics that
make our cities territories of things, fields of elements. (2008, p.
27)
The site, however, the surface on which the infrastructures engages, is millennial in nature, and
implies longstanding geological processes. As Ian McHarg noted in the seminal work Design with
Nature (1967), cities are all recent events near the ancestry of the soil, the veins of the rivers, all
the organic life that covers the Earth, something as ephemeral as a silken cloth landing on a rock.
Conversely, and complementarily, both site and infrastructures can be decomposed into constituent
components as well as geometric shapes: planes, lines, and points. In this work the analysis of the
site brings to the foreground the site compartments - valley bottoms, but also slopes and spring
amphitheaters, and ridge lines - being hydrography a form of natural, albeit artificially modified,
infrastructure. This mode of decomposition of site, which will contingency the urban form itself,
Guerreiro called “organic urbanism” (2010); Fernandes (2013) also makes a similar discussion,
analyzing the relationship between site and streets and the way the former deforms the latter, in the
case of Portuguese cities.
For the case of the Jundiaí watershed, of which the municipality is part, this site portion can be
defined as “an old alluvial fan system with source area in the Serra do Japi and its origin is
associated with the formation of the faults that control the mountainous areas” (Neves and Morales
and Saad, 2005, p. 289). Already the consecrated geographer Aziz Ab'Saber comments that the
urban site of Jundiaí - that is, the portion of the site where this “urban organism” was installed - in
particular the main valley, is between two morphological regions, namely: departing from São
Paulo, towards Jundiaí, to the south are the “rejuvenated mountains” between São Roque and
Jundiaí (between them the Serra do Japi), and, going east, “soft site shapes” with “tabular hills
softened” (1956, p. 18).
In spite of the distinctions between site and infrastructures and the specificities of each other, it can
be said that the agency of both is a constant, although the approach varies greatly: the construction
of a bridge connecting the two banks of a river, for example, it is a very different device from the
consolidation of an ancestral path based on the best slope or any other favorable circumstance.
Thus, when we look at the infrastructures, we are looking at a number of specific categories of site-
coupled infrastructure: the railway tracing, and its set of elements - branches, stations, warehouses
- is distinguished from the highway tracing and its set of elements, and also in the way they attach
themselves to the site, as well as in the topology itself: a small street at the top of a colonial
occupation hill will be radically distinguished from a valley road, for example. This overlapping of
infrastructures in the site, which can also be understood as a set of distinct temporalities, but
consolidated today, Santos defined as “spaces of infrastructural mediation” (2012).
Thus, in the case of Jundiaí, we can consider that the constitution of its urban tissue took place
from four distinct and successive periods of implantation of infrastructures that constitute its form.
The first period is characterized by the indigenous, millenary and pre-European colonization trails
from before the 16th century. The second period, by the routes of the drovers, which were
established during the Colonial Brazil, in a conquest of the territory inland and due to a port network
on the Atlantic coast, for the flow of extractive activities and agricultural production. Jundiaí, at that
time, was considered the “Cerrado’s Gate”, indicating at the same time the boundary between a
colonized area and the threshold of an expanding territory.
Figure 3. Notable points of Planalto Paulista in 1887, among them the Serra do Japi
Source: São Paulo, 2010
A third period defined by a railway network that began to develop already in the context of Brazil
Empire, in the mid-nineteenth century and marked a decisive change in the social lifestyle, formerly
predominantly rural, then progressively urban. In this sense, it is worth mentioning the pioneering
work of the Geographic and Geological Institute in the mapping of then recondite areas of Planalto
Paulista (São Paulo, 2010), a territory to be cleared, making remarkable points glimpsed with
special distinction (Figure 3). As early as 1908, we can see the Jundiaí Region (Figure 4), then a
small urban cluster, in the shape of a “hill town planning” of the Luso-Brazilian tradition (Costa Lobo
and Simões Jr., 2012), with occupation mainly at the top and slopes of hills, and from now on
articulated with a valley bottom infrastructure. The rail network defined a regional structuring of the
São Paulo route, and found its brief heyday in the 1920s, when this modal was lowered on rails in
the form of an urban tram network, especially in the city of São Paulo. However, from the 1930s,
the definition by a road modal as favorite to dictate the mold of both urban and regional expansion
will be decisive to reorganize the territory in the coming decades, culminating with the current
scenario, which will have a part of it dissected in this work.
Figure 4. Urban Site of Jundiaí, 1908

Figure 5. Paulista Macrometropolis, 2010

Thus, from the 1970s, the basic relationship that can be observed then between the regional
outlines for the State of São Paulo, as well as in the urban structure of the São Paulo
Macrometropolis (Figure 5), in which Jundiaí plays the role Interstitial Urban Agglomerate is as
follows: a scrapped rail network for the transport of people, but active for the transport of cargo on a
regional scale; and a multiplied and predominant road network, for both people and cargo
transportation. Significantly, this succession of specific temporalities that acted in the formation of
the São Paulo Macrometropolis was first explored by Langenbuch (1971) and more recently by
Franco (2005). However, from a broader perspective, it is the work of Botechia (2017) that best
emphasizes the overlapping of the temporalities of a millenar route, beginning with the ancestrality
of the indigenous trails. Henceforth, from a historical perspective, we note that the structuring of the
Jundiaí urban tissue takes place first when the main drover routes and paths are established by
ridge lines and good sloping intermediate plateaus, often overlapping indigenous trails, while the
colonial urban centers sought to settle above all in high areas, including many hilltops. Then, in a
second moment, valley bottoms and lowland areas receive, as “demand”, the implementation of a
railway network, creating the basis for what could be called “valley bottom urbanism”. Finally, in a
third moment, a road network is installed indistinctly and differently, both as a network of
metropolitan infrastructures and local tissues, causing the spreading of urban spots according to a
phenomenon defined as “dispersed urbanization” (Goulart Reis, 2006; Schutzer; 2012; Medrano
and Castro, 2014).
With regard to “dispersed urbanization”, in Jundiaí such a phenomenon is relevant for two reasons.
The first, by establishing an analysis that considers an articulation between urban, rural and agro-
forestry areas, showing the juxtaposition of heterogeneous forms such as closed condominiums,
farms, industrial complexes, irregular settlements, among others, with plots of varying sizes and
different types of land, as much as "empty" intervals between, which operates as an infrastructure
for flows of people and goods, and the various patterns of urbanization that are coupled with it. The
second reason is that these heterogeneous elements, precisely, indicate a process of urbanization
whose characteristics and circumstances are unprecedented in the field of urban studies, being still
an incipient object of analysis as to the modes of approach as a whole.
Also Fumihiko Maki draws attention to this structure of dispersed urbanization, this articulation that
gives meaning to “urban things”, even though they may be spread in a territory rarefied by large
voids. However, this author also warns of the difficulty that may affect a research that focuses on
this conception of territory, which is difficult to absorb:
If the scientist is frustrated when the order or pattern of
phenomena is too fleeting for him to observe, or complex to
recognize with existing tools, the city dweller is frustrated when
he cannot find the human order in his environment. (...) For
urban design to play its part and contribute to the shape of the
city, it must do more than simply organize mechanical forces
and make physical unity out of diversity. He must recognize the
meaning of the order he seeks to fabricate, a humanly
significant spatial order. (1964, p. 28)
Searching for meaning where order is not known or apparent may seem like an arduous task, but
that is necessary if one is to conceive a conception of “urban” that goes beyond mere conceptions
of structure and functionality, but reveals the ability to be meaningful, to make it capable of
recognizing its surrounding nature. It is in this sense that Solà-Morales says that “size is not the
same as scale” (2008, p. 4), questioning what would in fact be a significant conception of what is
urban:
Sometimes big ideas can be simple local scale projects,
irrelevant projects; On the other hand, small interventions can
reach a huge urban scale if they emerge from an idea that
contributes to the correct use of the site, to the interpretation of
all urban references. (1965, p. 64)
What we notice then is a multiplicity of scales when it comes to analyzing what is urban, as well as
the natural condition on which it is based: the appropriate scale for analyzing a small project or a
set of houses is different from the scale suitable for a regional scale, in which, for example, it is
possible to observe the condition of dispersed urbanization of any urban agglomeration. In any
case, when considering a significant conception of the urban, there is a “natural” inclination for a
bottleneck of scales, that is, to start looking at the macro scale and go to the micro, and vice versa,
because a minimum displacement between scales it is a sine qua non condition for any urban
analysis, since its constituent elements are in fact of different scales. However, the “organic” way in
which the issue is approached seems to us to be more appropriate for deepening this kind of
“meaning of urban nature”, because it is not the extreme of the scales that matters, but the
environment. Thus constitute the scales of association, enunciated by Alison and Peter Smithson in
the magazine Uppercase n. 3 (1960) and commented by Barone:
It was interesting to verify all the scales at the same time,
recognizing the interrelationships between them in terms of the
formation of communities that identified with their habitat. (...) In
this sense, the house was a first unit of association. The second
was not the square, as one might suppose a city viewer from
the built form, but the street, or the space between the built
forms, that would organize a second scale of urban life from the
relations between the residents and the space. The third
approach scale, the neighborhood, was an intermediate scale
between architecture and urbanism, and kept the territorial
proportion of urban communities. The notion of the street as an
essential organizer of urban space placed the user in the
foreground as a fundamental agent in the process of structuring
the city. (2002, p. 69-70)
In spite of the distinctions that different scales will imply, when we observe the successive overlaps
of temporalities related to the infrastructures, as well as their coupling with the site and the patterns
of urbanization that articulate with them, everything seems very factual and impersonal: after all,
streets don't talk. Where would there be room then for meaning to be given? For urban things to
make sense? For Johan Huizinga, the differential lies in considering the playfulness inherent in
human nature, and not only human nature, since in many species the ability to play is observed.
What is perhaps human-specific is the enunciation of the rules of this or that game, which has three
relevant characteristics: the game is libertarian, because voluntary activity - one should not play by
obligation but by choice; the game is communal, “disinterested” because it is ritual and also
simulacrum; The game is embryonic, because it has its own dynamic time, although it is isolated
from ordinary life and limited by it:
The game starts and, at a certain point, "is over". You play until
you reach a certain end. While it is going on everything is
movement, change, alternation, succession, association,
separation. (...) Even after the game is over, it remains a new
creation of the spirit, a treasure to be cherished by memory. It

can be repeated at any time, whether it is a "children's game" or
a chess game, or at certain times as a mystery. One of its
fundamental qualities lies in its ability to repeat itself, which
applies not only to the game in general, but also to its internal
structure. In almost all higher forms of play, the elements of
repetition and alternation (as in refrain) make up the thread and
texture of the object. (Huizinga, 1938, p. 11)
Thus, a significant proposition of the urban goes through a playful appropriation of its conception -
the city as a laid board - not so much what the specific game is going to be, but which is a possible
field of articulated pieces and programmed events - operating rules - which, however, will always
offer a range of options, at least at the beginning of the match. Similarly, a specific game has a
scale appropriate to its performance. And if there are no more options, the game should start over,
just as for a river that is dead: there is no alternative but to be reborn. In this field of action, where
the absence or impossibility of playfulness may occur even in a hegemonic way, the keys to
understanding urban nature - how to relate to it and in what ways to intervene - must be sought,
because the process of urbanization involves learning to live together, albeit with different rhythms
(Viganò, 2006), in a “sharing of the sensible” (Rancière, 2005) that is capable of welcoming and
providing all the diversity that can be observed in the day to day from any city. And for that it is only
necessary to "play", that is, a willingness to relate to the other, all that is different and even
antagonistic: pondering on the nature of the urban is also an exercise in otherness.
Finally, the concept of urban that is defended here goes through a clear understanding when
structuring the infrastructures as the main components that will enable the movement of flows,
articulating different urbanization patterns. It is part of the double implication, with the conditioning
of the tracing of these infrastructures by the features of the site, and the transformation of the site to
also adapt it to these infrastructures. More than that, it is also understood that, between the
compartmentalized infrastructures in the site and the consequent patterns of urbanization, there is a
crack, a kind of intermediate space, which occurs between different scales and varies according to
each place observed. A crack where the contingencies of ordinary and everyday time cease, giving
way to another experience: just as the game ends and must begin again, what is urban must
reinvent itself, and what is done is never really over, but it is part of a process.
3. Methodological procedures
The recognition of the Jundiaí region came first from the on-site observation of the territory: six field
visits were made, which offered different perspectives on the municipality. The first visit began at
Luz Station with transfer to Jundiaí by the tourist train, and the itinerary, made there on foot, had as
its points of interest the working villages, the railway infrastructure (Figure 6), the meeting of the
tributaries to the Jundiaí River (Figure 7), as well as the valley-bottom main thoroughfare - Antonio
Frederico Ozanan Avenue, and the historic center located along the ridge of the hill. The second
visit, made by car, began in the neighboring municipality of Indaiatuba - with its large linear park - in
order to gain a broader view of the scale of the Jundiaí region. Once the municipality was entered,
the route had as its points of interest the different zones of the Master Plan - urban, periurban,
industrial expansion and structuring areas (Figure 8) and environmental protection areas of Jundiaí
Mirim watershed - in short, the areas furthest from the municipality, to beyond the direct area object
of the contest. The “third visit” consists of a selection of photos of two flights made over the city in
2008 and 2015. The fourth visit took a closer look at the FEPASA complex, with its large
warehouses and the old ruined Jundiahy Station. The fifth visit took place on the outskirts of the
current Jundiaí station, which, like FEPASA, has a large empty plot as a neighbor. The sixth visit
was in the vicinity of SESC Jundiaí (Figure 9), on one side of Antônio Frederico Ozanan Avenue,
and the so-called Sororoca Trail, on the other side, which leads to a small sports park: two
connected recreation and leisure equipment linkage by a cage walkway, a small, enclosed
connecting element that repeats along the avenue (Figure 10).
Figure 6. Railway infrastructure and FEPASA sheds

Figure 7. Mouth of Guapeva stream, railway in the background

Source: Google Street, 2019
Figure 8. Industrial zone in Jundiaí

Figure 9. SESC Jundiaí, Ozanan Avenue next doord

Figure 10. Ozanan Avenue “birdcage” walkway

Then, a collection of theoretical and projectual references was collected, and six main ones were
listed: the 1st place of the 3rd CURA - Urban Rivers Contest, as it presents a comprehensive and
thorough approach to an urban watershed, and the language it refers to the work of Ian McHarg, a
classic of urban design linked to ecology, and the orientation of the work included a researcher from
TU Delft University, a reference institution for urban projects that interface with water; the project for
the Fucha River, in Bogotá, highlighting the project presentation mode; the play spaces designed
by Aldo van Eyck and set up in postwar Amsterdam; Team 10 concepts, in particular the four
scales of the associative city - home, street, neighborhood, and city - as opposed to the functional
city; the urbanization of rural areas, in the work of Carlos Almeida Marques - intervention in low
density territories - in Vila Nova de Paiva, Portugal; the concepts of “hybrid” and “prosthesis”
applied to Portuguese territory, in the thinking of Álvaro Domingues (2009, 2010), as well as the
building typologies defined in “A Rua da Estrada”. In parallel to the collection of references,
information on Jundiaí was scanned, in particular the ongoing public policies affecting the
municipality, as well as the redesign of the cartographic bases provided by the Jundiaí City Hall.
Once these procedures were completed, the investigative process itself began with the production
of drawings, maps, diagrams and texts, responding to the propositions of the Contest and
Reference Term, which will be partially presented in the next topic.
4. Results and discussions
The investigative process that was conducted generated a production in which the relationship
between scales occurs in two ways: from the macro to the micro, in which a structural action occurs
through major interventions - highways, dams, scattered tissues etc; and a micro-macro scale
where punctual actions result in discreet interventions. From the linkage between these two scales,
it becomes possible to think and propose integrated actions, which may give rise to a global plan
(Figure 11).
Figure 11. Investigative Process Party Scheme

The sweep of information about the city listed the main legal frameworks, understood as social
pacts, as well as some topical findings about this “state of the art”: the Municipality Master Plan
2016 presents the zoning (functional city), characterizing the different sectors. of the municipality,
but there is no rebound with the “environmental layer” (vegetation and watersheds), so there was a
work of overlapping Geographical Information System layers - GIS, generating other bases; on the
other hand, the Cycling Plan encompasses both the projection of the cycling network and the
expansion of the road, considering parameters of active mobility; the Local Plan of Social Interest
Housing defines the housing deficit of the municipality, and punctuates the propitious land for
interventions; The Municipal Basic Sanitation Plan describes the situation of the municipality's
water resources, and is linked to the larger management plan of the Piracicaba, Capivari and
Jundiaí Watershed Plan – PCJ; Finally, the Municipality's Finance Magazine presents the structure
of public administration, as well as the relative budget base. Then, an analytical matrix of these
public policies considered most relevant to the municipality was produced (Table 1), providing new
inputs for them, with the next revision of the documents, integrating them in the same time horizon.
Table 1. Analytical Matrix of Published Policies Listed for Analysis

Review Time
Set up in
Document on horizon Relevance to research
[year]
[year] [year]
Linkage between solutions of

facilitated viability (short term), with
integrated and / or complex
Final Report of the solutions (long term), with a view to
First Review (2018) a greater expansion of the
upstream catchments, as well as
of the Piracicaba,
2018 2021 2035 local solutions. Continued Duration
Capivari and Jundiaí Investment Program - PDC,
Watershed Plan according to the degree of
2010-2020 institutional progress. Strategic
Project of green blue municipality,
with improvement of water quality
as a whole.
Development of urban corridors and

consolidation of the Administrative
City. Integration between the
implementation of infrastructures for
areas demarcated as the Special
Jundiaí Municipality
2016 2021 2026 Zone of Social Interest 1 - ZEIS 1,
Master Plan and urban requalification in already
consolidated nuclei, and the
observation of urban parameters of
land parceling, as well as
"amplification of rules".
Integrated drainage management.

Solid Waste, Water and Sewage
Municipal Sanitation
2017 2021 2037 Management. Target Plan
Plan encompassing structural and non-
structural measures.
otal new housing to meet current

Jundiaí Local quantitative deficit and future
Housing Plan of demand of 20,444 housing units.
Social Interest - Final 2016 - 2025 Location of land suitable for
Report on Action Housing of Social Interest - HIS,
Strategies considering there the right of
preemption of the Municipality.
Cycle Plan of the Proposed potential cycling network,

Study Group to Cycle aligned with the conceptual scope
of the Active Mobility System, which
Projects, as well as
2015 - - prioritizes light displacement from
Technical Notebooks the pedestrian (parameters of the
for Urban Mobility National Urban Mobility Policy,
Projects Federal Law 12.587 / 2012).
Jundiaí Municipality Overview of the municipality's

2017 - - expenses and income.
Finance Guide

Thus, starting from a regional analysis, five maps were produced, emphasis on the overlap of the
hydrography with the rail and road infrastructures, and the relationship of both with the main urban
areas, in three scales: São Paulo State, Piracicaba Capivari Watershed, and the Jundiaí Watershed
(Figure 12). In addition, two more maps were produced, suggesting, for the next revision of the
studied documents, that be incorporated an integrated proposal of an environmental zoning, which
will articulate the different zones of the Master Plan according to the watersheds in which they are
inserted (Figure 13), as well as their watershed compartments - ridges, slopes and valley bottoms.
Conversely, the Municipal Basic Sanitation Plan must take into account land use and occupation as
an integral and, above all, diversified part of the set of river basins that make up the municipality.
Thus, it will be possible to consider how the different typologies that make up the urban tissue
participate in the ecological dynamics of the watershed, enabling a kind of environmental share of
the parts relative to the whole. It did not seek to define what this quota really would be, but to put in
implicit potential that currently take place in the form of limited sectoral policies. Although the focus
of this “propositional analysis” is punctual interventions, the need for a strategy that can guide
future restructuring of the Jundiaí River is evident. Thus, it was assumed that the implementation of
a new modal - a network of Light Rail Vehicles - VLT, would be timely, in the sense of integrating
two complementary demands - mobility and ecological requalification (Figure 15). In general, this
cartographic series with five maps and one site profile sought to demonstrate the correspondence
between infrastructures, whose occurrence is gaining capillarity as the scale shifts from macro to
micro.
The thematic organization of the photos taken during the field visits resulted in the production of six
“before - after” diagrams, whose function is to demonstrate the transformation of schematic
situations from small improvements that can be made in the urban tissue without major
interventions. The themes that resulted in the diagrams are: current Jundiaí River channel and
potential approximation plateaus (Figures 16 and 17); barriers transformed into passageways and
meeting points (Figure 18); readjustment of floor types, especially in large parking lots, allowing for
a more comfortable urban microclimate and greater soil permeability (Figure 19); janitorial of the
historical heritage, especially with a better use of the old railway infrastructure, now partially in ruins
(Figure 20); harnessing of nucleus blocks that have in their core considerable open areas for public
enjoyment (Figure 21); requalification of viaducts, with the improvement of paving, demarcation of
lookouts and adaptation of its shoals to receive recreation and leisure activities (Figure 22). It is
worth mentioning that these are just some themes that were considered, and there may be others,
but which are indicative to suggest what could be a consequence of the proposed environmental
quota.
Figure 12. Infrastructures and hydrography at three scales: State, PCJ, Jundiaí
Source: by the authors, from various sources, 2019
Figure 13. Overlapping of zoning and watersheds of Jundiaí Municipality

Figure 14. Schematic site profile of the Jundiaí Municipality

Figure 15. Rivers, Roads and VLT proposal

Figure 16. Jundiaí River channel before, Approach Plateaus after

Figure 17. Jundiaí river channel before, trough after

Figure 18. Barriers before, passages and meeting points after

Figure 19. Carelessness before, passages and meeting points after

Figure 20. Waterproof floor before, permeable floor after

Figure 21. Nucleus before, nucleus after

Figure 22. Viaduct before, viaduct after

In order to reveal the details observed in the dynamics of the urban tissue, a typological
classification of the “urban things” was proposed for the area bounded by the historical hill of the
Jundiaí Municipality and its valley bottom, according to a repeated observation that sought to
discern and distinguish what is common and generic from what is specific and singular, and which
resulted in a peculiar cartography (Figure 23), as well as the tabulation of ten categories (Figure
24), namely:
1) Connections - avenue crossings, viaducts and shoals, walkways, trails;
2) Areas dedicated to vehicles - predominantly parking, open or covered, but also gas stations;
3) Main water courses - Jundiaí River, Guapeva Stream, Mato Stream;
4) Voids - vacant lots, walled plazas, squares, gardens, gore, residues, patches of vegetation;
5) Railway branch and coupled infrastructure - warehouses, composition parking, container stock;
6) Low buildings - ground floor houses, townhouses, terraced houses. The difference between built-
up volume and open areas (implantation) was not considered. Sheds with underused or even
abandoned infrastructure were considered in this category.
7) Remarkable buildings - How defines what is remarkable? The gaze, which seeks to discern, and
to distinguish, what is common and generic from what is specific and singular. The purpose here is
to broaden the notion of heritage, so that, for example, many more village sets have been
incorporated than just overturned buildings;
8) Production boxes: concessionaires, industrial warehouses, large commercial buildings and

services at the bottom of the valley - in this case, the relationship between built-up volume and
parking area was considered; such boxes become smaller when on the slopes and ridge, and in the
case of low-rise buildings, if use appears to be predominantly of commerce or service, this category
was considered - for example, overshoots and plots with bottom dwellings and commerce at
forward.
(In some cases, it is more difficult to decide whether the mandatory category is a remarkable
building or a box, but it is worth remembering that this is a qualitative analysis of the parts, seeking
to understand the dynamics of the tissue as a whole).
9) Social interaction cores: public and private schools, technical training center, SESC, SESI, day
care centers, neighborhood clubs, music conservatory, theater company, sports academies -
bodybuilding, dancing, martial arts, swimming, soccer, etc.
10) High buildings: Housing and service towers, possibly with active façade bases; housing estates.
Figure 23. Urban tissue dynamics - synthesis

Figure 24. Urban tissue dynamics - decomposition of categories

From the compilation of the products of the research carried out, a weighting was conducted about
the contributions and limitations of the methodology employed. It was questioned to what extent the
investigative process was valid, as it opted for a “non-hegemonic” project strategy, but, above all,
for seeking to effectively understand some of the minutiae and peculiarities of the area analyzed,
and how they relate to the dominant structure, both regionally and locally.
Thus, it should be said first that the theoretical frameworks discussed in the topic Theoretical
framework guided the research as a practical project production, but only attempted a minimally
consistent mooring when writing this paper, so that the seam that was attempted to be established
between authors who deals with heterogeneous themes reveals an attempt to dimension a still
incipient field of knowledge, a field in which the notion of process is conducive to the method, since
neither the perception of the research subjects nor the objects analyzed remain static in nature,
being rather mutually affectable, changing both over the course of the research. This was also the
case with the main references listed as beacons of a design action, properly designed, but in the
sense of proposing questions about the various possibilities of approach that arise when offering
the concept of urban for a “limitless” prospect, such as It's up to an ideas contest.
Second, the synthesis of the public policies proposed in the analytical matrix, in the form of an
Environmental Zoning and Quota, together with the first cartographic series that goes from the
State of São Paulo to the Jundiaí Municipality, revealed all the potential that is implicit in the
coupling of urban tissue - infrastructures and building patterns - to the site, not only to consider
what would be an environmental quota, a “sharing of the sensible” in which a fair part could be
given between individuation and collectivity, but, above all, by the possibility of reinvention of what
exists, to look to the future, recognizing in pre-existences a civilizational success mode of urban
sprawl, although an incomplete and imperfect one.
As for the products made, these were imagined since the beginning of the process in the form of a
"menu", in order to offer a range of possibilities through which a series of purposive actions for the
territory can take place, considering their different scales as well as their intrinsic genesis. Thus,
while on the one hand the diagrams produced have a clear and illustrative reading of the potential
that various situations contain for a significant transformation of what is urban, on the other hand
the dynamics of the urban tissue reveals all the plurality that exists in what we define as urban,
especially in the diversity observed in the linkage between its various constituent elements.
Finally, it should be noted that the product presented for the Contest received an honorable
mention, in a judging committee formed by Eugênio Fernandes Queiroga, Jonathas Magalhães
Pereira da Silva, Architects of the Urban Projects Department (UGPUMA), Rosana Ferrari and
Ricardo Ropelle Filipi. It is worth mentioning that Queiroga and Silva are co-leaders of the
Research Groups Landscaping Framework in Brazil - QUAPÁ, and Territorial Policies and Water in
Urban Areas, respectively, which itself is a double attestation of the approval of the investigative
process produced and of the products presented, as well as the public attention given by the
visibility that a national contest offers.
5. Final considerations
Knowing Jundiaí was a great adventure, in which it was necessary to plunge into unknown territory,
to submerge in it and, with some luck and much effort, it was possible to come back with a first,
minimally deep understanding of what actually constitutes the so-called Jundiaí Urban
Agglomerate, poured into the watershed of the same name. And so, in the context of the Paulista
Macrometropolis and the PCJ Watershed, Jundiaí stands out for the diversity of its urban elements
- the historic hill, its dams, industrial park, airport, public and private facilities of the most varied that
shape the mosaic of linkage situations which dynamizes the urban tissue as a whole – as its
multiple enclaves also stand out, especially in the way the urban occupation of valley bottoms
occurred, a process common to many cities in the state of São Paulo.
In short, it was possible to recognize in Jundiaí a potential that is spread throughout the entire state,
which is to consider how this territory can reinvent itself from the available infrastructures – some of
them obsolete or with “hyperelia”, that is, excess of function, as is the case of the railway network,
which serves mainly for the movement of goods. However, it was not always so. In coming
decades, many sexagenarians today report state travel using the train! It was this mode that drove
most of the migratory flows towards the Macrometropolis Paulista, justifying, in part, its growth. At
the same time, the increase in the road mode and the preference for the individual car as the main
modal of transportation to the population, created an unprecedented urban configuration, at the
same time “american way of life” and “rua da estrada”, approached here from the perspective of
“dispersed urbanization”.
And, besides all this, which is already given, essentially, this reinvention of the territory also goes
through a revaluation of its natural riches, expressed in the specificities of the site and especially in
its hydrographic constitution. After all, endowed with such assets, São Paulo achieved relative
economic success, although at the expense of an urban structure that left little space, especially in
its valley bottoms, for contact with nature and, more deeply, with our own inside emptiness.
Note
¹ This paper is part of the scope of the research group Contemporary Urbanism: Networks, Systems and
Processes, led by researcher Doctor Angelica Tanus Benatti Alvim (CNPq level 2 productivity scholarship
holder, in 2019, she has a Mackpesquisa Research grant, provided by Mackenzie Presbyterian University).
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The Re Design of The Urban Form As A Pro

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CITTA 12th Conference on Planning Research 1

Spatial Planning for Change

The (re)design of the urban form as a project diagram:

SILVA, Luciano, ALVIM, Angélica, PELAKAUSKAS, Thiago, FAVERO, Felipe, ROCHA,

Affiliation: Mackenzie Presbyterian University

Accepted paper for oral presentation at the event

Keywords: site; urban infrastructure; urbanization patterns; watershed; diagram

Figure 2. Antonio Frederico Ozanan Avenue and Jundiaí River

Figure 4. Urban Site of Jundiaí, 1908

Figure 5. Paulista Macrometropolis, 2010

creation of the spirit, a treasure to be cherished by memory. It

Figure 6. Railway infrastructure and FEPASA sheds

Figure 7. Mouth of Guapeva stream, railway in the background

Figure 8. Industrial zone in Jundiaí

Figure 9. SESC Jundiaí, Ozanan Avenue next doord

Figure 10. Ozanan Avenue “birdcage” walkway

4. Results and discussions

Figure 11. Investigative Process Party Scheme

Table 1. Analytical Matrix of Published Policies Listed for Analysis

Linkage between solutions of

Development of urban corridors and

Integrated drainage management.

otal new housing to meet current

Cycle Plan of the Proposed potential cycling network,

Jundiaí Municipality Overview of the municipality's

Source: by the authors, 2019

Figure 13. Overlapping of zoning and watersheds of Jundiaí Municipality

Figure 14. Schematic site profile of the Jundiaí Municipality

Figure 15. Rivers, Roads and VLT proposal

Figure 16. Jundiaí River channel before, Approach Plateaus after

Figure 17. Jundiaí river channel before, trough after

Figure 18. Barriers before, passages and meeting points after

Figure 19. Carelessness before, passages and meeting points after

Figure 20. Waterproof floor before, permeable floor after

Figure 21. Nucleus before, nucleus after

Figure 22. Viaduct before, viaduct after

1) Connections - avenue crossings, viaducts and shoals, walkways, trails;

3) Main water courses - Jundiaí River, Guapeva Stream, Mato Stream;

8) Production boxes: concessionaires, industrial warehouses, large commercial buildings and

Figure 23. Urban tissue dynamics - synthesis

Figure 24. Urban tissue dynamics - decomposition of categories

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