The Anita Garibaldi Bridge, builded over the Canal das Laranjeiras in Laguna SC
Foto/photo Raifran Albuquerque [Wikimedia Commons]

The landscape of the Central Coast of Santa Catarina is marked both spatially and visually by a web of rugged topographies compressed between the coast and the mountains. The occupational density of such topographies, ranges from rural settlements and small properties to the dense urban occupation of skyscrapers by the water. Its composition defines the core of small and medium-sized cities, predominantly connected by the Federal Highway BR-101, that in some points tangencies the urban agglomerations spread along its margins, and in others integrates itself within the conurbations.

Due to its spatial scale, both in the landscape and in the territory, the BR-101 Road is considered the main access for the flow of people and goods, as well as a main axis within the urban spatial dynamics on the coast of Santa Catarina, playing a fundamental role as a bond for understanding landscapes. This understanding is generated, among other aspects, by the sequence of ordered and structured views along its path.

The current form and implementation of the BR-101 in Santa Catarina is the result of a long process of road projects at different scales and brings up both problems and potential related to its integration in the landscape. Conflicts between form and implementation on the highway provide a visual experience marked by the omission or systematic overexposure of landscape elements, aggravated by the difficulty in aligning functionality and aesthetics in road projects (1).

Considering the importance of visual ordering in understanding the landscape, the aim of this work is to analyze the visibility of the elements of the landscape of the central coast of Santa Catarina, in which the BR-101 is inserted. This is performed through methodological exploration from the morphology and visibility of landscape units. This allows the understanding and analysis of the landscape and its fragments from the exploration of complementary methods that systematize the visual experience in movement on the BR-101. This operationalization potentially contributes to future design development, planning and ordering of the landscape, taking into consideration the experience of its observation from the highway. This can prove a dramatic game-changer, as the road users understand the space and the movement, and benefit from the different scales and textures (2).

In Brazil, such studies, and the consequent implementation of scenic strategies on highways are scarce, even though the road experience is the main interface connecting territories and facing the landscape.

Within this context, it is important to highlight the limitations of predominantly descriptive urban morphological analysis in the architecture and urbanism field at the macro-landscape scale and in the understanding of Landscape Units. Therefore, the aim is to validate a method that combines the visibility of the motion experience through the landscape with the work developed in the urban morphology area. This study also complements other studies related to the BR-101 in Santa Catarina (3), structuring the discussion and stressing the importance of increasing studies of visual assessment of the landscape (4), still not widespread in landscaping studies in Brazil.

In the light of urban morphology, the landscape of the BR-101 is mostly composed of forms resulting from human interaction with the environment. These are unfolded in rural, natural, and wild landscapes (5), the primordial supports of urban landscapes (6), defined by consequent projective actions on the environment (7). Even if in the classical theory of landscape, as in Georg Simmel (8), for example, the difficulty of understanding the landscape from its fragments is stated, this work is aligned with the understanding of the landscape from the studies of Cozenian urban morphology and the image of the city in Kevin Lynch. Thus, within the studies of urban form, landscape units appear as fragments of a total landscape, a morphological region that differs from its surroundings or limits due to its dominant, remarkable features (9).

The visibility of the BR-101 landscape was analyzed through the configuration of its forms (10). Firstly, generating cartographic diagrams of its composition. For this, landscape units through the urban form were used to categorize object segments from the interaction between the forms of the road and the surrounding landscape (11), allowing a better exploration of details and understanding of the homogeneous regions. Then, the perspectives were analyzed — the influence of position on the experience of visibility, the quantification of landscape elements (12), the visual apprehension of urban forms (13), the concept of "city image" (14), and the morphological analysis of highways (15). Finally, the experience of the exhibition to understand the landscape units established by the visual experience of movement on the BR-101 were explored. This allowed a comparison between the omitted and displayed resulting from the analysis of the landscape's form, the morphology, and its visibility, the images of the city in a sequential standard.

The studied area was delimited as the 183km portion of the BR-101 between the municipalities of Laguna and Balneário Camboriú, represented by two visual landmarks in the landscape of the highway: the Anita Garibaldi Bridge, over the Santo Antônio dos Anjos Lagoon, and the cluster of skyscrapers in Balneário Camboriú, respectively; travel from the perspective of the car moving in a south-north direction.

Landscape of BR-101 in Laguna and Balneário Camboriú and a map of the route
Elaboração/ prepared by Lucas de Mello Reitz

Morphological Analysis of the BR-101 Landscape Units

Landscape units are defined as morphological regions that stand out for dominant attributes and non-homogeneity compared to their surroundings or bordering regions. They have a vast tradition in geographic and ecology studies as synthesis cartography, which seeks to map homogeneous regions in geomorphology, functioning and behavior (16). In urban morphology, the urban layout, the built forms, and the land structure are added to the geological, vegetation and climatic characteristics of geographical studies (17), allowing the understanding of the interaction between natural and anthropic forms, in a comprehensive perspective of the landscape under the human action.

Therefore, the first stage of analysis — the section into landscape units by homogenizing its composition — starts with the distinction between straight and curvilinear stretches as structuring factors of constituent segments of a unit, the interaction between urban layout and site. The road corresponds to the site conformation: for uneven topographies, there are curvilinear stretches, for flat topographies, rectilinear.

Other landscape forms besides the road were divided into two groups, with two subdivisions each: 1. nature — subgroups 1.1. vegetation cover and 1.2. oceans and rivers, including wild and rural landscape patterns within; and 2. urban occupation — subgroups 2.1. built forms and 2.2. urban layout. The combination of these groups to the conformation of the road in shape and relief resulted in six categories of analysis.

Categories of compositional analysis of the landscape structured by the BR-101
Elaboração/ prepared by Lucas de Mello Reitz

From the analysis of each section, the section studied can be divided into twenty segments. The twenty segments, named by the letter "S" followed by sequential numbering (S1, S2, S3…), were individually described and analyzed based on twenty cartographic diagrams containing: 1. Approximate location map for analysis of its land and street structure, as well as its positioning relative to the BR-101; 2. Photographic references to understand its built and natural form from the observer’s perspective and its relationship with the highway; 3. Details and analysis of relief and geomorphological features in isometry and elevation; and 4. Segment location in the analyzed section.

Example of Analytical Composition Diagram
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

Terrestrial relief
Elaboração/ prepared by Lucas de Mello Reitz

Excerpt from analysis
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

The detection of similar or different compositional configurations among the twenty segments resulted in the grouping into three Landscape Units due to their tendency to morphological compositional homogenization related to their soil subdivision (18), built form and their interaction with the site. To name the landscape units, the letter “U” was used followed by a numerical sequence (U1, U2, U3).

It was observed an intrinsic relationship between the landscape configuration and the natural conditions of the site and the subdivision of the soil. The conformation of the relief in plains, valleys, mountains or slopes, has a direct effect both on the implementation of the road, and on the occupation of the land and its subsequent subdivision. The road, when curvilinear or straight, accommodates itself in the relief, which directly influences its shape, determining occasional elements transpositions or natural accidents — such as tunnels under hills and bridges over rivers.

The subdivision of the soil also reflects on the composition of the built forms, either coming from the slopes of hills, originating from the agricultural plot or in the radial or reticulated urban expansion.

Map of the twenty segments and their combinations into three Landscape Units
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

Landscape U1, from S1 to S7, has a predominantly natural composition, with the presence of small urban centers connected by the BR-101, divided between two sections of geographic conformation, but with similar urban occupation. Between the municipalities of Laguna and Garopaba, there is a plain surrounded by dunes, small hills, a lagoon complex and the sea, conditioning the informal non-reticulated occupation of the slopes against the reticulated subdivision in the flat areas. The same pattern of occupation is observed between the municipalities of Paulo Lopes and Palhoça, with rugged relief of mountains that encounter the sea. The road extends over the uneven terrain — which determines the occupation of slopes and general roads and enables visual sequences of the landscape; sometimes flat — marked by the reticulated subdivision of the agricultural land. The partial insertion of the Unit in the Serra do Tabuleiro State Park favors the preservation of the surrounding landscape, conditioning the sparse human occupation. This supports that the BR-101 road is an element of attraction for urbanization, as it aggregates small nuclei of medium-sized built forms that extend along it, along with gas stations and other services isolated from the built nuclei.

In Unit 1, the landscape shows low anthropic impact. The occupations of fishing villages or small rural properties suggest a soil, lagoon, and sea subsistence dynamics. When the highway touches or cuts through these occupations, it directly impacts the land structure and the way of life that the landscape supports.

Based on the cartographic diagrams between S8 and S13, U2 is characterized by a predominantly urban composition, heterogeneous in terms of built forms and urban layout. It combines reticulated subdivisions adapted to the site, such as traditional nuclei, with the extensive conurbation. A remarkable feature of this Unit is the incorporation of the BR-101 to its route, inserting it within its urban grid. It presents homogeneity in its natural landscape with subtle variations regarding preservation and interaction with the occupations. It is geologically located between the mountains and the sea, in a slightly uneven relief of plains with high occupational density, surrounded by mountain ranges with zero or sparse occupation. The role of the dominant urban structures in the morphological region of Unit 2 is evident, both in built forms and in the conurbation that incorporates the highway, and even in the manner the subdivision of the soil responds to the conformations of the relief.

This predominantly urban composition of Unit 2 occasionally neglects natural form attributes, mainly watercourses and the ocean. In the first case, the highway does not establish a compositional relationship with the rivers it crosses, neither from a visual appreciation perspective, nor regarding its noise and pollution impacts. In the second, it excludes the sea from its route, cutting through traditional occupations, as in the case of Unit 1.

U3, from S14 to S20, has a predominantly urbanized composition, based on land development of agricultural soil, observed in different stages of subdivision of blocks and streets. This type of subdivision provides compositional specificities, such as high-rise buildings and maximum occupancy of the lot in reticulated layouts. In the parts where the agricultural land was not urbanized, as in S15, in Portobello and Tijucas, the forms are horizontal and spread out. Conversely, in S19 and S20, Itapema and Balneário Camboriú — where there is greater conversion to urban land, a remarkable surface of vertical buildings can be observed, so that it can even characterize a second relief. Its natural landscape is marked by plains combined with the occasional encounter of hills. As the plains occupation is related to agricultural land subdivision, tensions between urban and nature occur in the encounters with rivers and the seafront, with few occupations of slopes.

In U3, the highway tends to cross the urban occupations, with some exceptions as Tijucas, Itapema and Balneário Camboriú. In these cases, the highway is inserted into the city layout in small stretches, sometimes at higher elevations than the neighboring occupations, and other times very close.

When determining these units, a disparity between Landscape Units 2 and 3, to the north, and Landscape Unit 1, to the south, is partially observed. While in U2 and U3 there were expansions of the highway in the 1980s and 1990s, in U1, the expansion took place in the 2010s. Thus, U2 and U3 units present a predominant composition of urban forms, enhanced by the quality and integration of access to the highway. Conversely, in unit U1, natural forms are predominant, both due to urban development and an extraction-based way of life, and to areas of preservation.

Visual Analysis of the Landscape Units of BR-101

The perspective analysis is based on the determination of the Landscape Units by morphological composition and the “direct relationship between the observer and what is being observed” (19). This was conducted in three steps as follows: 1. Field visit with photographic record, 2. Sampling selection and 3. Quantification of landscape elements, by image and along the way.

A total of 1,155 sequential images were captured, expecting a sample reduction to forty images, due to the forecasted repetition of compositional patterns. Approximately ninety per cent of the images were eliminated, as, in sequence, they presented similar structure and dominant forms (20), varying only in proportion due to the proximity of capturing. The images were selected for their identity (21), the ease of differentiation between the compositional elements of the landscape. Finally, samples of “A” and “B” were named for each segment, following S1A, S1B, S2A etc.

In each image, the quantification of the landscape elements was based on the composition categories: highway, natural and urban, and determined by the most frequent structuring elements. For this, each sample was sectioned into polygons corresponding to the landscape elements — details of Steps 1 and 2. As each polygon corresponds to a total percentage of the image structure, the variation of each composition category compared to the previous plot point can be obtained. When put through validation, the elements needed to be subcategorized by their variation.

Description of the Perspective Method
Elaboração/ prepared by Lucas de Mello Reitz

The perspective analysis of U1, between Laguna and Palhoça, with a predominantly natural composition and homogeneous urban occupation, reinforces the determination of landscape units based on the morphological configuration. The constant presence of the road can be seen as the most present morphological element, varying only 15% in the unit. Even though it is occasionally overtaken by natural elements, its constancy marks its power to lead and unite different scenarios under the same funneled perspective.

Regarding urban occupation elements, their occasional presence is noticeable only in a few segments, as pointed out in the composition analysis. Its highest peak, S1B, responds to the initial mixed route of the city of Laguna in a percentage of 10.95%. Besides, the low variation on the route, just over 10%, responds to elements of little impact, corresponding to small masses built along the route. The high variation of natural elements reinforces its presence, although with some lack of consistency. Between its lowest (S1B — 1.1%) and its highest (S6B — 48.9%) points, the elements of nature oscillate by almost 50%, indicating a great variation in natural forms compared to the lows of 10% and 15% of the other categories.

The elements of urban occupation occur punctually (which can be observed in Graphic 1 as rises in S1B, S4A and S7A), responding to concentrated rather than continuous urbanization. Therefore, the perspective analysis validates the compositional condition of a predominantly natural landscape unit, where the elements of urbanization are neither the most remarkable, nor the definers of the composition. Moreover, the small and homogeneous urban occupations reduce the visual dominance of the natural elements, as they are concentrated on the banks of the BR-101. Only in S1B, natural elements are less representative compared to urban elements, showing increasingly higher rates in the next twelve samplings. The S6B exhibition (Paulo Lopes), stands out compared to its previous perspective for its variation of natural elements and a strong natural compositional structure, without the presence of urban elements.

However, small incompatibilities between the composition of this unit and what is captured in the sequence of images can be highlighted. In the compositional study, the lagoon complex is a remarkable element in the geomorphological scale, which is not included in any of the analyzed images. This fact is due to the location of the highway — sometimes distant; its shape — the long straight paths do not allow visuals; and, mainly, to visual coverings (guard-rails etc.) that prevent the visualization, near or far, which correspond to the highest percentage of captured elements. The other elements of urbanization and natural composition, dunes, and vegetation, reinforce the importance of the methodological increment of the visibility analysis to the morphological analysis.

Sequential-images analysis and percentage variation of morphological elements in the images of the Landscape Unit 1
Elaboração/ prepared by Lucas de Mello Reitz

In U2, the predominantly urban composition with heterogeneous forms is also captured in the perspective analysis. The percentages for natural elements between S8A and S10A decline just over 35%, representing the transition from a landscape marked by natural elements in U1, to an urban landscape, accompanied by the rise of these elements in U2. The trend is detected from the sample S10A, with a high disparity between natural and urban elements, being the biggest difference observed in S12A, near 16%.

The variation between the indices of natural and urban elements from this point onwards, represents the visualization of dense urban centers interspersed with natural massifs. The spatial diversity and landscape elements point to a rich visual experience on the highway, but also to sections of the landscape with expanding and/or peripheral urbanizations, meeting slopes, mangroves, and other ecosystems. Therefore, a perspective analysis helps to quantify the spatial and environmental tensions of the dense urban landscape that a pure descriptive form analysis may not capture.

Another unique feature is the inconstant behavior for the highway indices, since their high and low relative percentages of the road are potentiated by the constant presence of lateral visual forage and consequent unstable view on the horizon. An example of this phenomenon is found in S11B, where the road reaches an index of 34.15% in relation to the image. In this point, the guardrails lining is as striking as the road itself, which also contributes to the funneling vision effect.

The peaks detected between S10A (17.12%) and S10B (22.13%) and in S12A (27.43%), represent the dense and heterogeneous urban centers that define this set. In these two segments of the route, the decrease of the natural elements accompanied by the increase of the urban elements was once again detected, in with a difference of approximately 16% in S12A relative to the image area. Furthermore, the urban occupation variable is directly proportional to the road variation, both being inversely proportional to the nature variable. This road-urban occupation proportionality reinforces the conclusion taken from the morphological compositional analysis that, in this set, the road is an intrinsic part of the network, and the urban expansion incorporated the BR-101 as one more road in its layout.

In Landscape Unit 2, viewpoints with cohesive, balanced structures are only detected in segments S8B and S11B. However, the structures of these two images do not give them identity in the entire stretch: they are perspectives of generic landscapes, without structuring and striking forms other than the BR-101. Visual quality possibilities are hampered by the form and elements of the road covering, as in Unit 1. Once again, the water elements, here the ocean (at S8, S9 and S13), are not captured in the visual analysis, which denotes the importance of visual validation before the form analysis for interpreting the structuring natural elements. Despite constituting curvilinear stretches, which provide better views, the road linings impair the broad view of the landscape.

Sequential-images analysis and percentage variation of morphological elements in the images of the Landscape Unit 2
Elaboração/ prepared by Lucas de Mello Reitz

In U3, between Governador Celso Ramos and Balneário Camboriú, the road-urban occupation suggests a constant correlation, as shown by the trend lines in Graphic 3. Between the S17 and S18 segments, road and nature are a predominantly natural region, jumping from 3.05% in S17A to 31.11% in S18A. After this peak, nature declines again to 15% in S18B, following the same trend of the road indices until the S20B segment, where urban occupation resumes the correlation.

Compared to U1 and U2, U3 presents greater heterogeneity and variation regarding its composition, as seen in the difference of 43.88% between urban and nature occupations in S19B. This aspect allows its landscape to be observed gradually, either by the road shape, the cadence of urban elements and the natural forms, with a range of perspectives. In this unit, the compatibility between compositional analysis and perspective is greater: all the analyzed elements and determinants of the unit are captured in the sequential images. It is worth mentioning that the stretch between s17 and s19 is part of the Interpraias program, in Balneário Camboriú, for landscape planning and the highway, parallel to the BR-101.

The highest relative percentage rate of road elements among all Landscape Units is accompanied by a visual covering, also responsible for the visual effect of direction and focal point. In S19A, the covering element of the passage through the tunnel under Morro do Boi (46.72%) frames the mixed urban-natural landscape. Thus, it presents an image with a strong compositional structure, forced by the lining, and clear detection, and focus of natural and urban elements, in addition to an identity marked by the shape of the tunnel, captured in the variation in the perspective analysis.

The perspective analysis allows an understanding of the relationship between the elements and not only their arrangement in the plot: the landscape in U1 shows the road as independent and not yet fully inserted in the layout of the urban centers where it cuts or tangents, unlike what is observed in U2 and U3, where the road is capillary inserted within.

Sequential-images analysis and percentage variation of morphological elements in the images of the Landscape Unit 3
Elaboração/ prepared by Lucas de Mello Reitz

Outcomes of the Morphological and Visual Analysis of the Landscape Units

With the results obtained from the visibility analysis of the landscape units, it is possible to evaluate the visual quality and the subsequent omission or exposure of compositional elements (natural, urban or from the highway) along its route. Two constant features detectable through joint morphological and visibility analysis can be highlighted: 1. Negligence with watercourses — segments in which watercourses were not visually detected, despite being included in the morphological composition analysis; and 2. High-impact implantations — segments in which the road visibility indices are more salient than those of urban occupation and nature, once again in contrast to the morphological analysis. Furthermore, potential points of view exploration — striking features in the morphological composition not visually captured, or with attributes visually captured, but not explored in the implementation of the highway — were also detected.

In Unit 1, between Laguna and Palhoça, it is observed predominant natural forms with sparse urbanized forms of axial model, in variable topography. The joint analysis detected: 1. The high impact implementation of the highway in neighboring urban occupations, due to the disparity of the urban occupation elements and nature before the highway in S1A, S1B, S5B and S6A; 2. The inexistence or low visibility for the water courses, evidenced by the incompatibility between the morphological compositional importance of the lagoon complex in the stretch and its low visibility indexes between S2A and S3A, and for the ocean in S7A.

Evaluation of the Landscape Unit 1
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

In U2, between Palhoça and Biguaçu, the BR-101 permeates the urban complex, in a landscape determined by urbanized forms, from buildings to mobility equipment, in an environment of high occupational density. The subdivision of soils follows the urban logic in constant transformation, in which smaller blocks and an intricate mesh define the heterogeneous landscape. In this section, the compositional disintegration in the implementation of the highway with the water courses and the sea, open ocean and the bay of Santa Catarina Island is highlighted.

Evaluation of the Landscape Unit 2
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

In U3, between Biguaçu and Balneário Camboriú, some points of immersion in natural environments were identified, opposing the integration of urban environments, with the variation of these determinants in the identity and visual structure of this stretch. The layout refers to the intricacy of agricultural subdivision, tending to regularity. High-impact deployment problems arise. In this case, the visibility analysis captured that the predominant urban elements tend to mask the natural elements, mainly rivers and small watercourses, which does not happen for sea views, for example.

Evaluation of the Landscape Unit 3
Elaboração/ prepared by Lucas de Mello Reitz sobre Google Maps

Final considerations

As a result of the work, it was possible to visually analyze every stretch of the proposed route, including the increase in visibility analysis to the traditional methods of determination, and analysis of landscape units in architecture and urbanism. This reinforces the importance of mixed and qualitative-quantitative methods for the understanding of complex objects such as the landscape and its fragments.

The presented method complements other methods, such as isometric views and visibility maps, to quantify and analyze the visibility of the landscape and the environment. There is a complementarity between these methods to analyze landscape forms. The aim was to understand the landscape and its visibility through structuring morphological elements — site, soil subdivision, built forms, and their unfolding as structuring elements of landscape images.

The analysis of the results also suggest formal characteristics of the method to be refined to overcome limitations, such as: 1. The visual range of the front view — limited by traditional photographic cameras — which can be solved with portable 360º cameras; 2. The exhaustion and probability of error in manually quantifying the landscape elements contained in each image — providing for refinement and automation for images captured in the Google Street View service in 360º cameras with equipment for capturing eye direction; 3. The analysis in only one direction of the route (south-north) — chosen due to timely constrain for the conclusion of the work and 4. The test of adaptability to other objects — other highways, roads, paths, in short, routes and incursions humans in the landscape.

notes

1
LYNCH, Kevin; APPLEYARD, Donald; MYER, John. The View from the road. Cambridge, M.I.T Press, 1964.

2
Idem, ibidem.

3
FAVARETTO, Angela. A paisagem e a estrada: estudo do trecho norte da rodovia BR-101 em Santa Catarina. Dissertação de Mestrado. Florianópolis, UFSC, 2012; FAVARETTO, Angela. Valores paisagísticos: subsídios para elaboração do projeto de estradas. Tese de doutorado. Florianópolis, UFSC, 2017.

4
CENTRO DE ESTUDIOS, PAISAJE Y TERRITORIO (CEPT). La carretera en el paisaje: critérios para su planificación, trazado y proyecto. Sevilla, Consejería de Obras Públicas y Transportes, 2008; MUÑOZ-PEDREROS, Andrés. The visual landscape: an important and poorly conserved resource. Ambiente e sociedade, São Paulo, v. 20, n. 1, mar. 2017; U.S.DEPARTMENT OF TRANSPORTATION. Guidelines for the Visual Impact Assessment of Highway Projects. Washington, Federal Highway Administration, 2015.

5
BERQUE, Augustin. The Rural, the Wild, the Urban. Etudes Rurales, n. 187, Paris, 2011/1 <https://bit.ly/3sIi8R3>.

6
WALDHEIM, Charles. Landscape as urbanism. New Jersey, Princeton University Press, 2016, p. 13.

7
BESSE, Jean-Marc. O gosto do mundo: exercícios de paisagem. Rio de Janeiro, EdUERJ, 2014, p. 54.

8
SIMMEL, Georg. Filosofia da paisagem. Covilhã, Universidade de Beira do Interior, 2009.

9
WHITEHAND, J.W.R. British Urban Morphology: The Cozenian Tradition. Urban Morphology, Urban Morphology n. 5, 2001 <https://bit.ly/2PSDaOg>.

10
GOMES, Paulo Cesar da Costa. O lugar do Olhar: Elementos para uma geografia da visibilidade. Rio de Janeiro, Bertrand Brasil, 2013, p. 17.

11
SILVA, Jonathas Magalhães P. da. Unidades de Paisagem e o estudo da forma urbana: reflexões sobre suas contribuições para o campo disciplinar da arquitetura e urbanismo. Anais do VII Colóquio Quapá-Sel, Campo Grande, 2012; AMORIM, Nayara Cristina Rosa; COCOZZA, Glauco de Paula. O uso das unidades de paisagem como ferramenta metodológica para análise do sistema de espaços livres. Revista do Programa de Pós-Graduação em Arquitetura e Urbanismo da FAUUSP, v. 23, n. 40, São Paulo, nov. 2016 <https://bit.ly/3udSp3l>; AMORIM, Nayara Cristina Rosa; BORSATO, Anelise Officiati; COCOZZA, Glauco de Paula; SILVA, William Ferreira da; GIORGIANO, Isabela; LIMA, Sâmara Cristine Pereira; SILVA, Mayara Caroline de Souza. Sistemas de espaços livres e unidades de paisagem: ferramentas metodológicas para a leitura dos espaços livres na forma urbana. X Colóquio Quapá-Sel, Brasília, 2015 <https://bit.ly/39ymrqP>.

12
EMO, Beatrix. Exploring isovists: The egocentric perspective. 10th International Space Syntax Symposium, Londres, 2015, p. 121 <https://bit.ly/3me6B9R>; LI, Xiaojiang; ZHANG, Chuanrong; LI, Weidong; Ricard, Robert; MENG, Qingyan; ZHANG, Weixing. Assessing street-level urban greenery using Google Street View and a modified green view index. Urban Forest and Urban Greenery, n14, 2015, p. 681 <https://bit.ly/3wmqFLE>.

13
KOHLSDORF, Maria Elaine. A apreensão da forma da cidade. Brasíli, Editora UNB, 1996.

14
LYNCH, Kevin. A imagem da cidade. São Paulo, Martins Fontes, 1997.

15
LYNCH, Kevin; APPLEYARD, Donald; MYER, John. Op. cit.

16
MARTINELLI, Marcello; PEDROTTI, Franco. A cartografia da unidade de paisagem: questões metodológicas. Revista do Departamento da Universidade de São Paulo, v. 14, São Paulo, 2001, p. 39-46.

17
SOLÀ-MORALES, Manuel. Las formas de crescimento Urbano. Barcelona, Ediciones UPC, 1993.

18
AMORIM, Nayara Cristina Rosa; COCOZZA, Glauco de Paula. Op. cit.

19
GOMES, Paulo Cesar da Costa. Op. cit., p. 19.

20
LYNCH, Kevin. Op. cit.

21
LYNCH, Kevin. Op. cit.

about the author

Lucas de Mello Reitz is an architect and urban planner graduated from Udesc, master from the PGAU UFSC program and professor at the same institution. Researches and acts in the areas of landscape and landscaping and its visual developments, having published “Abandonment condition in buildings along the BR-101 in Balneário Camboriú — Urban configuration and spatial syntax as tools for understanding the built void” (VIII SIIU, 2016).