SECOND INTERNACIONAL AIRPORTS CONFERENCE: PLANNING, INFRASTRUCTURE & ENVIRONMENT

Transcription

1 SECOND INTERNACIONAL AIRPORTS CONFERENCE: PLANNING, INFRASTRUCTURE & ENVIRONMENT SÃO PAULO SP - BRAZIL AUGUST 2-4, 2006 PAPER TITLE - ANTHROPIC ACTION ANALYSIS AROUND THE SÃO PAULO INTERNATIONAL AIRPORT AREA Vanessa dos Santos Department of Infra-Structure Engineering at Instituto Tecnológico de Aeronáutica Praça Mal. do Ar Eduardo Gomes, 50 - São José dos Campos - SP - Brazil, CEP vasantos@gmail.com Marcia Cristina S. W. Harada Department of Infra-Structure Engineering at Instituto Tecnológico de Aeronáutica Praça Mal. do Ar Eduardo Gomes, 50 - São José dos Campos - SP - Brazil, CEP marcia.harada@gmail.com Carlos Frederico de Angelis Instituto Nacional de Pesquisas Espaciais Cptec / Inpe Praça Mal. do Ar Eduardo Gomes, 50 - São José dos Campos - SP - Brazil, CEP angelis@cptec.inpe.br Wilson Cabral de Souza Júnior Department of Infra-Structure Engineering at Instituto Tecnológico de Aeronáutica Praça Mal. do Ar Eduardo Gomes, 50 - São José dos Campos - SP - Brazil, CEP wilson@ita.br 1

2 ABSTRACT This work aims to show the anthropic occupation study and the landscape modification around the Governador André Franco Montoro São Paulo International Airport. The results have been obtained through the temporal analysis of remote sensing images and making use of geoprocessing techniques. For the accomplishment of this analysis, images of , and , from CBERS-2 and Landsat 7 satellites have been used. After the arrangement of the images in four groups: a) High vegetation; b) Low vegetation; c) Urban lot area; and d) Urban area in growth lot process, the land dynamic occupation has been verified, which made possible to demonstrate the number of urban lots increasing through the images temporal analysis. The results show an accelerated growth of land occupation around the airport after its inauguration, in January, It s been possible to observe through the 1988 s image that the districts around the airport was in a development process, when the studied area showed 14,61% of high vegetation, 21,49% of low vegetation, 45,53% of urban lot area and 20,36% of urban area in growth lot process. In 2000, it was observed a generalized urban lot area, with 9,45% of high vegetation, 19,77% of low vegetation, 56,07% of urban lot area and 14,70% of urban area in growth lot process. It was observed in 2005 a development in this process, with 11,63% of high vegetation, 15,73% of low vegetation, 62,65% of urban lot area and 9,97% of urban area in growth lot process. Nevertheless, it s been noticed that the vegetation inside the airport area has been preserved and some places showed a regeneration process. The study indicates that the construction of the airport was the main responsible for the urban growth area around it, and it evidences that no area occupation planning has been done previously, whereas environmental conservation policies have effective potential when inserted at the airport planning and in the institutions working around it. KEY WORDS Airport, urban planning, environment, occupation urban area, remote sensing, area degradation. 2

3 GOALS The main goal of this work is to use remote sensing techniques to show the urban growth in the São Paulo International Airport surroundings, emphasizing the sectors located in the area which will be used for the airport expansion. Those sectors were irregularly occupied in the past and they interfere now with the construction of the third runway and in the air navigation equipments installed over this area. INTRODUCTION The Guarulhos/São Paulo International Airport (SPIA) is located in the sector of Cumbica, Guarulhos, within the São Paulo metropolitan area. Historically, the airport area has been used by the Brazilian Air Force as an air training site since During the 30 s, the area was used for air activities dedicated for gliding. In 1940, under the government of the president Eurico Gaspar Dutra, the Cumbica farm was chosen to be the São Paulo Air Base (SPAB), inaugurated in 10 th of January Photo 1 shows the SPAB in 1948 where it is possible to identify the Rodovia Dutra, the main Brazilian road linking São Paulo to Rio de Janeiro cities, and a small number of streets indicating a possible urban agglomeration. Photo 1: São Paulo Air Base area in 1948 Source: Infraero 3

4 During the 70 s some villages, whose land was marked to be occupied, could be seen around the SPAB. This event is shown in Photo 2. Photo 2: São Paulo Air Base area in 1973 Source: Infraero In face of the São Paulo economical growth, Congonhas International Airport, in São Paulo city, became too small to meet the needs of passengers. So, in January 20 th of 1985 the Guarulhos/São Paulo International Airport (SPIA) was inaugurated in accordance with the official 1980/1981 Public Development Plan. The original project was designed for five passenger s terminals and three runways for landing and taking off. It demanded a total area of approximately 14,000,000 m², where 10,000,000 m² had belonged to the SPAB and the remaining 4.000,000 m² would be bought by the government. Due to an inadequate public policy, the local authorities have not bought the remaining 4.000,000 m² area. Nowadays the SPIA has two passengers terminals, each one accounting for approximately 90,000 m² and two runways for landing and taking off measuring 3,000 x 45 m and 3,700 x 45 m, respectively. The airport receives approximately 100,000 users daily, including local employees, visitors and passengers. 4

5 Photo 3 shows the SPIA area in 1994 after eleven years since its inauguration, where it s possible to notice that practically all the airport surroundings were already taken by residential suburbs, including the areas considered as Noise Zone and Airfield Protection Zone, defined in the Aeronautics Legislation. Photo 3 São Paulo/Guarulhos International Airport in 1994 Source: Infraero Since its inauguration the SPIA has presented ascending growth rates, becoming the most important Brazilian airport for passenger and cargo. Regarding imported cargo the SPIA is second only for the Campinas/Viracopos International Airport. As a consequence of its growth the SPIA needs both the third runway and the third passengers s terminal which must be implanted in the north side of the airport area. To do this the public authorities have to expropriate 1,400,000 m² of enough land to accommodate the air navigation equipments and other facilities as shown in Figure 1. 5

6 Figure 1 São Paulo/Guarulhos International Airport in 1999 Source: Infraero Although the SPIA has been an attractive place for investments, the settlement of people of low income has raised continuously for several years. Photo 4 confirms this kind of occupation and shows the urban lot area even in the airport properties. The urbanization process perceived in this place was marked by the free access in which the population could build their houses without any official intervention. It happens because the official authorities do not control the land occupation promoted by ordinary people and by real estate agencies, usually splitting the land, whose topography is not approved for urban use, and sell them to anyone who is interested. The land sold by the agents are not recognized by the official authorities and at the same time this process increases the urbanization, it depreciates the values of the regular land. 6

7 Photo 4 São Paulo/Guarulhos International Airport in 1999 Source: Infraero Some attempts to revert those situations are being carried out and the local government has been registering families living in the area of the airport expansion since September DATA This work made use of LANDSAT/TM and CBERS satellite images acquired in 09/12/1988, 06/17/2000 and 07/26/2005. The images were used to verify land changes around the airport area occurred during the period from 1988 to Images Only images without cloud contamination were chosen to be used in this work. The time between one image and another must be enough to allow the evaluation of the growth of urban lot area around the SPIA since its inauguration/operation in the 80 s. Initially, we have analyzed the remote sensing satellite images available in the market in terms of performance, in order to develop this work. We have taken into consideration the spectral and spatial aspects, the cost-benefit relation and availability of a great number of spectral bands for the data digital analysis. The oldest image was acquired in 09/12/1988 (closest date of the SPIA inauguration) and the newest one in 07/26/2005. Images of 09/12/1988 and 06/17/2000 The images of 1988 and 2000 (path/row = 219/76) were downloaded from the Global Land Cover Facility s website ( The image of 1988 is available with 7 bands (1 to 7), and the image of 2000 with 6 bands (1 to 5 and 7). Both of them were obtained from the TM sensor, whose spatial resolution is (30x30) m. 7

8 Image of 07/26/2005 This image was acquired from the CBERS-2 images catalog (path/row = 154/126), available at the INPE s website ( It was obtained from the CCD sensor, whose spatial resolution is (20x20) m. METHODS To accomplish the final results the programs ERDAS IMAGINE 8.6 and ArcView GIS 3.2 were used. The images were geocoded and classified by the ERDAS IMAGINE 8.6 software. Due to its better spatial resolution, CBERS image was chosen as the base image. Landsat images were warped over the CBERS image and, consequently their spatial resolution was resampled for (20x20) m. For better analysis of the area all images were classified using a non-supervised method called ISODATA that is based on grouping analysis formed by pixels with similar characteristics. This method was chosen because only four classes of land use were chosen: a) High vegetation, b) Low vegetation, c) Urban area; and d) Growth urban area. The final results were inserted in the Geographical Information System (ArcView GIS 3.2), where it was possible to visualize and extract features like roads, rivers and others. Making use of the GIS it was possible to quantify the changes over the airport area. After obtaining the images, we have done the composition of bands and later the geocoding of the image of 2005 from CBERS-2, because it has better spatial resolution (20x20) m, compared to the Landsat 7 images that have spatial resolution (30x30) m. Besides that, it s the closest to the current reality that facilitated the identification of known targets, such as: corners, big roofs and wide empty areas. The coordinates that point the Airport were supplied by Infraero, but by using only these points it could jeopardize the geocoding of the images since the aim of this work is the development around the Airport. To obtain other points outside the Airport, which would assure the quality (precision) of the geocoding, we ran through the neighborhood with a GPS (Global Positioning System) and collected some points that could be identified in the images, such as corners and big buildings. All coordinates used for the geocoding were flat, UTM projection, Datum SAD 69. The geocoding of the images of 1988 and 2000 was done from the geocoded image of 2005, with resampling due to the different spatial resolution between the TM and CCD sensors, from the satellites Landsat 7 and CBERS-2, respectively, changing the image resolution of the CBERS-2 into (30x30)m in order to compare all the images accordingly. Since the images were bigger than the area in study, we used the Cut function, so that all images would have the same dimension, that means, the same targets. 8

9 For a better identification of the targets, we have performed the classification of the images. In this study, we have adopted the non-supervised classification because we have accomplished better results than the supervised one due to the small area of study. This classification was generated with 5 classes and rearranged in 4 classes: high vegetation and low vegetation, urban lot area and urban area in growth lot process. Once the image of 2005, from CBERS 2, has less options of bands than the ones from Landsat, we have tried to get the best composition for this image and adopted the bands 2 (blue), 3 (red) and 4 (green). In order to compare the images, we have used the same composition for all of them. The band 2 that reflects the targets of the green color will be shown in blue; the band 3 that reflects the targets of the red color will be shown in red; and the band 4 that reflects the targets of the near infrared will be shown in green. To facilitate the visualization of the areas around the Airport we have used the program ArcView GIS 3.2 and we have created a layer containing the borders of the Airport taken from an Autocad drawing, yet with references and we have indicated with the red color the Rodovia Presidente Dutra and the airport road, Rodovia Hélio Smidt. The colors of the targets were chosen to look like the colored composition shown in the images before the classification, bands 2, 3 and 4. RESULTS AND DISCUSSIONS The original images and their respective classifications used in this assignment are shown in Figures from 2 to 7. The Landsat images are results of the composition of bands 3 (blues), 4 (green) and 5 (red). CBERS image is composed by bands 2 (blue), 3 (green) and 4 (red). 9

10 Figure 2: Landsat Image Figure 3: Image Classification

11 Figure 4: Landsat Image 2000 Figure 5: Image Classification

12 Figure 6: CBERS Image 2005 Figure 7: Image Classification

13 By observing the images it s possible to verify the growth of the urban lot area through the temporal sequence. These results are well seen mainly after the classification. In 1988, the suburbs around the airport were in formation and the areas which are part of the expropriation process were suffering an intense occupation process. This fact can be clearly seen in Figure 3 through the light pink color. This process has initialized right after the inauguration of the SPIA. The land occupation happened by both process: regular and irregular appropriation of the local land. According to Figure 3 it is possible to observe some areas which were almost totally urbanized, such as in the southwest part of the Airport, shown in dark pink color. There are also areas of high and low vegetation around and inside the airport area, shown in green color. The vegetation in the south, inside the Airport, next to the coordinates (-46º29, -23º27 ), belongs to SPAB and is preserved natural forest. The vegetation around the Airport, mainly in the north, shows the sloping terrain of the region known as Serra da Cantareira. In the image of 2000 (Figures 4 and 5), it was observed a generalized urban area where it was a growth urban area in 1988 (Figure 3), fact that was noticed clearly by the predominance of the dark pink color. In the west part of the airport, a considerable urban area with some spots in growth urban area was verified. We can also observe the urban lot area, shown in the image of 1988 (Figure 3) located in the southwest, merging with the area located in west part of the image. In 1988, in the north region of the airport next to the coordinates (-46º27, -23º25 ), there was a reasonable urban area with some areas in growth lot process. Nonetheless, by observing the image of 2000 (Figure 5), we can notice a significant urban lot area with small areas in growth lot process. Next to the coordinates (-46º28, -23º27 ), from the image of the year 2000 (Figure 5), it was noticed the biggest visible urban changes, with an intense urban lot area which highlights even more the airport borders. As consequence of the urban lot area, there was a significant decreasing of the vegetation around the airport, including in the Serra da Cantareira area. We can also realize the vegetation degradation along the Rodovia Presidente Dutra and in the southeast part of the image. However, in the Airport territory, we can see the green areas kept preserved in SPAB. Comparing the image of 2000 (Figure 5) with the one of 2005 (Figure 7) it s possible to verify that the growth of urban areas still continues, mainly in the northwest, north and northeast. By Rodovia Presidente Dutra, in the east, next to the coordinates (-46º25, -23º25 /- 23º26 ), and in the south, next to the coordinates (-46º30 /-46º31, -23º27 /-23º28 ), there was an elimination of high vegetation, which nowadays are in growth lot process. Table 1 shows, in percentage, the dynamics of the area occupation around the airport throughout the years. 13

14 Year Table 1 Percentage of dynamics of the area occupation High Vegetation Low Vegetation Urban Lot Area Urban Area in Growth lot process ,61% 21,49% 43,53% 20,36% ,45% 19,77% 56,07% 14,70% ,64% 15,73% 62,65% 9,98% CONCLUSION With this study it was possible to prove that the presence of the Airport has brought two different social realities to the region, that are mixed with the Brazilian social reality: On one side, the poor and miserable Brazil, with irregular appropriations, inadequate sanitation, transport, schools in empty areas around the airport, and on the other side, a developed country, with international flights, companies, hotels, etc been built around it. As a matter of fact, the Airport was one of the main responsibles for the accelerated urban lot area occurred around it, with little or no planning, causing the degradation of the green areas in this region as consequence. Besides the social problem found in most part of the region, there s something that aggravates this issue, principally in the north part of the Airport where there are areas that will have to be expropriated due to the implantation of the 3 rd airport track. This track has been previously planned in the Main Plan of the Airport, elaborated in 1980/1981 and approved in 1983, though for lack of an adequate policy, there has been no expropriation that was necessary, which nowadays causes impacts on the population and damages for the growth of the Airport. BIBLIOGRAPHIC REFERENCES (1) Global Land Cover Facility. Available in: < esdi/index.jsp>. Accessed in November 28 th, (2) Catálogo de imagens do Landsat 7. Available in: < Accessed in November 28 th, (3) ENGEVIX ENGENHARIA S.A. Plano de desenvolvimento do Aeroporto Internacional de São Paulo / Guarulhos, São Paulo, (4) URBANIZA ENGENHARIA LTDA. Diagnóstico e esboço do plano de reassentamento, São Paulo, (5) IESA INTERNACIONAL DE ENGENHARIA S.A. Plano diretor do aeroporto Internacional de São Paulo/Guarulhos, São Paulo, 1980/