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To my wife and daughten for their untiring support
Looking at the stars always makes me dream. as simply as 1 dream over the black dots representing towns and villages on a map. Why. I ask myself, shouldn't the shining dots of the sky be as accessible as tbe black dots on the map of France?
Vincent van Gogh
TABLE OF CONTENTS
W of figures
List of Tables
List of A bbrevia tio ns
Ac knowledgments
A bstrac t
1 .O Chapter l - Introduction
1.2 - Assumptions
1.3 - BraUl in Context
1.4 - The Zona da Mata
1.5 - Cultural ldentity
1.6 - Presewation Policies
1.6.1 - Preservation Legislation
1.6.2 - Agencies
1 h . 3 - Federal Culture Initiatives
1.6.4 - State Incentives
2.0 Chapter 2 - The Corridor Context
2.1- The Towns - an overview
2.2 - The Towns Conte*
2.2.1 - Ponte Nova
2.2.2 - Teixeiras
2.2.3 - Viçosa
2.2.4 - Cajuri
2.2.5 - Coimbra
2.2.6 - Sao Geraido
2.2.7 - Visconde do Rio Branco
2.2.8 - Uba
2,2.9 - Astolfo Dutra
2.2.10- Dona Eusébia
2.2. I 1 - Cataguases
3.0 Chapter 3 - The Railway Corridor
3.1 - Railway History
3.2 - The Railway Corridor
3.2.1 - Connections
3.2.2 - In the past
3.2.3 - The present time
3.3 - The Railway Heritage
3.4 - The Railway Tourisrn
3.4.1 - What exists in Brazil
3.5 - The Railway Agency
3.5.1 - The REVAF Program
4.0 Chapter 4 - Proposals and Conclusions
4.1 - General Proposals
4.1.1 - Tourism using the railway structure
4.1.2 - About the REVAF Program
4.1.3 - Heritage Protection Areas
4.1.3.1 - The Area Plan
4.1.3.2 - The Historic District Ordinance
4.1.4 - Special techniques
4.2 - The "Town ldentity Centre"
4.2.1 - How would these 'Identity Centres" work?
4.2.2 - Partners
4.3 - Specific Proposal - Teixeiras
4.3.1 - Proposais
4.3.1.7 - Area Plan
4.3.1.2 - Land Use (see map 22)
4.3.1.3 - Urban Arnenities
4.3.1.4 - The ldentity Center
4.3.1.5 - The Theme
4.4 - Conclusions
5.0 Appendices
5.1 - Appendix I - The Typology of the Roilway Stations
5.2 - Appendix Il - Special Techniques
5.2.1 - The Area Plan
5.2.2 - The Historic District Ordinance
5.2.3 - Planning I Architectural Liaison Office
5.2.4 - Architectural Guidelines Manual for Downtown Areas
vii
5.3 - Appendix III - Culture
5.4 - Appendix IV - Interviews
5.5 - Appendix V - Bibliography
... Vlll
List of Ftaures
South America map
Roads connection map
Mop of the Zona da Mata region in the state of Minas Gerais
Map of the seven micro regions in the Zona da Mata
Population in the cities of the railroad corridor
Population in the towns of the railroad corridor
Picture of downtown Ponte Nova - a deregistered building
Map of the urban system
Map of Ponte Nova
Ponte Nova and the teopoldina Station
Map of Teixeiras
Teixeiras Railway Station
Map of Viçosa
Viçosa Railway Station
Map of Cajuri
Cajuri RaiIway Station
Map of Coimbra
Coirnbra Railway Station
Map of Seo Geraldo
Sao Geraldo Railway Station
Map of Visconde do Rio Branco
Visconde do Rio Branco Railway Station
Map of Uba
U b a Railway Station
Map of Astolfo Dutra
Astoifo Dutra Railway Station
Map of Dona Eusébia
Dona Eusébia Railway Station
Map of Cataguases
Cataguases - an example of quality of life
Cataguases - Station area
Cycles and History
The railway corridor
The railway history
Axis station-c hurc h
Teixeiras - Permio de Oliveira Street
Teixeiras downtown map
Picture of residence of Coronel Toto
The railway within urban area - how it is
The railway within urban area - how it could be
Teixeiras downtown spaces
Teixeiras proposal for land use
Picture of the station area
The station area a s an agreeable central public space
Picture of Visconde do Rio Branco and its registered monuments
Picture of Seo Geraldo and the dereliction of urban landscape
List of Tables
Table 1 - Poputation of Cities in the corridor
Table 2 - Speciai techniques suitable for the towns aiong the corridor
List of Abbreviations
AMMAN - Associaçao dos Municipios da Zona d a Mata Norte (Association of the
Municipaiities of the Norîh M u t a Zone)
BNDES - Banco Nacional de Desenvolvimento (Nutional Development Bank).
ClDA - Canadian International Development Agency.
DAU - Deportamento de Arquitetura e Urbanisme (Deparhnent of Architecture
and Urbanisrn)
E MATE R - Empresa Brasileira de Assistencia a Terra. (Rural Developmeni FederaI Agency)
EM BRATUR - Empresa Brasileira de Turisrno. (Brazilian Tourism Agency)
FNC - Fundo Nacionai de Culturu (National Fund for Cufture)
IBGE - lnstituto Brasileiro de Geografia e Estutktico (Brazilian InstiMe of
Geography and StatiMcs).
IBPC - Institut0 Brosileiro de Patrimônio Cultural (the old Heritage Agency at the
Federal level) .
IEPH A - MG - lnstituto Estadual de Patrimônio Histonco e Art6tico de Minas Gerais
(Heritage agency ut the S t a t e level)
ICMS - lmposto sobre Circufaçao de Mereudorias e Sentiços- (Gûods and
Services Tax)
IPTU - lmposto Prediol e TerMorial h o (Property Tax)
RFFSA - Rede Ferro viaria Federal Sociedade AnÔnima (Brarüian Railway
Company)
REVA F - Programo de Revitalizaçao de A reas Ferroviur~as da RFfSA (Program of
Revitalization of Railway areas).
SP HAN - Sub Secre turia de PoirirnÔnio Historico e Artiktico Nacionai (Hentage Agency at the Federal level).
SWOT - SWOT analysis (strengths, weaknesses, opportunities and threats)
U FV - Universidude Federal de Viçosa (Federal University of Viçosa)
TUNS - Technicaf University of Nova Scotia
Ackno wledaments
I want to thank a few people who helped me in the development of this work.
Firstly, my wife Elizete who interrupted her professional course to corne with me to
Canada. and to my girls Lino and Alice. Their love and patience were most
important to me.
Secondly, my supervisor Professor Frank Polermo of the Technical University of
Nova Scotia. for his encouragement in my coming to study in Halifax, for his
advice. understanding, and for directing the focus of this study. At the same
level, I include my advisor Professor Paulo Tadeu Leite Arantes of the Federal
University of Viçoso for his enormous interest, friendship, kindness, and assistance.
I would like to thank ClDA - Canadian International Development Agency - for
sponsoring the TUNS-UFV agreement and also for offering me this great
opportunity.
Thanks to my ffiends and colleagues Pedro Lima, Juliana and Frederico Tofani.
who oside from providing continuous help and encouragement were great
fellows and advisors, who I consider as rny brothers.
Thanks also to my "angels" Dorothy Leslie, and Martha Barnstead for their
continuous support and attention the whole tirne. Thanks to my editor Michelle
Green, for her enormous efforts to make this document ceadable.
xiv
Finally, for the support, encouragement and friendship of people from TUNS,
especially my friends Chris Quek, Brant Wishart, Steve Martin, and Martin Siddles.
Abstract
The railway was responsible for the birth and development of cities al1 over the
world. This was common in part of a region in the Brazilian state of Minas Gerais,
at the end of the nineteenth century. As in other areas, the automobile age
and the inefficiency of rail travel alrnost made the railway system disappear.
Now, the cities have other vectoe of growth, roads. In most of the towns,
abandoned railway stations remain in the very urban centres.
The most important historical buildings and urban spoces of these cities ore close
to the station and railway, however they are in the same condition of
abandonment as the railway stations. or are being used for secondary purposes.
This study intends to identify ways in which to preserve and renew the corridor of
the old Leopoldina railway -- named after the first empress of Brazil- which is
within a region sharing several common attributes (geography, histov, culture,
etc .) .
The railway and the adjacent heritage areas would work as strong elements
reinforcing local identiw; as a place for promotion of identity, pride, and local
business; and with adaptations. couid provide democratic access to new
communications tec hnology, placing these comrnunities within the cornpetitive
world market.
The adequate use and development of existing heritage and structures should
improve the sense of identity for the region. This can be accomplished by
recognizing common characteristics created by the raiiway, while exploring the
different and unique qualities of eac h.
The moment is favorable because there are severai incentives avaitable at the
federal and state levels concerning preservation and its benefits in culture.
education, and tourism. Also. an interest in, and owareness of the importance of
preservation and local culture is developing in Brazil.
Ultimately, there are a wide range of alternative techniques and tools for
planning which in the current circumstances offer immediate opportunifies to
improve the quulity of life within this corridor.
xvii
1 . l -- Introduction
This study intends to investigote the importance of the railway with respect to
heritage and urban structure in Brazil. B will focus on a specific railway corridor
within part of o mountainous region, the Zona da Mata, in the State of Minas
Gerais. Rail transporlction was responsible for the birth and growth of a large
number of towns. B was responsible for the origin of the core areas of these
towns, and the appearance of a large urban and architectural heritoge.
The study addresses the possibility that the existing urban structures adjacent to
the railways can be used to improve the quality of life in the cities and small
towns along the transportation corridor. Also it looks at whether or not urban
planning and historic preservation techniques con improve and promote local
and reg ional identities.
Chapter One will present the theoretical support for the study. lt will discuss
cultural identity, the existing poiicies and the newest sources of funding for historic
preservation in Bratil.
Chapter Two will review the general context of the existing towns and cities along
the corridor. lncluded for each are a short history, maps, a factual overview
(developed after conducting several interviews), as well as an analysis based on
identifying strengths. weaknesses, opportunities and threats ( a SWOT analysis).
The context of the railway is described, within the urban limits and particularly in
areas adjacent to the stations. There is an examination of the existing
conditions of the railway heritoge and significont structures, and the Kars
caused by the remaining unused track.
Chapter Three will focus on existing railway heritage in the region. describing the
role of the corridor in the past and in the present. lncluded are the history and
typology of the stations. and the specific policies that the railway agency is
working on at the moment. Also, there are important examples. widespread in
Brazil. of using railways as a tourist attraction.
Chapter Four will present the recommendations and conclusion. The
recommendations section includes proposais concerning planning tools and
strotegies that could be applied to the preservation of heritage in the present
and future contexts. A broad set of recommendations that deal with issues
raised in this study are identified. These would serve as models for the extension
of development to other cities.
1.2 -- Assumptions
In the Zona da Mata region of the State of Minas Gerais. the towns and small
villages linked by the railways owe their experiences and periods of economic
vitality, which lasted about eight decades, to the railway. The decline of the
railways in this corridor was responsible for the decline in the importance of and
for the almost complete disappearance of many of these towns. However, the
railways and the old stations still remain in these towns as important points of
reference. They are lessons in the construction of a social life.
These old buildings include water towers, bridges and agents residences which
were built with materials and architectural patterns imported from other
countries, especially England. The steel structures came from England. the wood
for the roof structures and dooa were made with Riga pine (from Russia), whic h
was famous for its quality. Mostly English engineers coordinated the construction
of the railways and stations. The quality needed to be high to last a long time.
Those components certainly influenced the urban space and the modus vivendi
of the populations that sutrounded thern.
Hotels, stores, cinemas. warehouses and residences were buitt around them. The
social and commercial activities happened around the stations, w hic h were the
hearts of the towns. The stations were the commercial cores where goods arrived
and were sent to distant places. The stations were places of many strong
emotions - of people's arrivais and departures.
The stations were places that connected towns and increased their potentials.
Today, roads pull the growth vectors in other directions. Some of the towns were
isolated by the construction of distant roads. Nevertheless, in most of thern Hill,
the reality is that norrow streets compete with the railway's tight spaces, where
the automobiles dominate, dangerously, over cyclists and pedestrians, who do
not have sidewalks or specific treatments for their security.
However, the railways and the stations are still present. In some towns, the
dotions are the lad vestiges of their local histories. Towns had to adapt
themselves to the new economic conditions or stop growing and developing.
The heolthier cities are continuously losing the hisioric features that once made
them unique. One by one, buildings carefully built under the Neo-classical,
Eclectic Art Deco. or Modern Movement styles are being replaced by insipici
boxes of bricks and concrete. The real estate action and profits are enormous.
Because of deterioration, inadequate use and abandonment, the poorest
towns are also losing buildings that once represented different realities.
The railway corridor encouraged and consolidated the ogricultural vocation of
a whole region. This region was originally colonized along the rivers (Pomba and
Piranga). Immigrants (mostly Portuguese, Lebanese, Italian) were attracted to
this area by growing business opportunities based on the railway. The railway
brought strong attachments and expectations for a whole region, and still today
there exists, arnong older residents, a strong feeling that cornes from the memory
of the past. This past includes important assets for the present time. As a
consequence, there is a strong opportunity to build a better future for al1 the
existing cities and towns dong this corridor. Also, neighboring towns would benefit
from the process.
Al1 the railway structures and the corridor through the countryside should receive
special attention. The railway, which was for decades the main means of
transportation, is still a strong point of reference in the region. t deserves
attention with the objective of understanding, protecting and enhancing its
heritage.
Policies and physical proposais must be applied together, to capture the
importance and to serve as an initial "showroom" of possibilities for the entire
corridor. The stations have potential as landmarks and os meeting places. In
terms of access, interventions are necessary to use the railway during vacant
periods and to develop parallel trails dong the trac k. These initiatives would
enhance accessibility of the existing uses, perhaps allowing connection between
villages and towns, which could serve as a tourism/educational framework or as
a collective means of transportation.
Through the possibilities offered by urbon planning, urban design, historic
preservation, landscaping, public participation and sharing of experiences t hese
links can be significantly improved and can reinforce the corridor. Above all, the
existing negligence could be remedied using these methods to ensure that, in
the future, people will receive, understand and respect their past, and reinforce
what they have as unique.
1.3 -- Brazil in Context
Venezuela
Colomb
Equador
Pe
Figure 1 -- South America Map
'azi l
Brazil is a developing country in South America. It is the fifth-largest country in the
world with an area of 8.5 million square kilometers and it is the sixth in terms of
population. with over 165.000.000 people. The economy is based on agriculture,
cattle farming. and a large variety of industrial products. The major exports are
processed food. coffee. cocoa beans. soy beans. juices, animal products.
metals, vehicles, textiles and footwear products.
It is a Republic form of government with the capital in Brasilia. The political
administrative organization of Brazil is as follows:
26 states,
A Federai District, in which Brusilia is located,
More thon 4,500 municipalities, which are the only units of local government.
Both urban and rural communities are included within the municipality
territory.
The country is experiencing capid growth in its larger cities due to population
increase, and migration from rural areas. More thon 75% of the population lives in
urban areas. Most of the population, 60%, lives in the nine metropolitan areas
(Sao Paulo is the second largest city in the world).
Brazil is rich in natural resources -- minerais, soil, water, forest, and a diversified
industrial base. Until recently the country lived with inflation at rates around 40%
a month. With the new economical program (July 1994). which creoted the Real
as a currency, inflation has been stabilized at a rate of 1% a month, however,
various sectors of the economy continue to adjust, with increasing
unemployment as a result.
Regional disparities are ven/ noticeable -- the South East region is twice as rich as
the North East. Environmental problems affect al1 the cities and towns. Poverty
reflects the lack of infrastructure for services -- sewage treatment and drinkable
water. Pollution exists in almost all watercourses, due to urban garbage or the
leac hing of rural fertilizers. Erosion and deforestation are serious in several areas.
Garbage disposals are rare. Also education and health assistance are lirnited.
Planning regulations are almost non existent in medium cities to small towns. This
favon an increase in land spec ulation, hig her density develo pment, heritage
destruction and transportation problems. Infrastructure in downtown areas is
continuously upgraded, white investment in suburban areas is avoided. This
imbalance creates a typical picture of the cities in Brazil: downtown areas
relatively well structured, where well-to-do people live, contrasting with the very
poor suburbs.
The Constitution of 1988 made the preparation of a director plan for al1 towns of
over 20,000 people mandatory, however, there are no widespread results
because the great majority still do not have them, "due to the çcarcity of
financial and human resources." Until today, "few municipalities have a plan or
have initiated any kind of planning at all." (Tiburciu, 1994, p. 14). Other relevant
legislation includes: The Urban Land Subdivision Legislation (Bill 6766 of 1 979)
which is a critical piece of legislation, because it is the only comprehensve
document that dictates regulation for land occupation. A t the municipal level
other specific legislation includes: the Orgonic Law (w hich gives general
directions, usually unobserved , that almost al1 rnunicipalities have), Director Plan,
Land Subdivision Regulation, Land Use By-law, and the Building Codes are the
most important ones (mostly limited to medium and large cities).
Map 2
Sào Paulo
Belo ~onzonteb
w
-L . >- / - /' E L - /---
/' --Rio de Janeiro
/
4
Rio de Janeiro
$60 Paulo ,y'
The Brazilion Context - The South East Region
Figure 2 - Roods connection map
1.4 - The Zona da Mata
Figure 3 - Map of the Zona da Mata region in the state of Minas Gerais
The Zona da Mata region is in the South East of the State of Minas Gerais, close
to the boundaries of the States of Rio de Janeiro and Espirito Santo. lt is one of
the ten planning regions of the state. It comprises 129 municipalities within an
area of 35.941 square km, about 6.1 7% of the area of the State. lts population
represents 1 1.74% (1.847.158 inhabitants in 1991 ) of the total of the state. It has a
density of 51.38 inhabitants per square km. much higher thon the state average
- 27.24 inhabitants per square km. It is one of the most urbanized in the state,
with a rate of 69.67% of people living in urban areas (data frorn 1991).
The region is only in fifth place with respect to tax revenues from the state, and it
is continuously decreasing. The decline of rural population and the increase of
urban population in the last decades is reflected in migration movements both - rural to urbon areas. and to other regions of the state. This means that the region
has been growing at a rate of 1.07%. les thon the state average of 1.49 during
the same period.
The Zono da Mata did not benefit from the recent large proces of
industrialization in the whole state. despite its privileged location within the South
Eastern region of Brazil (see map 2); and its existing infrastructure'.
This region is divided into 7 micro regions. The study area is within 4 of them
named after their more important cities - Ponte Nova. Viçosa. Ubu and
Cataguases. These four micro regions have on economy based on agriculture
(coffee. sugar cane. corn. orange. banano. beans) and cattle raising.
figure 4 - Map of the seven micro regions in the Zona da Mata region
All of these micro-regions shore the same topographic characteristics - hills and
ridges; and valleys with a flot bottom. This mountainous topography does not
permit large mechanization in agriculture. The dominant climate is the
'highland tropical". with temperatures lower than the average for the state. In
summer the average temperature is between 2TC and 24T Rain amount is
about 1,000 millimeters per year. The vegetation is characterized by a lack of
' The very recent (April 1996) announcement of the installation of a Mercedes-Benz automobile plant in Juiz de Fora can be a very important feature for changing this pic tue.
natural covering, because the patterns of exploration of catile raising and
agriculture, established by the earlier colonization. removed a large part of the
Atlantic rain forest. The reg ion has good infrastructure, roads, treuted water.
energy, hospitals, and telephone.
The Zona da Mata region is a relatively recent colonization (Eighteenth century)
and has a short tradition in terms of popular culture. There are a large variety of
religious festivities dedicated to patron saints in each town, and Hoh/ week
celebrations. HeMage is significant, however it is precariously preserved. The
heritage protection policies of Cataguases and more recently Visconde do Rio
Branco deserve mention as exceptions. Below is an indication of population
growth along the railway corridor.
Table 1 - Population of cities in the corridor
The roads and raitway structure connect several other small towns within this
corridor. These municipalities are dependent on the services, commerce and
education provided in the larger centres.
Zona da Mata - railway corridor - cities population
+Ponte Nova +utxi + V k . Rio Branco + Viçoso +Cataguases
Source: Minas Gerais. Secretaria do Estado de Planejamento, 1994
Figure 5 - Population of cities along the railroad corridor
Zona da Mata - railway corridor - towns population
+Teixeiras + Cajuri + Coimbra -Jt- SSo Geraldo + Docia Eusébia + Astol fo Dutra
Source: Minas Gerais. Secretaria do Estado de Planejarnento, 1994
Figure 6 - Population of cities along the railroad corridor
1.5 -- Cultural identitv
Who are we? This is one basic question that one should ask when the subiect is
cultural identity. Celso Furtado' suggests that this question is the starting point for
formulating a cultural policy, which is "nothing more than an organized stimulus
to the forms of creativity that imptove the life of the memben of the society.' The
search for the preservation of our cultural identtty is the main objective of any
policy meont to protect heritoge'.
In preserving its heritage, society stresses its human development. Relating the
past to the present is a way of learning how things were produced,
individualized, and how they were integrated into an organism in a continuous
process of evolution (considering the town as a living organism). The ways in
which a society has been using spaces, and the knowledge of the
transformations of the urban fabric enhances the understanding of the history of
the town. üdia Estanislau3 provides a good explanution about how heritage is
approached today:
'Heritage today is composed, built and tailored on the daily life of al1 cities, not only those called historical dties. After all, the history of Minas Gerais did not stop in the eighteenth Century, nor did the History of Brazjl start with the arrivai of the Porhiguese. Now, when the linear orientation of the History is seen with relative suspicion, the way land is settled, with different ways of creding, doing and living blur the ctassic distinction between culture and nature. Now, nature is no longer an environment to be explored, but a partner which is necessary to consider. To consider only the econornic facet, or focus on representations of culture which remain limited to
Celso Furtado, in: 'Que sornos? ', in falhc de Seo Paulo, 28104û84, p.44 In: Toledo. Benedito lima. Bem Cultural e ldentidade Culfural. In: Revista do
Patrimônio Historico e Artistico Nacional, number 20/1984. ' Estanislciu, Lidia Avelar . Memoria e Pa?rhÔnio Cultural: Cataauases/MG. Con gresso Brasileiro sobre Patrhônio Historico e Cidadania, Seo Paulo, 1991. This quota th is a!so part of the process of Registering of Cataguases. The translation is mine.
a nebulous and inaccessible domain is no longer possible, because human life is a mixture of science and poetry, of reason and passion, of logic and mythology. All of these illustrate the small, however solid threads that make the social and cuttural fabric; and help us to realize the necessity of learning the way which each of the components of the fabric affects the others.'
The town is a living organism in continuous transformation. This approach is
incompatible with the understanding that only the "olda has meaning. An
evolved approach means that without the present, there is no past, and it is
fundamental to find *a future to our past" as a way of appropriating the present
tirne. There are many characteristics that define a town: volume of buildings,
rhythm, and color; the streets and plazas; the vegetation or the topography.
Those elernents give each town its own image, its character, and is capable of
granting its citizens their "individuatity".
There are many benefits when society identifies its values. Those values need not
be monumental or outstanding (nation wide) examples. The loss of architectural
and landscape features, or cultural manifestations (craftsrnanship, popular
dames), which are impossible to recreate causes citizens to lose a sense of
identification with their towns.
Unfortunately. recent architectural developments did not produce creative
social environments surpassing those of the past. The predominant practice of
mas production generally means monotony, and a very low quality in many
aspects, such as aesthetics or cornfort. These circumstances make individuals
feel that they do not participate, that they do not establish contact with their
neighbors, that they are not part of the context.
The towns are becorning very similar to each other. in a uniform mas of buildings.
This is what could be called the "arnnesia of the contemporary ~i ty . ' '~ At the
same time "memory" is usually considered as a mere intellectual exercise redked
by a minority '. This attitude means thot recapturing the urban mernow does not
have a sig nificant priority.
The proces of registering properties with Heritage Agencies - responsible for
preservation at the federal, state and some municipal levels - finds many
obstacles. They do not avoid the dereliction of buildings, or whole urban areas.
Municipal incentives for preseMng buildings, such as property tax reduction or
exemption for private owners, are not enough ' . Other kinds of tools and
incentives must be applied or invented..
This expression cornes from the book of Luiz Alberto Passaglia - A Preservacao do PatrimÔnio H&torico de Juiz de Fora. Juiz d e Fora: Prefeitura de Juiz de fora, 1982. ' Roberto Segres (Professor of the University of Havana) in: Havana, O R e s a a t e Social da Memoria, in: O Oireito a Memoria. Seo Paulo: Secretaria Municipal de Cultura. 1991.
A n interesting exception is the self initiative of some owners of Viçosa, who went to City Hall to ask for a municipal decision to considering their buildings of public interest. City Hall attended to the owners and City Council prepared and approved regulations about initiatives like that.
1.6 -- Preservation Policies
The Charter of Venice (1964) was the first document to define that 'urban or
rural sites, as well as the modest structures that acquired a cuitural significance
over time, should be comparable to monuments, as isolated architectural
creations." In the document we also find that the 'conservation of monuments
requires the preservation of the neighborhood respecting its xale'; and it
indicates that "al1 new construction, demolition or alteration could not modify
the relationship of volume and color."
The Charter of Amsterdam (1 975) reinforces these trends and proposes an
integrated conservation, through land use planning, and urban and regional
planning. The change in the approach to heritage preservation was provoked
by the following two factors (Telles. 1984, pp. 29) ':
- On one hand, the "confirmation of the impracticability of preservation of the
isolated monument." facing dernogrophic growth and the aggressive desiruction
of urban renewal programs, with high rise buildings, growing speculation, and
traffic improvements, that require infrastructure and street enlargement.
- On the other hand, "the growing emphasis on the valuation of cultural goods
with a social meaning, suc h as the vernacular." These cultural goods are now
considered as important, aesthetically stri king, or having histo rical value.
-
' Silva Telles ln: Centros Historicos: Notas sobre a Politica Brusileira de Preservacdo. Revista do Patrimônio Historico e Artistico Nacional, number 19, 1984. The author was the director of the Register and Conservation Division of the Sub secretary of Heritage (SPHAN), from the secretary of Culture. This work was presented at the Colloquy Maria grafico del urbanimo y la arquitectura en la America Latina, reaiized in Buenos Aires in 1983.
There is a difference between preserving a single monument and preserving or
revitalizing an area surrounding a monument. Preserving the area around the
monument is much more cornplex. The use of one building depends mainly on
the individual necessrty of a private owner or a government agency. However,
the "definition of what to do with an assernbly of buildings will have to attend to
the collective good, it will be linked to a housing or to a land use policy." Those
policies could only be viable throug h the integration of different sectors of
administration and public participation. The fundamental point of those policies
is that preservation must be compatible with the needs of the owners, residents
or usen, "integrated with the contemporary life," according to Unesco's
Recommendation of Nairobi (1 976).
In Brazil, two different meetings resulted in important documents regarding
preservation of heritoge. The first one - the Brasilia Compromise - from 1970, had
some of the following recommendations:
The necessity of the Stote supplementing federal activity, concerning the
protection of national monuments was recognized;
The need to create training programs with the objective of producing
specialized technicians in the various areas that deal with preservation;
The need to include heritage awareness and education in regular educotion
(primary and secondary levels).
The creation of regional museurns, that document the history, and promote
civic education and with respect to traditions.
One year later, the Compromise of Salvador ratified the decisions of Brasilia, and
came with new decisions that included the following recommendations:
The creation of the Ministry of Culture (federal), and Secretaries or
Foundations of Culture, at the state level.
That comprehensive and master plans, public or pnvate works that affect
areas of heritage protection, would have an orientation of preservation and
forestry protection agencies.
Give priority to urban and regional plans within areas of preservation interest.
Agreements between the Federal agency and universnies to proceed in the
inventory of hedtage.
That the state governments promote the elaboration of a calendar of
traditional and folklore festivities, supporting diffusion and preservation of folk
traditions.
1.6.1 .- Preservation Legislotion
The Decree - law number 25, Of 1925 is the most well known preservation tool in
Bratil. its objective is to protect objects of historic value and the patrimony of
orts. It instituted a method of protection called tombumento (register), and fi&
defined the responsibility of the three levels of government in preservation.
The Federal Constitution of 1988 included article 21 6 which strenghthens the
objective of preserving material and immoterial goods', and includes the
community as agents of preservation3. lt mentions in Article 23 that it is within the
- - -
Included: Forms of expression: creuting. doing and ways of king; scientific, artistic and technologie creations; objects, documents, buildings and other space designed for arts / cultural manifestations: and urban clusters and sites of historical, landscape. archeological. palaeontology, scientific; and ecological significance.
ln its first paragraph: The public power, in collaboration with the community, wil promote and prctect the Brazilian Patrimony, through inventories, registeries, vigilance, expropriation. and other methods of preservation.
power of the Union. States and Municipalities to protect documents, buildings,
notoble landscapes and archeological sites. Article 30 gives municipalities the
power to supplernent Federal and State legislation; and to promote the
protection of local heritage w hile O bserving Federal and State legislation.
1.6.2 - Agencies
At the Federat level there is the SPHAN - Secretariu do Patrimônio Hid6rico e
Arti%tico Nacional. its headquarters ore in Rio de Janeiro, with regional offices
spread over the country. It has control over registered heritage at the federal
level. The date of Minas Gerais is Regionai Office number 13.
At the State Ievel there is the IEPHA/ MG - Institut0 Estadual do Patrimônio
Historico e Artktico de Minas Gerais. Several difficulties are part of the day-to-
day activities: a large set of registered clusten, buildings, and art pieces
managed with an insuffcient budget and a very small number of technicians,
for a state with 756 rnunicipalities, and area of 586,624 square kilometers, and a
population of 15,746,000 inhabitants (1 991 ).
1.6.3 - Federal Culture Incentives
The Culture lncentive Bill of May of 1 995 (Decree 1,494) is the main legislation that
intends to develop a market for cultural projects. with the following proposals:
lncentive partnership, through a deduction of 5% in lncorne tox for
entrepreunership.
Make possible the use of up to 25% of cultural products for promotional
objectives.
Recognize the importance of Cultural Agents. and includes in the budget
the cost of promotion and project's elaboration.
Fucilitate access to funding for artists and cultural workers with a short
deadline to review projects.
This bill includes several areas of culture, including heritage. folklore. and
craftsmanship. The law offers three tools for the stimulation of cultural projects:
The FNC (National Culture Fund) - consists of resources from lotteries and
funds for Regional developrnent, that finances with no repayment up to 80%
of the value of approved projects. These must be non-profit agencies.
Mecenato -- is the implementation tool of the bill. It supports lncome Tax
reductions for projects approved by entities linked to the Culture Ministry.
ficart -- (Arts and Cultural lnvestment Fund) - is a marketing tool. It reviews
the aHocation of funds for investment in culture as well as lncome Tax
exemptions and Credit operations.
1.6,4 - State lncentives
In 1995 the government of the State of Minas Gerais restructured the distribution
of tax revenue from Goods and Services T m . the lmposto sobre Circulaç60 de
Mercodonas e Serviços - ICMS. This new process is intended to balance resource
distribution omongst the 756 municipalities. Previously, the larger producers had
larger revenues. Now new criteria have been defined. Education, Culture and
Histohc Preservation are supported by increased municipal revenues. This is
called the "Robin Hood' program, taking money from the richest cities. and
giving it to the poorest towns in the state.
In the case of Historic Preservation, municipalities that have Heritage Districts or
individually registered buildings, managed by a municipal Heritage Cornmittee,
will receive benefits. Each year the state will asses how the municipalities are
managing their preservation policies, to determine if funding W to continue.
Cataguases and Visconde do Rio Branco4 are two of the municipalities in the
Zona da Mata region (and within the study corridor) that are already included
in this policy. 00th have formed Heritage cornmittees. Viçosa is beginning the
proces of creating its cornmittee.
' Cataguases and Viçosa will have as members one representative of the Ospartment of Architecture und Urbanism of the U N .
2.0 -- The corridor context
This chapter has the objective of understanding the corridor of the old
Leopoldina Railway. Firstly there is an overview of the main aspects. issues and
trends of the area. A section with data frorn the 1 1 municipalities follows. Most of
the municipalities owe their origins and development to the railway. The
understanding of the corridor will help to identify what is essential to the suwival
and promotion of the railway heritage and that of the adjacent sites. It will
then be possible to suggest short and long term strategies for action.
Maps of these towns are included to show that the railway stations are still in
privileged locations, and thot they are close to the main historic buildings in
each town.
The towns are very close to each other (on average of 20 km by train, and 15 by
automobile). ln rural areas there is also a great potential to be developed,
where landscapes are mixed with pieces of the Atlantic rain forest, waterfalls,
small valleys and manmade landscapes (farms and postures). There are many
stations thut are in the center of districts and small villages, however they are
underused or abandoned. They deserve the same approach as areas within
urban limits because they have even more clear importance and meaning.
2.1 -- The Towns -- an overview
The following pages will summarize what is going on in the eleven cities and
towns that are pari of the corridor. This information was collected locally,
supported by written information. interviews with representatives of municipal
authorities and other people Iinked to various activities in the communities.
Personal observation. data collection, and inquiry were also important. Several
interviews with local residents completed this picture.
The objective was to focus on planning activities, railwoy heritage, and some
environmental aspects. Some of the issues are common to al1 locaiities, such as
environmental problems associated with a lack of sanitation and garbage
collection. Waste inevitably ends up in rivers which also receive toxic pollution
derived from agric ultural activities.
Political discontinuity is a common threat that can lead to the abandonment of
even the most succesful policies, only because the elected officiais corne from
another political porty. The politiciens' approach is still old style. where
paternalism and populism are the main characteristics.
These aspects give a picture of al1 the Zona da Mata region. The typical picture
of the towns today usually shows other common points. The renewal and growth
of the towns results in the destruction of the londscape. In large measure. new
'ephemeral" architecture substitutes for valued examples of different periods.
Popular culture easily disappears. it does not resid the mas media (moinly
television, but also videos. cinema, and magazines) that came from the
metro polises.
The urban fabric has been suffering from increasing densrty. The road system
does not support the amount of traffic generated by development. Pedestrians,
automobiles and bicycles are in most cases in conflict with one another. The
urban cores lose their environmental character because of the lack of, or the
abandonment of regulations. This loss results in a disruption of scale and in
congested infrastructure. Local population is displaced, and local
characteristics are lost.
The disrespect for and consequent disappearonce of hisioric buildings and folk
manifestations is a common reality; and unfortunately these aspects do not
seem to be as important as other problems that impact on the population --
unemployment, lac k of education, sanitation.
Most of the municipaliiies are extremely fragile. facing the pressures of land
speculation. Real estate agencies and construction cornpanies are finding an
enormous market, rnainly in the heolthiest centen (Cataguases, Uba, Ponte
Nova, Viçosa, and Visconde do Rio Branco). Land taxes are one of the most
important sources of funding for the towns. These situations result in the enormous
difficulties in adopting preservationist regulations that could restrict the interests
of big entrepreneurs (Telles, 1 984, pp. 31). Architectural examples that
characterized the Colonial Period, or even the early Republican Period; the
industrial buildings (sugar and coffee plants). and old theaten are disoppeuring
quic kly. being disfigured and beccrning rarities.
Lack of urban and rural planning is also common. Ali the municipolities have
their Organic Laws, however Building Codes are useless, Land Use By-law and
Moster Plans ore rarities, so are people with a planning education background.
The lock of regulations allows practically anything to be buiR. Even federal laws
that define protection corridors for watercourses are violated. The land
manipulation and profits are immense, attracting mony construction companies
from larger centers, even from metropolitan areas. This deficienc y of regulations,
dong with the lack of awareness, and many bureaucratic obstacles, als0 fesults
in the construction of inadequate buildings w hic h are extremely detrimental to
the environment, self-built by local builders, with little technical expertise.
C w Hall and registry offices do not work together to prevent llegal processes of
land acquisition and land division, allowing serious problems to occur with
irregular construction in green areas or on steep topography.
Some Positive examples dealing with cultural identity. memory or preservation
are dependent on the strong efforts of individuals, as in the case of Visconde do
Rio Branco. Politicians' desires often becorne policy which usually lasis les time
thon their periods in office, and rarely are continued by their successors.
Figure 7 - picture of Downtown Ponte Nova - a de-cegistered building
The appendix on Culture gives us a picture of cultural activities. showing the
existence of a large variety of festivities, typical crafts and attractions that could
facilitate the implementation of the calendar idea mentioned in the Salvador
Compromise. This profusion of events can su bstantially help to improve the
realization of heiitage preservation and awareness. protection and promotion in
this part of the world.
MAP 5 -Utban System
Bek Hodbonfe
1 state capital
Rbd. Jamb BOan @ Regional C ~ W @ citv
Town
T - Raiiwuy
O 12 24 36 48 60Km - Road ---A-
Figure 8 - Map of hie urban systern
2.2 - The Towns Context --
2.2.1 - Ponte Nova
, Railway - Road . . -- -- - Streets - 'Natercourse
important buildings
1 - Station 2 - Gloria Hotel 3 - N.S. dos Dores Hospital
4 - Dom Euvécio College
Figure 9 - map of ponte Nova
Ponte Nova - Grew around a chapel built in 1771, a tribute to Sc50 Sebastido. lt
becarne a Municipality in 1866. Ponte Nova was an important transfer centre for
two different railway companies -- the ieopoldina and the Estrada de &no
Central do Brasil.. The city wus, for decades, and still is, an important commercial
and service centre for a large region. it is an area where many important
regional roads converge.
Strengths:
There is speciaf attention given to civic festivities and the history of the town in
the education curriculurn.
The city has two nuclei : One is the old historic core, the second is the newer
neighborhood called Palmeiras. The old neighborhood is in a hilly area while
the topography of the newer is relatively flot. As a result the old core area is
protected, to a certain extent, from real estate action because
development pressure is mainly on the "modern" area.
Important buildings are in good condition and being used .
Wea knesses
There are no policies concerning planning or built hentage protection.
Ponte Nova has only two development control tools: a Building Code and
the Codigo de Posturas. The first one is a very comprehensive document that
has, for instance a high limit for land coverage of 80% for the whole town. The
second one regulates commercial hours, noise control, etc.
There is an old proposal for a Master Plan that was not discussed or voted on
by the municipal Council. There are no intentions to start thinking about
planning at this moment.
The elected mayor was impeached, and the new adminrstration favoured
by the elected vice-mayor will continue for only a year. There is no sign of
interest in defining policies for planning for the rest of this government,
Opportunities:
At the Department of Education there is an inventory of historic buildings
developed by the State Heritage Department - IEPHA - MG. This report
establishes sorne recommendations concerning preservation (policies, laws,
incentives). It also identifies existing buildings that have great value, such as
the Auxiliadora School (1 896), and the Gloria Hotel.
Threats
There are no Zoning or other tools to control growth or the disappearance of
historic buildings.
The only thing shaping ciîy form is the demand of the real estate market.
The Railway Context
The railway follows the Piranga river edges. The city developed on the East side
of the river. Ponte Nova has two stations that ore terminais of two different
agencies: the Leopoldina Railways (from Rio de Janeiro) and the Central do
Brasil (from Belo Horizonte). The eariy development and the establishment of a
regional commercial center were a consequence of the existence of the two
terminais. The two existing stations are newer buildings, that replaced the old
stations. They are beside the downtown area, on the opposite ends of the
Piranga River.
Figure 10 - Ponte Nova with the Leopoldina Station and the Gloria Hotel across it.
Several hotels and warehouses were built around the terminals. The most
important building - the Gloria Hotel - is abondoned and in desperate need of
maintenance. The area dong the track hos the some problem of
obandonment. It is dirty, poorly maintained and very unattractive for pedestrian
use.
The area maintains an important commercial use. and it is a passogeway to
other towns. The smoll station in the Palmeiras neighborhood is being used a s a
video store. and it is in an area of heavy pedestrion and automobile traffic . It is
well maintained .
33
2.2.2 - Teixeiras
To Ponte Nova 'l
Map 7
i, \ 'd
Teixeiras O Important buildings
1 - Station 2 - Coronei Toto Reidence
3 - Mill 4 - l n d m
Figure 1 1 - rnap of Teixeiras
Teixeiras - grew slowly around the chape1 that was a tribute to S m f o AntÔnio. At
the end of the nineteenth century the railway allowed the growth of agricultural
production. it has been a Municipality since 1938.
The city is very quiet and clean. There is a visible effort by City Hall to keep the
streets and squares clean and the sidewalks in good condition. However the city
could have more trees along its streets.
Stre ngt hs
Local commerce offers good prices (especially clothes and shoes) that
attract people from other places, including Viçosa.
Local educational program - ^Taking the train of history" - is being
develo ped to rein force local identrty and local personalities.
Wea knesses
Lack of people interested or with the skills to work in the area of Heritage
Lack of funds for developing further programs.
Opportunities
The town is very close to Viçosa and it works as a bedroom community for
professors and students of the Un/.
The cost of housing, land and rental space is much lower than Viçosa'.
- - - - - - - -
' The difference con reach 80% of the rent costs in Viçosa. This situation athacts students who can get better conditions, even when you include US100 a month for bus tickets they will need.
Some buildings of great importance were identified: the Church (1898). the
Chapel. and the Railway Station. the Old Reservoir (now used by the Music
Band). and the beautiful old residence of the Coronel Toio.
The Councilor for the area and a few mernbers of City Hall are interested in
creating a local museum. There are some historical artifacts. and documents
already collected. The difficulty is finding a location for the museum. and
funding.
Threats
The lock of awareness about Heritage.
There are no growth control or building regulations.
The Railway Context
The core area has lost much of its physical presence because of the
replacement of old buildings by ordinary architecture. The only important
building is the Church (1890). The old Rubim Hotel was also replaced by a newer
building. The station in the core area of the city is easily accessible. Near here
there are some old industrial plants. warehouses and residences. The area has a
mix of different styles of architecture and is Hill economically active.
The station makes an interesting cluster with an old warehouse and a residence,
both with the same architectural c haracteristics. It is beside a bucolic green
area. This area deserves more study.
Figure 12 - picture of Teixeiros railwoy station.
The railway divides the town, and it is used as a passageway for pedestrians and
at some points for automobiles. it is usually covered by bush and garbage. On
occasion, the municipality's employees clean the areas most used by
pedestrians. Several new buildings are within the railway right of way.
2.2.3 - Vicosa
Viçosa 4 Important buiidings
Railwuy 1 - Stdion 5 - Baiuster cluster
N - . - P. Roud 2 - Sobrado 6 - Rectory - - - Streek 3 - A. Bernardes Residence 7 - Ed. A. brnardes
A ~ctercoune 4 - Ruby Hotel 8 - Student House ,
i
Figure 13 - Map of Viçosa
Viçosa was established in the tast decades of the eighteenth century. In 1800,
the construction of a chape!. a tribute to Santa Rita, allowed the growth of the
town around it. First named Santa Rita do Turvo, it had its name changed to
Viçosa, a homage to the Bishop of Mariana. Dom Antônio Ferreira Viçoso.
The railway had its original truck changed to cross the middle of the town in
1914, by order of the presidency of the Province of Minas Gerais. The president of
the province, Arthur Bernardes. a son of Viçosa, later became president of Brazil.
He was also the creator of the UFV, initially named ESA V- Escola Superior de
A gricultura e V e terinaria.
A large. and one of the best universities in Brazil is located in this city, the
Universidade Federal de Viçosa (UFV). This university focwes mainly on Agrarian
Sciences. Rs campus is a beautiful area that plays an important role in the
leisure. sport. and recreational activities of the people of Viçosa.
Strengt hs
it is a cultural center for the whole region. The Secretory of Culture, ut the
U N . is continuously promoting seminars and meetings with other
municipalities and agencies.
The complex of Villa Gianetti is o residential area built for professors, in a
modernist architectural style. There are several Museum and Agencies
working with culture and heritage of the UFV. and these also offer attractions
for Viçosa's residents.
The physical structure of UFV and the City Hall provide a good venue for
cultural events.
Minus Além dos Gerais (Minus Beyond the Gerais) is a successful program
prornoting the State in other states. It is coordinated by the local Secretary of
Culture.
The Buildings of U N and the town have local and regional histofical
importance. The residence of the Ex president Arthur Bernardes was recently
registered as State Heritage propem. It will be a new Museum, and a Study
center for the crty, and the region.
Wea knesses
There are many problems with traffic. Streets are poorly maintained, they are
narrow and winding. ft is difficult to travel and walk safely.
There is a large transient population that ma kes it difficult to develop a sense
of belonging . Most buildings do not have setbacks, making it difficult to find solutions to the
trafic problems.
The hilly topography does not easily allow growth, and the existing
infrastructure cannot handle the growing densities.
Rent and building costs are very high, usually higher than those of the State
capital.
Oportunities
There are people interested in preserving local Heritage. Recently some
people owning properties across from the railway station asked the City Hall
to consider their properties as important local buildings - the Rubirn Hotel, the
Cine Brasil , and a neighboring residence.
Cultural programs - Pro-Ler - a program for readings, the History tellers, that
are becoming known at the national level. also the Puppet Show, that
promotes shows focusing on the dissemination of educational information in
rural areas.
Families corne to the ci*/ to visit their children studying ut UFV. offering o
potential demand for tourism.
There are several spaces along the rail bed that could be recovered to
improve the urban fabric. These areas have great potential for use by
pedestrians and bic yclists.
Threats
Lack of planning regulations. The Building Code is a patchwork of regulations
usually forgotten. There are no proposals for urban ploning toob such as
director plan or municipal planning strategies.
Real State action is continuously increasing the density and cost of housing in
the downtown and in the main adjacent neighborhoods.
Historic buildings do not have any kind of protection, and are under the
constant threat of dernolition to make way for high rise buildings.
Political discontinuity. and lack of dialogue between UFV and Cify hall.
The railway context
The railway divides the city and the U N Campus in two parts. Along the rail line.
as it goes into the campus, one can find a profusion of streets, pedestrians,
bicycles, signage, bush. animals. and garbage. Streets crossing the rail line ore
problematic for traffic. Large useless areas give the impression of abandonment
and danger to tocal residents.
There are three stations in the municipality. The main station is in the core area. it
is in the middle of o commercial center. tt has been used as a mall Company
office. as a local agent's residence. and the warehouse has been odapted to
function as a smoll theater.
City Hall has been working on a proiect to use the Station warehouse as a small
theater; this strategy would enhance the adjacent area and add a predestrian
presence to an area thot has been used as parking spuce. It would also
contribute towards revitolizing surrounding buildings and urban components of
historical importance. such as:
The old residence of the Ex-Brazilian president Arthur Bernardes. which is now
a center for Historical Studies at the UFV.
The cluster fotmed by the Rubim Hotel, a two- storey building on a corner,
and a group of Art Deco styled buildings.
The balustrade that is about 500 meters in length.
The cluster of 6 two- storey houses (sobrados) of eclectic style.
There is a mal1 station on the Un/ Campus, previously used as a stop for people
who lived downtown and used the train as a main mode of transportution. It is
in the middle of the Campus in a strategic position, with eosy access and great
visi bility.
Figure 14 - Piciure of the railway station of Viçosa
The third station is in the neighborhood of Silvestre, in a dirty place, weil located,
however accen for people is difficult. There are two buildings - the station and
an agent's residence.
t Map 9
Railway
N -. - . Road - - _ Streets
Cajuri Important buildings
1 - Station 2 - Church 3 - Mill
Figure 15 - Map of Cajuri
Cajuri - Was estoblished along the railway. It has been a Municipaliw since 1962.
it was, for decades, an important commercial centre for the region, which lost
importance along with the railway.
This town is one of the largest producers of citrus fruit nursery trees, in the State.
There are more than 70 producers, and this activity is one of the largest
empfoyers in the town. The city is very quiet and ciean. There is a visible effort to
maintain trees along the streets and the railway.
Strengths
it is close to Viçosa (about 18 km), that means that it is a commuting town for
UFV ernployees, because of the lower cost of housing. Bicycles are a vew
popular mode of transportation.
Wea knesses
It is a very small town experiencing economic difficulties. The City Hall budget
is very limited.
Opportunities
The industrial production of cac haça (sugar cane alcoholic beverage).
The Folklore dance - Grupo dos Caboclos, in the district of Paraguai.
The Usina Santa Rita - the dam of the lake had been used as a hydro-
electric plant, frorn 191 9 to 1993 when it was closed because of the date rural
electrification program. It is approximately 1200 x 400 m. fi used to be an
attractive place for picnics on weekends, and now it is almost useless.
The Citms fruit nursery irees Festival is an attractive festival thut brings people
from everywhere, however it does not happen regularly.
Threats
Historically significont buildings ore in desperate need of repoir and
maintenance.
There is no building code or planning regulations.
Figure 16 - Picture of Cajun and its raüways station
The Station Context
The railway divides the town into two parts. Cajuri has been growing along its
edges, and has been kept clean. There is a large useless space along the
railway. The central area, around the railway station, has old warehouses that
show that the town was once an important commercial center for the region.
Together with the station they make an agreeable environment, surrounded by
green hills. A large number of inhabitants and visitors must pass this woy to go to
the town to buy nursery trees.
The Department of Architecture and Urbanism of UFV has concluded recently a
project of urbanization of a public park dong the railway.
2.2.5 - Coimbra
To Sdo Geraldo
- Railway 1-i R O O ~ ,-, Streets - Watercourse
Scale 1 :25000
Map 10
Coimbra O important buildings
1 -Station 2 - HO US^ 3 - City Hall
4 - Church 5 - 01d Hotel
Figure 17 - Map of Coimbra
Coimbra - Grew around a chape1 that was a tnbute to Sdo Sebastido, in the
late nineteent h century. In 1 948, it become a municipality and separated from
V iç osa.
Coimbra has less problems with povefiy than its neighbors. The recent increase in
tomato production has been offering jobs and a better quality of life for the
people. The population is stable, the crime rate is very Io w, and the city is very
quiet.
Strengths
Coimbra is the first town in the region to have a gorbage recycling plant. It
was nationally known because of this. People support it and awareness
about environmentat issues is growing.
City Hall is located in a recently restored building, of eclectic style.
Wea knesses
The town does flot have any planning tools for growth control , or even a
Building Code. Construction of practically anything is allowed in the town,
with no regulations or inspection.
Opportunities
ti has been using a theme that says that Coimbra has the *best clirnate in
the world".
It is a bedroom cornmunity, for students and U N employees. Housing costs
are much lower than in Viçosa.
To develop awareness about the Environment.
To develop aworeness about Heritage, using the example of the City Hall.
Threats
Lack of planning and building regulations.
There are mony histone buildings in critical condition, sorne of them across
from the station.
The Station Context
The station is very close to the central plaza and the church. It is in a large
predominantly residential area and is close to an exit to the main rood.
The railwoy station now is rented to a cernent seller, and a family is living in the
residence. Its surrounding area has very nice old buildings (Nineteenth century)
which are in desperate need of maintenance. The recently renovated City Hall
is behind it.
The rail bed has been used as a walkway for pedestrians and bikers. There is a
nice boulevard, with mcmy trees beside the station and along the track. It is a
large place able to accommodate a large number of people.
2.2.6 - Seo Geraldo
I Map 11
- Roilway - -- - - - - Streets - R O O ~ S - Watercoune
Geraldo Important buildings
1 - Station 2 - Hotel
3 - Casor60 4 - Church
Figure 19 - Map of Seo Geraldo
S6o Geraldo - Initial nucleus originated from the railway Estrada de Ferro
Leopoldina opened by the Emperor Dom Pedro II, in 1880.
The town is clean and has rnany areas with trees, and well-rnaintoined plazas. A
videotape about the town was recently cornpleted and will be exhibited at al1
schools in the town. The Architect ut the City Hall hos been coordinating a land
survey, and is preporing a review of the forgotten and unused 1952 Building
Code.
Strengths
Heritage is now considered an important aspect in the life of the town.
The Secretary of Culture is very active and has been creating opportunities
for restoring cultural activities in the city.
The Secretary of Education offen a continuous program of activities with the
Secretary of Culture, that ties visits to the Cultural Center and the Municipal
Library. The educotional program includes the history of the City, and civic
festivities suc h as the Town Anniversary.
Other various cultural activities are being supported, such as Carnival, Music
Band, and folk groups, represented by the Folio de Reis.
Municipal advisers are enthusiastic and are continuously working with the
objective of improving cultural aspects.
Wea knesses
It is difficult for Iower incorne people to take part in cultural activities.
Inexperience with Heritage and Cultural activities.
Lac k of reg ulations and vision allo ws modification of architectural patterns
and urban landscape.
O pportunities
The waterfall of Serra Verde - a sequence of small waterfalls that attracts
many people, in a very beautifuf part of the municipality.
There are some native people that are coming bac k to the town after
retiring. They usually buy a house or a piece of land close to the central
areas.
The use and development of the existing structure as a railway museum'.
Threats
Political discontinuity.
Lac k of planning regulations.
The Station Context
The railway divides the town in two parts running dong a watercourse. There is a
large railway maintenance structure in the town. The location of this complex is
due to
station.
373 me
the strategic position of the town, that grew because of the railway
tt is located at the base of the Sdo Geraldo chain of mountains. It is at
ters above sea level and the next station, 28 kilometers away, is at 715
1 There is an interest in acquiring with the raiiway compas,) a rail car to be used to complement the culturaf activities of the existing center in the station that gave birth to the town. At the opening of the Cultural center there was a s~ccessful trip to Uba, using the railway.
next stution. 28 kilometers away is at 715 meten above sea level. This topography
presented a true challenge for the builders of ihe railway, d the end of the 19th
Century.
Figure 20 - Picture of Seo Geraldo Cultural centre working at the station
The stution is only a part of a cornplex of buildings that are used for
maintenance of trains and the track. The railway station was successfully
adapted by City Hall to be a cultural center and the public library. It is very
close to the Central Plaza. and it is easily accessible. The old staiion also has
been used as a meeting place. and as an exhibition place for local products
(jams. crafts, sweets).
2.2.7 - Visconde do Rio Branco
Map 12
/ Visconde do Rio Branco
a Important buildings ,- Railway N - Road 1 - Station 4 - Cluster - City Hall.
z r- : St~eets 2 - Cornmerclal Buildings Church. Muslc Band. ; Rata. Baluster A - ~otercourre 3 . ~ l n e bdi 5 - Music Conservatory (
- - -- - - .- - .-- - - - d
Figure 21 - Map of Visconde do Rio Branco
Visconde do Rio Branco - Established in 1 787, and deveioped around a chapel,
that was first narned Presidio de Seo Joüo Batista. It has been a town since 1882.
The name came from a tribute that dedicated the name of the station to a
noble -- the Barao de Rio Branco. it has had municipal autonomy since 1948.
This town is in relatively good economic condition. with several industries, such as
sugar, an abattoir. and about two hundred clothing industries, srnall or medium
sized. The main industry, a sugor cane producer, is now operating at a rate of
1 O% of its total capability.
Strengths
The town has recently registered a group of heritage buildings at the State
level(13 in total). Most of them are close together and near the station. and
form an interesting area in the town. Only one is private (the Cinema Brasil).
The other buildings are state, municipal or church properties (State School.
City Hall. Music Band. Central Plaza, Music Conservatory) and a balustrade.
This was done based on the initiative of an individual, Ms, Terezinha Pinto,
who is also the director of the Municipal Museum. She also is president of the
Heritage Council, of which there are eight other members.
There is continuous work being done by City Hall such as pavement dong
the rail bed and construction of large promenades. However there is no
comprehensive planning for these projects.
The Town has building regulations and a fair level of control over construction.
Wea knesses
Lack of resources to preserve or reuse the historic buildings. Private buildings
are in worst conditions.
The town does not have zoning or urbon developrnent control tools. The
existing building code is considered inadequate because it wos formed from
parts of different codes from other cities.
Nobody knows if the next mayor will be interested in continuing or developing
the existing policies.
Municipal tax incentives are not considered sufficient to ensure preservation
of private historic buildings.
Opportunities
The Town's Historic Museum is continuously receiving important pieces for its
collection, and has recently received funding for its enlargement. The
intention is to transform it into an important regional museum.
The beautiful Cinemu Brusi/ building, that could become agoin the only
theater in the town.
Threats
Vandalism is a continuous concern.
The Station Context
The railway divided the town in two. Nowadays the road is the main vector for
growth. It connects the main industry, the sugor plant, to the town. Streets
occupy long intervais on the edges of the railway. The station is within the
downtown area. It is easily accessible from the central plaza and it provides a
link to other neighborhoods.
I --
Figure 22 - Picture of Visconde do Rio Branco and its railway station
There are large streets and buildings of different styles around it, such a s old inns.
The train station has been used by City Hall, in a contract with the Railwoy
Company - RFFSA. They agreed that the buiiding be used as a Cultural Agency.
A t the moment, the building is occupied by the Department of Education, and
Municipal Archives. Future changes will add a public library, and other cultural
ac tivities.
Map 13
U b a , Railway -- - ROQd ,- --.. Streets
Watercoune
a Important buildings
1 - Station 2 - Rosario Church 3 - Ginaslo Sao José
Figure 23 - Map of Ub8
Ubd - grew around a chape1 built as a tribute to S8o Januano de Uba. R has
been a Town since 1857. U b a is an economically healthy center. The main
product is furniture. It is also a s e ~ k e and commercial center of regional
importance.
Strengths
Production of furniture in growing variety and increasing quality and
specialization.
Good location and road network.
Wea knesses
Frustrating public participation experiences (mainly during the Director Plan
proposal development).
The existing Director Plan was approved by the city Council , as required by
the Federal Constitution of 1988. However, there is no-one now working with
it, and there is no visible interest in its use ~r development.
A House of Culture, which had a place for selling local products, was created
and recently closed.
High density, narrow streets are a problem. The main roads are part of the
urban fabric, causing mony traffic and parking problems.
There are several clandestine and irregular buildings.
O pportunities
There is a variety of architectural styles, such as the old Church (Igreja de
Santa Rita), eclectic residences, and public buildings (City Hall).
A large part of the population uses bicycles as a main mode of
transportaiion.
Threats
The Building Code and Zoning have no regulations concerning the
protection of historic buildings
There are no people or group of residents showing interest in protecting local
heritage.
Figure 24 - Picture of Uba and its railway station
The Station Context
The station has large buildings. is located in a very central area. and has heavy
traffic. lis adjacent bloc ks hove valued historic buildings.
There is interest by City Hall in using the station as a Cultural Center. A museum
was created in the Station. Problems with conservation of the building and the
exhibition pieces resulted in its ctosure.
2.2.9 - Astolfo Dutra
To Uba
- - - - - - - -
Map 14
To D. Eusébla
- Railway N -= Rmd . Streets - Wotercoune
~ocare Lake
Astolfo Dutra 1 Important buildings
1 - Station 2 - Usina Paraiso (sugar) 3 - Residence 4 - Residence
Figure 25 - Map of Astolfo Dutra
Astolfo Outra - Estoblished ot the end of eighteenth century, at the edge of the
Rio Pomba, because of its fertile soil. The railway arrived in 1877. lt has been a
town since 1938.
A small town, with a big problem caused by the closure of the sugar industry that
used to employ hundreds of people. Diversity of production is the current goal in
finding solutions for the economic diffïculties. The main activity is the growing of
coco nut and fruit plantations.
Stiengt hs:
The local industry associated with production of food - pasta - and fruits,
especially coconuts and citrus fruit.
Wea knesses
People have been trained in craftsmanship, however there are no incentives
or places to seIl the product, and production is almost non existent.
Thete ore few published documents about the history of the town.
There are no educational policies directed at teac hing the histow of the
town or incentives to do research in that area.
The only planning regulation is the building code, however, in spite of this
legisiation, illegal and clandestine construction threatens watercourses.
Opportunities
There are a few people who have been workhg to tn/ to research the histon/
of the town (urbanization, people origins)
lmprove production of fruits and sweets.
The local poetry movements of students and other participonts.
The existing waterfalls and the beautiful landscape formed by high
mountains.
Threats
High rate of unemployment and migration to the town by people who corne
from the recently closed sugar cane plant.
Commerce is declining.
There is a tendency to abandon folk and religious festivities (Music band,
Saint Anthony festivities).
Railway context
The town developed along the water course. The railway followed the North
edge of the river and the main streets followed it on the other side. Astolfo Dutra
has two stations (at the downtown and the district of Sobral Pinto) that are used
partially as residence, and are in o very central place, both in the town and the
district.
Across from the station there are two beautiful and well maintained residences,
of an eclectic style, built for the owners of the local posta industry.
Figure 26 - Picture of Astolfo Dutra and its railway station
There is resistance, from the family that lives in the station to any proposal from
City Hall, to abandon the house. The head of the family is retired from the
railway Company and after many decades he feels that he deserves to live at
the residence.
2.2.1 0 - Dona Eusébia
t .,,Ciîy Hall
- -
- -- Streets A - Wotercourse
\\ Rio Pombc -\ To Cataguases
Dona Eusébia i I
I Important buildings I
1 - Station I
- ----
Figure 27 - Map of Dona Eusébia
Dona Euzebia - A local farmer donated land for the construction of a Railway
Station and a church, a tribute to Nossa Senhora das Dores. it has been a
M unicipality since 1 962.
Dona Eusébia is known as the Town of Nursery Trees. There is a diverse range of
trees , from fruit to ornamental, produced in the town. The federal agency
responsible for rural development - EMATER - is working together with producers
to control the quality of the products that are exported to other regions. Every
truck is inspected before leaving the town.
Strengt hs
Large production of minerai water of excellent quality, which is exported to
nearby cities.
Low rate of unemployrnent
Weaknesses - Destruction of significant heritage features. There were three buildings
considered of historical importance: the Chapel, the Old School, and the
Station. The Station is the only one still exsiing.
There are no building regulations or restrictions. The Mayor usually approves
any architectural projects. However, it is common to have construction
without any permit or municipal approval, resulting in poor quality housing.
and future problems for the municipality.
Slow industrial deveiopment.
Opportunities
lmport replacement for nursery tree production (plastic bags, for
instance).
Oevelopment of leisure activities near the existing waterfalls (2).
Threats
Problems related to the contamination of waterfalls, by pesticides and verrnin
infestation.
There are no registers of interviews from old residents, or other ways to preserve
the memory of the town.
Old local sugar cane plants and traditional cachaço distilleries are
disappearing .
The Station Context
The railway was built along the U b a river, on the North edge. The town has three
vectors of growth. The town has been growing along the railway, which is used as
a walkway. The other vector, the main street is perpendicular to the railway. The
road is on the other edge of the river and it is another vector of growth.
The station is in a very strategic place. It is in the middle of the town and close to
the access road that leads to other towns. It is surrounded by houses and some
streets along the track are not paved or have no sidewalks.
Figure 28 - Picture of Dona Eusebia and ik railway station
The Station does not have a defined use. A local proposal (from City Hall) is that
it be used as a center to control the quality of the nursery trees. before they
leave the town.
2.2.1 1 - Cataguases
Map 16
Catag uases O Important buildings
1 - Station 5 - 3 rnodernist residences 2 - Industn/ 6 - Cataguoses Hotel 3 - Museum 7 - Cine-theater Edgard 4 - Public School 8 - Cataguoses Coilege
- -- -- - - -- - . - -- - -- - -- --
Figure 29 - Map of Cataguases
Figure 30 - Picture of Cataguases - an example of quolity of life
Cataguases - The oid village Arroial de Meiu-Pataca. A planned town that wos
inspired by the French boulevards of Guido Thomaz Marliere. He was nomed by
the Broziiian Emperor Dom Pedro 1, as the Colonel in command of the Miiitary
Division of the Region, Generol-lnspector of Roads and in Charge of the
Civilization and Catec hization of the lndian people. H e defined the territory lirnits
and established the first Land Use By-law for Cataguases, in 1828. Guido Marliere
built a chapel, a tribute to Santa Rita de Cassia. in 1828. The town grew around
that chapel. It has been a Municipolity since 1877.
The streets are clean, with many trees, paved with stone blocks, that produce
less heat than asphalt and permit water absorption.
There is an outstanding set of buildings from different periods of development,
with the emphasis on the Modernist buildings designed by the masters Oscar
Niemeyer, Lucio Costa, or Aldary Toledo; the art of the mosaics, sculptures and
panels of the masters Portinari, Jan Zach, and Djanira: the design of furniture by
Joaquim Tenreiro.
Throughout its history. Cataguases has produced important cultural assets that
are nationally known. Most of them were financially supported by the local elite:
The literary movement was marked by the production of the magazine
Revista Verde, arnply supported by important nomes in Literature.
The cinema, frorn the same period of the Revista Verde (1925). was
championed by Humberto Mauro e Pedro Comello. who planted the first
seeds for the national cinema.
After the architect Oscar Niemeyer designed the residence of the patron the
local cuRure - Francisco Peixoto - and the Escola de Cataguases, conditions
were created for other arîists to contribute several works. developing a highly
valued stock.
Strengths
It is a cultural phenornenon that should be well studied. lt is a symbol of a
cultural de-centrafization.
The outstanding exomples of architecture and art. It is an open Museum of
art and architecture.
% has a large diversity of building styles from different periods of its history.
City Hall has good control lregulation of construction.
It is the headquarters of a Power Company - Companhia de Força e LUI
1 eopoldina-Catag uases.
A recently delineated historic district, and the registration of some buildings.
There is support from City Hall for folk groups and local products (Sunday fain
in the main plaza)
Wea knesses
Lack of promotion and of material for tourism support - folden, maps. general
information, tours.
Good system of access roads but in poor condition and in need of repair.
There is no coordination of cultural activities by City Hall.
Few people working and/or interested in registering the local history.
Most of the employees work in the fabric industries, and the shifting work
SC hedules inhibit study or participating in cultural activities.
Opportunities
Architectural/ Arts tourism, specifically for students, There are several Schools
of Architecture. History and Arts in the region (Belo Horizonte, Juiz de Fora, Rio
de Janeiro) .
Industrial archeology tied to leisure (Old hydro electric power plant - Usina
Mauricio, and waterfall ).
Development of proposals from the Preliminary Cultural Oirector Plan and the
Cataguases Tourism Offering Directory.
Cultural programs - Pro-Ler - a program for local history tellers.
The continuous production of the Centre of Mernon/: books (2 volumes)
about Mernory and Heritage, Video tapes (3) about the town.
Threats
Some masterpieces of paintings, drawings, sculptures and furniture have no
place for their exhibition. The conditions of conservation are very poor. The
pieces by Humberto Mauro are in the same condition as the above
mentioned
Development pressure that haç already destroyed important buildings.
Lac k of interest from politicians.
Figure 31 - Picture of Cataguases and its railway station.
The Station Context
The railway defined the older limits of the urban areo . Today the railway is part
of the roodbed in the rniddle of the downtown orea, creating severol traffic
problems. It is also used as a walkway for residents in other areas of the city.
The station is in the cote of the downtown. It is in a commercial and service area.
Traffic in this area is heavy. The station area is within walkhg distance of most of
the neighborhoods. There is interest from City Hall to use it for cultural activities.
The station is individually registered and within the Heritage District. It k medium
sized and has o large space around it, including a large plaza, which is under
construction. There are many old buildings of different architectural styles (mainly
eclectic from the end of the Nineteenth century and the 192ûs) - warehouses,
stores, hotels.
3.1 - Railwav Histow in Brazil
Transportation is directly tied to economic activities and existing technology. In
Brazil, until the Gold Cycle (seventeenth and eighteenth centuries in Minos
Gerais Stote) the level of economic activity was very rudimentary. River
navigation and onimals were used to transport products to regional ports.
- -. . Cycles and Historv
'(Ili1 Sugar - 16th & 17th centuries Gold - 18th century
J Coffee - 19th & 20th centuries - Rubber - 20th century
+ lndustriali~ation - 20th century
Figure 32 - mop of the economic cycles
The development of the Coffee Cycle (Nineteenth century), paralleled with the
appearance of the steam machine. meant that the railway began to play an
important role in the transportation of goods. This growth in the railway Iasted
until the First World War .
The first sign of decline started with the increasing opening of the roads for
automobiles. After the Second World war, the roads becarne the most
important transportation route.
The first railway in Brozil was built in Rio de Janeiro in 1854. It was 14.5 km long. t
was named the O. Pedro II Railway (after the Brazilian Emperor). This railway was
continuously expanded towards the provinces of Seo Paulo and Minas Gerais.
Until 1880 several other railroads were opened in various regions of the country:
- Northeast Region :
Recife to Cobo - 31.5 km. It was built by the English.
In 1860 Salvador to Paripe was the fourth railway, 14.5 k m long. Also built by
the English.
- South Region:
The railroad from Porto Alegre to S6o Leopoldo, in 1873 - 33.7 km long.
Within the study region, the railways were introduced from two directions (Sec
maps 18 and 19). The f in t one from the Southeastern region of Minas Gerais.
through Recreio (1 874) to Ponte Nova. That was the Leopoldina Railway.
Production from the large coffee plantation in the region dong the Rio Pomba
Valley (started around 1820) was responsible for the arriva1 of the railwoy, in 1877.
'The first railway to reach the Minas Gerais territon/ was the Pedro II, in 1874. In the same Year, the Leopoldina railway opened its first 27 kms, from Porto Novo do Cunha to Volta Grande. A few years later it reached Cotaguuses and other towns of the Zona da
Mata, whic h were experiencing plentiful agricultural developrnent. (. . .) Mar de Espanha, Juir de Fora, Leopoldinu, Cataguases, and Uba became the c e n t e n of more importance."
Eight dations were opened at the same time, in 1880: Sinimbu (dernolished),
Dona Eusébia, Astolfo Dutra, Sobral Pinto, Diamante, U b a , Rio Branco and Sdo
Geraldo. The second raifway was a later c o n n e c t i o n from the west, t h e Central
do Brasil Railway from Ouro Preto (1888) to Ponte Nova (1886).
Monteiro, Noma de Goes. Imiaracào e colonizacao em Minas Gerais. Belo Horizonte: lmprensa Oficial, 1 973. (The translation is mine).
3.2 -- The Railway Corridor
The study area is a railway corridor that is part of the old Leopoldina Railway
within the Zona da Ahta region. lt is a corridor of one meter gauge track, 222 km
long between Cataguoses and Ponte Nova (see map 18). Its elevation ranges
from 160 to 71 5 meters above sea level. it crosses 1 1 towns:
1. Cotaguases -- with two stations
2. Dona Eutébia
3. Astolfo Dutra -- with two stations
4. Uba
5. Visconde do Rio Branco
6. Seo Geraldo
7. Coimbra
8. Cajuri
9. Viçosa -- with three stations
10, Teixeiras - with two stations
11. Ponte Nova -- with four stations
3.2.1 Connections
The study area section of the railway has the following connections to other parts
of the South East region of Brazil:
At the South, from Cataguases towards Campos and Rio de Janeiro.
At the North, from Ponte Nova to Mariana through Ouro Preto at 1060 meten
above sea level, to Belo Horizonte.
Two connections were closed and removed in the lad 25 years:
Frorn Ponte Nova towards Roul Soares and Caratingo.
Frorn U b a towards Juiz de Fora.
---
MAP 18 - RAllWAY CORRIDOR
Juiz de Fora
O
Figure 33 - the railway corridor
3.2.2 - In the past
Until25/30 years ago, train transportation was the main means of travel within
the region. Goods and possengers traveled along the roilway. The interruption
of passenger and smoll goods service is considered an important event in the life
of the railway marking its decline. This action coincided with the anival and
82
improvement of the roads in the region. The result was the decline in the services
offered and in the maintenance of the railway.
MAP 18 - RAILWAY CORRIDOR Statlons -Hlstory
Figure 34 - railway history
At the time, the railway was on important vector for developrnent in the region.
It tied towns and their services and economic influences together. It maintained
a sense of region, mostly between Ponte Nova and Uba. In the past the
connection to Juiz de Fora, at tigaçdo (close to Uba) was more important than
the connection to Cotaguases.
In the past, trains transported large amounts of coffee and even animafs
(chic kens and pigs). Short trips between towns or even stations were ven/
common for a multitude of purposes: to study at the UFV in Viçosa. to go
shopping or to obtain medical assistance in Cataguoses, Uba and Ponte Nova.
Longer trips brought people to larger centres such as Juiz de Fora and Rio de
Janeiro, 16 hours awoy. One very mernorable point of the railway is the descent
from Coimbra to Seo Geraldo, in Mirante, a stop where people used to have
coffee and biscuits, while enjoying the beautiful mountainous landscape.
3.2.3 - The present time
The main use of the railway today is the transpociation of bauxite from the mines
in Cataguases to Ouro Preto. where there is an aluminum plant (Alcan).
Cernent transportation is the other use. Some of the warehouses in the existing
stations have been used by cernent sellers to stock the product. They have used
signs so large that they are the most visible element in the adjacent
neighborhoods. There have been many accidents with trains running off the
tracks cousing deloys. The objective of the management of the railwoy has
been to increase its econornic performance. Recently the Company completed
the construction of limestone terminal in Viçosa, that is the first in the region.
The rail bed is in bad condition and has been responsible for several accidents.
The trip takes a long rime from town to town. because of the necessary slow
speed. In the region only ten stations (from Cataguases to Ponte Nova, in a total
of 29) are used, some partially. All othen are abandoned or used partially as
houses or warehouses. The possibility of privatization of this railway section is
imminent. Recent discovery of rninerats in the region will increase the demand for
railway transportation whic h currently has only two trips daily.
The railway Company does not even know about its properties, and it has lost
control above the domain belt. In the past, signs prohibiting walking along the
railway and stating the values of fines for disobeying. were posted. Now. streets
use its sides. several buildings are within the area, and continue to be built;
animais are pastured along it; and debris and garbage are everywhere. In some
areas the sides of the rails are used as trails, and many tirnes they are the only
accesses to houses or entire clusters of them.
3.3 -- Railwav Heritaae
The attraction of the railway is much stronger for people thon the succeeding
transportation means. such as the buses or the autornobifes. A combination of
waiting for the train; the noise of the whistle and the engines; and the smell of
burned coal created an environment that dominated al! the towns for several
generations. This milieu is still alive in the mernories of a part of the population.
These circurnstances are still present in other parts of the country. such as The
railway in Carajasin the North of Braz11 (Para State). The railway connects the
large gold and iron mines in the Rain Forest to the harbor of Soo Luiz (Moranhdo
State). There are 890 km of tracks that contribute to a rapidly increasing
population in the region. creating new towns, industries, and transporting
minerals and thousands of people every day. Al1 stations are crowded with
people moving. arriving, waiting, and doing their busineses.
For decodes the railway was the most important connection between towns.
The construction of a railway had a strong influence in the urban development
of towns. particularly those that appeared (such as Dona Eusébio, Seo
Geraldo) and grew because of it (Cajuri and Ponte Nova).
The railway disappeared in many parts of the country leaving nothing behind in
most cases. Tracks were removed and the rail bed was occupied by backyards
or buildings (mostiy during the 1970's). Stations were converted to bus depots.
police departments. shopping centers. and most of them have been
architecturally destroyed. Following ore some examples (see olço appendix):
Mirai, Caxambu. and Cristino (MG) - the stations now used as bus depots
(by the municipalities).
Bicas (MG) - the station has been tentatively used for cultural octivities
SCio Joâo Nepomuceno and Sao Lourenço (MG) - the stations have been
used as cultural centers (by the municipalities).
Carvalhos (MG) - the station has been used a s a school (Municipal) and
police department.
Rajuba and Seo Jooo del' Rey - stations became museums (municipal).
Thus, to revitalize the architecture of the railway assembly means to preserve
heritage which is significant to the collective rnemory. The station is the last
building of importance left in some of the towns. In many cases, the destruction
of the railway heritage means the degradation of its context, particularly when
it is located in the older part of the town.
Revitalization of a railway area con be used as an instrument to induce the
recovery of the area around it. One of the largest features of the railways, of
great historical and architectural value. are the buildings - which include the
stations, warehouses, workrooms, and agents' residences.
The revitalization of these areas contributes directly in the recovery of the
downtown core, which benefis the entire cornmunity. Some of the
components of these areas, once developed, could result in the recovery and
even in the addition of various activities of interest to the town: commerce,
leisure, cuIture, tourism, education, various services, or housing.
3.4 -- Railway Tourism
Recently the cities of Viçosa and Catoguases were designated Tourist Potentiel
Poles by the Federal Tourism Agency - Embratur. They were chosen out of a total
of 650 cities in the country. This designotion allows these M i e s to borrow fun& to
be applied to tourism (especially for the construction and improvement of hotels.
this also includes training and equipment). However the rnoney is borrowed at a
rate which is considerably higher than the current inflation. Still, this is better
than other credit lines.
This region fits the new trend in tourism. which is different from the idea of the
existing routes that include only Historic Cities. It represents the "rural" tourism
movement. which is still scarcely explored in the country. This idea of rural tourism
includes form hotels. the exploration of local typical products. londsca pes. and
ecological parks.
There are other kinds of tourism that are viable in the region, such as "events"
tourism, whic h includes suc h t hings as conventions. congresses, seminars. and
meetings. These are compatible with existing theaters/auditoriums and hotel
structures (especially in the campus of the university in Viçosa. and in
Cataguoses).
Family tourism could also be considered as an important type of tourkm. There
ore many farnily rnembers visiting relatives who study in the region (in this case
mostly in Viçosa). Good service and attractions could keep them in the city for a
longer period. and encourage them to return in the future.
Viçosa also receives people from various parts of Brazil to do graduate courses in
Religious Studies (CEM -Centra de Esfudos Miaionarbs - a study center run by
Presbyterians and Baptists). There is also a Catholic Meeting - Seara- during the
Carnival period, which attracts many people. There ore many young people
who participate in this event.
Aside from the potential that exists in Viçosa, located in the rniddle of the
corridor, the strong potential of Cataguases (in arts, architecture, culture, and
quality of life) must be considered; and also the connection -- by railway and
roads -- to the World Designateci Heritage Site of Ouro Preto, and its neighbor
Mariana. Other cities and srnaller ~ O W ~ S offer a diversity of themes and
attractions that rnake this corridor not only viable but desirable for tourism
development.
3.4,l- What exists in Brazil
Other railways in diffeient parts of Brazil are currently being used os tourist
attractions, representing about 450 km of railway. The RFFSA has been leasing
some of them to Tourism agencies that operate them on weekends or holidays,
offering a clean, agreeabie and punctual service, with superb mountainous
landscapes as backgrounds. Seven of them provide regular service. Three aie
operated by tourism agencies on weekends and holidays. The others are
operated by the RFFSA, which also offers other agencies the possibility of using
their sections on holidays.
The main attraction of these trips is the enjoyrnent of the trip itself. People are
able to stop, take pictures and enjoy the wonderful landscapes. which include
waterfalls, rivers. and other natural features. Some of the existing railways take
advantoge of local attractions, such os in wine-growing regions - the Wine
ou te' -- in the South of Brazil. In the State of Rio de Janeiro, a route between
Angra dos Reis and Lidice, fun by a private tourism agency - Montmar Turismo -
is very attractive on the weekends and holidays. Every weekend, 21 6 people
make the 47 k m trip, paying the equivalent of U$ 30 for a two-way ticket.
In the State of Minas Gerais, there is one famous tourist attraction: a train that
connects two historical towns, Sdo Jo6o del-Rei to Tiradentes, a short trip (12 km
long) that lasts about 30 minutes. The town of Sao Joüo del-Rei also has an
extraordinary Railway Museum in the old warehouse and in the beautiful
*roundœ workroom - the rotunda - used a s exhibition place for locomotives and
wagons.
Another trend is the return of passenger trains between cities or within urban
limits, offering a reasonable option of transportation to suburban areas. The
connection between Rio de Janeiro and Sao Paulo. called Trem de Prata, the
Silver Train 477 km) is returning after an interruption of two yean. It is run by private
companies2.
- -
The cost of the ticket is the equivalent to U$ 5, and approximately 250 tourists travel in this attraction every week.
The cost of the ticket of an individual cabin is abnut US 80, about 50% of the cost of an airplane ticket. The trip takes about nine hours.
In the Zona da Mata Region, there is a train that connects Matias Barbosa to
Santos Dumont, which crosses the city of Juiz de fora, with several stops in
between. This trip runs twice a day and is 130 km long.
3.5 - The Railwav Aaencv
The Brazilian Railway Agency is the RFFSA (Rede Ferroviaria Federal Sociedade
Anônima). It is responsible for 30.000 km of railway in Brazil. tts history is tainted by
economic losses and questionable administration w here politicians' interests
always ruled. Its inefficiency contributed to its degradation, when roads started
to compete with it.
Poor maintenance has resulted in increasingly deteriorated str~ Ires. A large
operational deficit was imposed on the company. Since the 1960's large sections
of the railways where closed, the tracks were removed, and the rail beds are
now illegolly occupied by buildings or roads. There was no control over dl the
land owned by the company.
In the last few years, the agency has been trying to develop agreements with
City Halls. The company rents, at low cost, paris of some of the existing stations
on the condition that they are used for cultural / educational purposes. The
results were disappointing. The terms of the agreements were not met; uses were
changed without informing the Company. mayors chonged their mandate,
which meant interruption of rent payment. Because of these problems and the
possibility of privatization, a new approach has been taken which ends those
contracts.
3.5.1 - The REVAF Program
In 1993, the Ministry of Transportation lounched a program called REVAF -
Programa de Revit~lizuç~o de Areas Ferroviarias- a prograrn for revitalkation of
railway areas. It was considered necessary to change the cornpany's
approach. For the company, the main objective is the survival of the
relationship between the RFFSA and the community through the possibility of
investment in underutilized spaces, deteriorated areas, and buildings of historkal
value which are in poor condition. Another important objective is to offer
incentives for the development of surrounding areas. This program is olso
intended to create another source of income for the railway compony. It may in
fact be argued that this is the main objective of the program, in addition to the
economic benefits for the whole communw in creating new jobs and increasing
tax revenues.
The ongoing process of prioritization accelerated the process of identification of
al1 the heritage properiy held by the agency. This resource wos divided in two
parts: the physical (buildings) and the operational (whot is necessary to keep
the railway working). This is an ongoing process because for a long time the
company did not know how much land it owned. The identification of its
properties is causing surprise because of the enormous quantity of space that
the company owned and did not have complete control over. Nonetheless
much of the land has been occupied by infrastructure, roads, and buildings
that were built within the domain of the railway (that is at Ieast 6.5 meters on
each side of the railway axis).
The company intends to negotiate where these conditions ex&. The program is
directed towards creating profitable agreements with any interested parties in
any area that the agency does not consider as operative. The program
identifies al1 company properties and calls for bids to find interested
entrepreneurs.
This program is economically viable. It is open to the private sector for
commercial use. It olso allows for public occupancy'. The company is open to
any kind of negotiation. Arrangements could include the exchange of services.
The main source of funds to make possible this program is through the Federal
Development Bank (BNDES - Banco Nacional de Desenvolvimento) whic h offers
money at very low interest.
There are some contingencies that must be met by the interested entrepreneurs.
The project must be approved by the Heritage Agency (at Municipal, State or
Federal levels). There is a Council to follow the project between the RFFSA and
the entrepreneur. Sanctions are very rigid, with the possibility of total los if the
agreement is not respected.
Recently an area of 80,000 square feet in Miguel Pereira (Rio de Janeiro) was sold t0 the construction of a shopping center. The process should be initiated through a public hearing. Local and regionat representative entities participate through syndicates, neighborhood associations and commercial chambers. Their opinions are fundamental to the identification of the best project for the communities,
4 -- Froposals and Conclusions
After studying the railway context many issues were identified as opportunities for
the railway corridor. This corridor is an important element that could use its
historical importance and strategic location to promote cultural values, local
directions, and tourism.
This chapter establishes a set of proposals that could be applied in the corridor.
As shown before, the moment is favorable for government support at the state
and federal levels, however, support at the municipal level is highly dependent
on politicai interest. Sfill, some of these proposais con be put into effect
immediately, some are already being applied, depending on the interest from
elected officials. from the few people who deal with urban planning, and from
cultural promoters.
Some of the following proposals c a n be applied in parts of the towns. Each town
can contribute Io creating a strong assembly of cultural / educational /
economic actions and policies.
The main focus of this study is on the use of the railway heritoge and adjacent
historic sites in the towns and villages along the railway corridor. These sites have
a strong potential to become points of reference for residents and visitors.
Heritage, when protected, befter used and tied to planning tools, is capable of
promoting development of areas once neglected. There will be an emphasis in
this study on the axis station / main church because this axis was found to be
the center of growth for al1 of the towns studied.
The Iast section of this chapter is devoted to the proposal for Teixeiras, where
rnost of the tools presented would be applied. Several motives defined the
choice of this town. Teixeiras presents special characteristics because it is small,
however it has been growing in population at a rate that is higher than the
average of the other towns in the corridor.
Because it is a small town. Teixeiras does not have a planning staff or urban
planning tools. It also does not need to have a director plan, because it does
not have more than the required 20,000 inhabitants.
Teixeiras is experiencing growth that is endangering its historic buildings, c hanging
the urban londscape. and promoting land speculation. This growth is a direct
consequence of people abandoning rural areas and coming to the town. The
town does not adequately use its railway stations and its adjacent areas. where
the most important historical buildings are. Recovering this space promotes new
activities and allows the development of a very central attractive point for
residents and tourists. A broader plan for the central area of the town will be
presented, with the objective of cteating a quality of Iife that will eventually
spread to other parts of the town.
4.1. General Pro~osals
The recommendations in this section need to be considered wifhin the context of
the current structure of Brozilian local government. Within this structure it is very
common to have fully developed proposak for legislation simply refused by ciw
councils. This opproach needs to change. Afier estoblishing guidelines and
policies through the involvement of the the public (in workshops, seminors),
technicians (also university), and politicions (moinly councillors), planning
legislation should be developed by the City Council with the assistance of an
urban planner.' These agencies will cooperote among themselves with the
objective of preserving and promoting Heritage2. In view of this, the following
suggestions are presented.
4.1.1 -- Tourism udng the Railway Structure
The current trend of a tourism industry based on rural / ecological 1 cultural
potential provides this corridor with an excellent opportunity. Considering this
trend in tourism, there are many unexplored features in this railway corridor that
deal with "rural tourism," "event's tourism," and "family tourism." The corridor offers
enormous potentiaf for developing these types of opportunities.
' This approach has been applied in the City of S6o Joüo del-Rei and Diamantina(MG), Previous experience showed that the legislation that was defined before going to the city Council was usually refused. This happened in other cities, Ouro Preto, for example. This procedure has been used by the Urbm Planner and Architect Marco Aurélio Queiroz. In: Arantes, Antonio. Produindo O Passado. Sdo Paulo: Brasiliense, 1984.
This approach was one of the most important in the document Wi'ndsor Thlitkinu Ahead - A Communifv Action Plan (Tuns, 1995),where the population of Windsor (Nova Scotia, Canada) decided to create a technology Centre to encourage opportunities and a technologically capable force.
This CO rridor would benefit from an integrated railway and road transportation
systern. Using the railway as a main means of transporting tourists con
accomplish this, while offering a large diversity of attractions. The region is close,
and easily accessible from the main centen of the South Eastern region (see mop
1). Tourism agencies could explore the track, connecting amenMes and hotels
within the corridor. This connection makes possible a diverse range of activities,
such as using rail cars for passengers or renovating them to moke mobile theaters
and libraries, allowing for diffusion of culture among the connected towns.
The main railway connection outside this corridor is in Ponte Nova, towards Ouro
Preto and Mariana. The connection between these two historic cities of the
colonial period, that has unquestionable tourism potential; to the strong cultural
1 educational structure of Viçosa; and the outdoor architectural / art museurn
quality of Cataguases, ma ke this connection an outstanding place to develop
O tourist circuit. A trip from the '8aroquen of Ouro Preto, to 'Modernism" of
Cataguases would be the main attraction of this corridor. Of al1 the comrnunities
dong the corridor, Cataguases offea the best overall quality.
A lot of work needs to be done to reinforce and turn this potential into reality.
The stations and their adjacent areas play an important role. However, it is also
necessary to improve the quality of life in the urban and rural areas. This means
a very large investrnent in infrastructure.
Enhancing trie hotel system is essential and opportune for those cities included
in the Embratur program (Viçosa and Cataguases). Access roods within the
region need to be improved and require better signage. The railways are in
desperate need of repair and maintenance.
The rail bed faces on bac kyards whic h provide very unattractive views.
Pedestrian oriented improvernents might be made, such as promenades. trails
for bicycles, accesses for emergency use, and landscaping.
Each town has at lead one point that should be developed and included in this
route. The following are examples of opportunities for tourism development (see
also Appendix III - Culture):
Form hotels and typicol food establishments are viable al1 along the corridor
(private enterprise is provided with several incentives) . Events such as seminors, conventions, reading programs, and theater
presentations are appropriate for Viçosa and Catag uases (organized by
universities, cultural promoters, and City Halls).
Businesses bosed on local products are viable in cities such as Ponte Nova,
Teixeiras, Cajuri, Uba, Visconde do Rio Branco, Astolfo Dutra and Dona
Euzébia (through incentives and help from City Halls, and the federal agency
- EMATER).
Religious festivities can happen in al1 towns and cities (organized by the local
churches and the City Hall).
Folklore and C roftsrnanship festivities have potential in Cataguases, Astolfo
Dutra, Coimbra, S6o Geraldo, Viçosa, Ponte Nova, and Rio Branco
(organized by EMATER, and City Halls).
The Railway museum mud be better developed in Sdo Geraldo (organized
by City Hall).
A Regional museum in Visconde do Rio Branco (organized by the Heritage
Cornmittee).
Cattle and dairy, and nursery tree exhibitions have their place in Cajuri.
Astolfo Dutra, Viçosa, Dona Eusebia, and Visconde do Rio Branco (organized
by City Hall, EMATER, and producers).
Art Exhibitions in Viçosa, Uba, Ponte Nova, Seo Geraldo. Visconde do Rio
Branco, and Cataguases (organized by City Halls and universities).
Music Band and Music Festivals in Viçosa, Uba, Visconde do Rio Branco,
Cataguases, and Dona Eusébia (orgonized by the City Halls).
Architecture and Art routes and Registered buildings; Ecologicai Tourism in
the Sao Geraldo, and Astolfo Dutra mountains and waterfalls , in the State
Reserve - Serra do Brigadeiro. (work to be initiated by City Halls, universities;
governmental and pdvate tourism agencies).
4.1.2. -- About t h e REVAF Program
Part of the objective of the REVAF Program is to return profits to the railway ( a
federal company). Therefore careful attention must be paid to ensure that there
is a balance between economically profitable proiects and projects that are
culturally or socially valuable. This program is mainly aimed ut t h e private sector.
For States and Municipalities its purpose is to give direction to the process and
offer incentives to moke entrepreneurship and resource generation viable.
The REVAF Program is identifying properties over which the company lost control
a long time ogo. The outcome could create economic problems for
rnunicipalities that are already suffering economic difficulties. Existing urban
space. such as streets. useless spaces along the trac k, even buildings are within
the Company dornain.
In land negotiations the cost of land in the local market will be used. Considering
that some of the parcels of land involved are worth as much or more than those
in large cities, the cost will be very high. These costs could be a burden for any
municipal interest. The Company says that it is open to negotiotion and will
make al1 kinds of arrangements, stiil high costs would make some initiatives
impractical.
The REVAF Program is and should be applied in the local municipalities. One
point. however. must be reinforced: the decision of what to do with heritage
properties must represent the desire of the local community. Thus, effective
public participation is essential.
4.1.3. - Heritage Protection Areas
Two different approaches for managing growth will be discussed and applied.
One is a little more comprehensive - the Area Plan - another is more specific- the
Historic District Ordinonce. Which of them will be applied will depend on local
decisions. Both cover only part of the geographic area of a town. This approach
considers the diffmlty in producing broader plans for these cities and towns.
Both will have to address the idea of a "testimony for the future". This is implicit in
the policy of preservation of heritage, within a "dynamic perspective, that
exceeds the rnere conservation of objects based on nostalgia, to project itself in
a cultural valuation that ensures the continuity of the vital components for the
society" (Gutierrez, 1988. p. 127).
The policy of renewing the urban landscape will have to consider the
inhabitants. avoiding their removal or using the land exclusively for tourism
purposes. The basic objective is to improve the quality of life. Heritage is
conserved only because it is used. Thus the participation of the population is
crucial for success.
Both approaches will also allow for immediate action and physical
improvernents. lmplementation of these proposais is very desirable because
they are capable of showing changes sooner, and in a very visible and
attractive way. Local cornmittees will define these actions, with the help of local
advisors, architects, and / or urban planners.
Physical interventions dealing with urban design, urbanization and landscaping
c m be accomplished with funding from various origins (federal, state. municipal
or from private partners). Participation of several professionals is also desirable,
such as through the organization of design competitions, or through outreach
programs from universities. Most of these interventions do not mean high costs
(such as sidewalks, promenades). They also could be implernented through
self-construction, (with technical support from the Municipality, or from
universities, and construction moterial donated by City Hall).
4.1 -3.1 - The Area Plan
This plan allows the community to establish goals and policies that are especially
suitable for a particular area. The area plan "allows residents of an area to work
with planning officiais in the shaping of the community." In each town. the Area
Plan extends from the station to the main church. This technique is best suited
for the small towns of: Teixeiras, Cojuri, Coimbra, Sao Geraldo, Astolfo Dutra, and
Dona Eusébia.
4.1 $3.2 - The Historic District Ordinance
The Historic District Ordinance is 'local legislation that is designed to preserve the
community's cultural resources". This tool should be applied in the larger towm -
Uba, Ponte Nova. Viçosa. and Visconde do Rio Branco. The ordinance "works
toward stimulating the reversal of neighborhood decay by encouroging
renovation and revitalization of historic structures throughout a historic
neighborhood." The Railway Historic District Ordinance can cover the area
surrounding the Stations.
4.1.4. Special Techniques
It is also possible for towns to consider two additional initiatives:
Planning /Architectural Liaison Office: Professional assistance to attend to the
population that is interested in preservation, or construction of their houses,
businesses, or cornmon buildings or urban spaces. They should be giving
instructions, helping to define better environments.
Architectural Guidelines Manual for Downtown oreas: General interpretive
guidelines designed to provide information to developers.
The Appendix provides details of these techniques. The following chart indicates
(in darker areas) the approac hes whic h are most suitable for individual towns.
Table 2: Special Techniques suitoble for the towns along the corridor
4.2 -- The "Town ldentitv Center"
The REVAF and local programs should work together with local initiatives in
helping to ernphasize the value of heritage and reinforcing al1 the potential that
the railway buildings have to offer to the community. Such action will strengthen
awareness, identiiy and memory, and reinforce self-reliance.
The railway stations con act os o strong point of reference for businesses,
promotion, and pride in the community. This meons more thon projects that are
based only on economic profitability.
Once the stations symbolized the most advanced technology. Today they are
geographically prominent but neglected. In this context, it is suggested that
they could become symbols of the arriva1 of new technology. The stations were
always accessible to everyone. They are popular symbols of the history and the
development of the towns. Stations would be the Identity Centers for the towns.
The adjacent historic buildings should reinforce the idea of identity. Even if the
railway stations are used for some other purpose, adjacent existing buildings
could play this role. Adjacent areas are usually large and could receive a large
group of people. The ldentity Centre is conceived as a community centre with
some basic objectives:
SeMng as a stopping place for visitors who corne by train or other means of
transportation.
Disseminating information and reinforcing the local identity.
Acting as a citizenship centre to promote the comrnunity, with places to
display local products. It would also work a s a directory of services and local
skills.
Serving as a tourist attraction. including exhibitions and displays showing local
history and main facts and attractions.
Ensuring that leading edge information based technology is available to
communities, mainly through educational prog rams, allo wing and orienting
access to oll students.
Offering access to cornputer technology as a tool to develop community
wide skills in the collection, organization, analysis, storage. manipulation and
presentation of data.
Municipalities could also participote in the World Wide W e b by designing Web
Poges thot highlig ht opportunities for business3. This system would also allow
rnunicipalities to show their best potential for businesses, suggesting a kind of
regional common markef.
This approach was one of the most important in the document Windsor Thinkina Ahead - A Communitv Action PIan (Tuns, 1 9%). where the population of Windsor (Nova Scotia, Canada) decided to create a technology Centre to encourage opportunities and a technologically capable force.
This idea has been very recentfy (March of 1996)begun in one region of the neighboring state of Rio de Janeiro, that craated a common market, that unified municipal taxes and bureaucracy. This MercoSerra wiil be formed by 14 municipalities.
4.2.1 - How would these "Identity Centres" work ?
Fucilities provided should offer opportunities to the whole population through
easy access to information, including instruction in how to access and use
leading technology. They also should include a Showroom for local businesses,
even places where contracts would be signed. They should offer guest lectures,
workshops and open supervised lab times. Sharing common costs (secretary, fax,
telephone, computer) would be attractive for local srnall businesses. They will
also provide access to Home pages which will bring the community into the
lnternet world.
The stations would be a place for maintaining a local directory and ail events
throughout the year: tourism attractions; local and regional histow; religious
festivities; courses; seminars; cattîe exhibitions; or folklore presentations.
The main organizer will be the local City Hall, sharing experience and staff with
others, also supported by universities and government development agencies.
Creating a theme centered on the main local business, would help to promote
the image of the town. This idea should be expanded to include the creation of
a local mascot, and products in conjunction with the therne5.
One example of this idea was developed in the small town of 8ow Island, in Alberta. Canada. Pinto MacBean - a mascot, has become the syrnbol of the town. ft syrnbolizes the importance of bean growing for local agriculture. Several activities were developed based on this theme: the Bow island Beon Festival, buildings and urban amenities were designed upon the ide0 of the bean, using colors and elements that relate to the theme. Local business and citizens have aiso gotten behind the theme. People from al1 over send for or drop in to purchase Pinto MacBean lape1 pins, aprons, envelopes, stickers, T-shirts, cups and glasses. The bean industry has given Bow lslanders
4.2.2 - Partners
The UFV and other educational institutions are of crucial importance in
research and outreach programs. The UFV has already demonstrated interest
in helping to spread access to the lnternet within the region.
City Halls could partner, sharing information. experience and technical cosis
with the local agencies of Emater (Federal agencies for rural development),
local Commercial Associations, M unic i pality Associations (there are t hree
within the area), and business people / entrepreneurs.
the chance to create civic pride. and they are continuously coming up with ideas to expand the therne. Press coverage that has resulted from the bean therne has encouraged tourism adding to the area's prosperity. In: Mellen, Fred. innovative ldeas at Work: Bow Island, Alberta. Devises Excitina Methads ta Foster Develo~meni. Small Town, January-February, 1995.
4.3 -- Specific proposal: Teixeiras
Figure 36 - Picture of the Pérmio de Oliveira Street - a two-way street h e w trafflc.
Population -- 10,024 inhabitants (1 991 )
Urban population -- 5,631 inhabitants (56 %).
Area: 139 square kilometers.
Closest towns: Viçosa (15 km), and Ponte Nova (30 km).
Teixeiras has les than the twenty thousand people required by the Federal
Constitution of 1988 to have a Director Plan. Currently there are no planning
regulations, anything con be built, and elected officiais do not show interest in
starting to develop any legislotion regarding urban planning. City Hall does not
have a technician to analyze and approve new construction and land
subdivision. The Organic Law of the Municipality (the most important regulation,
and a comprehensive set of intentions) recognizes and considers the Moster Plan
-- Plano Diretor -as the main tool for urban development and expansion policy,
however this direction is ignored.
The town of Teixeiras has places that enhance the quality of life. such as the
Main plaza with its promenade. which is o very attractive and agreeable place.
Growth is spread within several low income neighborhoods. The town still does
not have real estate pressure. however there is continuous growth. a result of
people abandoning rural areas to move to the town. The town is also becoming
a bedroom communiiy for people that work or study in Viçosa ( U N ) . Growth is
linear. toward the exits to the main road and along the railway; however the
main vector of growth is the exit to the town of Pedro do Anta.
The town once had a cinema / theater and other clubs, allowing o more intense
social life thon at the present time. The age of television creoted a habit that
resulted in the closure of many of these places. These closures had a serious
impact on the social life of the comrnunm/. Nothing was built to replace them.
Part of the town's developrnent follows the railway. where çtreets, or unpaved
roads cross the railway many times, and where people need to use the rail bed
to access their houses.
Some of the previously mentioned techniques should be applied in this town.
They con serve as specific examples of how the quality of life con be improved
within the area. In this case, it is suggested that an Area Plan is the main
technique to be used, dong with other approaches for growth control, and the
designation of some histonc buildings.
Map 20 abo shows the Station-Church axis. which includes most of the significant
buildings - old and modern -- this is the commercial area of the town. There are
some stores -- mostly shoe and clothing -- that attract people frorn other towns
for shopping because of good prices and quality. This is an increasing trend for
the town.
Old buildings have been replaced by new construction - higher, denser and
muc h uglier, disregarding patterns of scale and openings, and creating visual
obstacles. The removal of soi1 to gain more space to build creates several ravines,
destroying vegetation and necessitating the construction of high support walls to
prevent erosion.
Traffic is confused, with narrow two-way streets and a parking lane that does not
permit the passage of three cars side by side. Trucks and buses (inter municipal)
travel on streets with sidewalks les than one meter wide, that do not support
pedestrian movement. Animais, horse and carts, are still much used as a means
of transportation in the town.
Figure 37 - Teixeiras downtown map
Figure 38 - Picture of the residence of Corond Tot& a beauîiful example of Nineteenth Century buuding.
4.3.1 - Proposals
4.3,l. 1 - Area Plan
The area plan includes areas surrounding the station, Churc h and the main
street (see an analysis of the downtown space in map 21). The railway crosses
this area with a right of way of 13 meters (at least), and watercourses are 15
meters wide. The area is multi functional and this character mu& be preserved
and enhanced, avoiding only undesirable and incompatible uses. In the existing
136 buildings within the area we find the following distribution of uses:
Exctusively residential Mixed use commercial Services Ernpty lots Industries
There are approximately 150 residential units within the area, with about 600
people representing 6% of the total population; about 65% of the commercial
units are here, along with about 50% of services for the town.
4.3.1.2 - Land Use (see map 22)
This area will have six different proposals for land use:
1. Restricted - existing construction olong the railway will have restrictions on
enlargement and for new constructions, Le., only single family dwellings.
2. Protected areas - slope / ravine areas in which building is not allowed.
3. Historical area - where any new construction, dernolition or enlargement will
have to be anaiyzed by technicians and approved by a commission. There
will be different types of interventions. Eve buildings will be individually
registered, and with very restricted possibility for intervention (the Church, the
Station, the Mill, the Residence of Coronel loto, and the smatl industry at the
corner of the Pérmio de Oliveira Street). Other old buildings will have to keep
their facades, and the others will have to be in accordance with the scale,
volume, and openings patterns dictated by the older buildings. Mixed use -
residential, retail commercial, and small industries and warehouses will be
allowed. Height limit will have to respect the neighbors.
4. Mixed use - height limit of two floors, mostly surrounding the plaza (this limit
keeps adequate pro portion and density). This area allo ws commercial retail
space and residential uses.
5. Mixed use - height limit three floors (this Iimit is to keep the tower of the church
higher t han the neighbouring buildings). This areo allows commercial retail
space and residential uses.
6. Green oreas -- areas where existing hillsides. trees and vegetation will be
protected.
4.3.1.3 - Urban omenities
In this area pedestrians and cyclists will have priority. Sidewalks need to be built
and enlarged; trees and lighting added. Changes in traffic could help. such as:
1. Changing bus stop locations to another street closer to the main rood. but
also close to the plaza.
2. Limited time for truck parking.
3. Controlling parking areas.
A signage pattern for commerce will also be important in maintaining an
identity. The space in front the station is adequate for public meetings, and
outdoor activities. lts long and low wall works as a long bench. Landscaping and
lighting should be priority projects os these will encourage the promotion of fuirs
and exhibitions.
Along the railway some improvements are desirable to organize access for
pedestrians, bicycles or, in some areos, access for ambulance 1 police cors 1 fire
trucks / garbage collecton. These troib will observe the need of access for the
handicapped and children. They will have walls to protect ravines, also
adequate iig hting, garbage receptacles and benc hes (w here possible). See
illustrations below.
Figure 40 - the roilway within urbon area - how it could be
Map 21 Teixeiras Downtown
Spaces
Streets Wotercourses Agreeoble place Trees Ravine
Small obstacles Alterotions Built barners
Figure 4 1 - Teixeiras downtown spaces
Map 22 I~I,.- Teixeiras Downtown
Land Use
, ,
~mportant buildings to be preserved , , , , 8 3
Restricted 1 I
, ,
Non aedificandi ,
Area with buildings with importance / a , . 8 , for presetvufion of the architectural group i :
' , Green areas Mhed Use - 2 fioors height limit Mixed Use - 3 floors height Ilmit
Figure 42 - Teixeiras proposal for land use
4.3.1.4 - The ldentity Center
The station is in good condition. lt has a large plotform. and a large marquee,
that should be use as extension for any activity. The warehouse is a large spoce
adequate for exhibitions with flexible layout.
Figure 43 - the station area, with the old mil1 and the station in the bock.
Figure 44 - the Station area as an agreable central public space
The miIl and the Colonel Toto's residence. are two interesting examples of
architecture from the end of the nineteenth century' . These could be used os
public buildings; or as the ldentity Centre, City Hall, museum. school, or even as
main building for a club (some of these ideas are strongly defended in the town
of Teixeiras).
4.3.1.5 - The Therne
The town does not seem to have o clear and specific direction. Diversity is
sometirnes mentioned as a quality, sometimes as a weakness; but it would be
considered an opportunity to explore the wide range of local feotures - commerce, coffee, milk and corn production. it is a good place to live (with
qualities suc h os security and peocefulness).
' 00th have the same style, - Chalé. These buildings were built by Portuguese however they are strongly influenced by the ltalian immigrants, builders in the region one centuw ago.
4.4 -- Conclusions
The study of this corridor points to some conclusions. ln the past the railway was
the great common element within the region. It provided riches, news. and
evoked emotions. It brought people to the orea, and allowed people to travel
within the area and beyond. This corridor is part of the sarne region of the same
state. It crosses basically the same landscape of mountains, srnall rives posture
and what remains of the Atlantic Roin Forest which made way for coffee
plantations. It connected several other small towns, through roads. some of them
still rernain unpaved.
People in the region have similar ancestors of Portuguese, Itolian, Lebanese, and
African descent. People have basically the same accent, same diet, recipes
and preferences. They have the same religions, and most of them are devoted
to and celebrate the same saints. Most of the ancestors arrived at basically the
same time and with the sarne dreams.
People are abandoning rural areas and moving to the urban fringe areos of
large cities. People are beginning to lose part of their roots, heritage and their
cultural identities. When roads were built and television arrived. economic
conditions worsened. becouse of the higher investment in agriculture and
industry on other frontiers in the state. Some towns grew more than the existing
infrastructure could bear, resulting in decay.
However, the railway, its heritage, and mony significant structures are still there.
There is still a role for it to play. It will continue to tie, and to maintain "scars"
along the towns and cities. It could be a dronger and much better way of
connecting people and encouraging sociability; used as an example of
changing ways of thinking about the places were people live; and used as an
example of a quality of life that is accessible to everyone.
This roilway corridor is within a region that is muc h larger. This sense of belonging is
spread out, because of the large influence of the railways. There is an
unquestionable relationship among these towns.
Education, tourism and culture also could be components of this process. The
role of cities that have a strong cultural vocation, such as Viçosa and
Cotaguases, con also bring culture and educational programs along the routes
(with itinerant cultural trips, using railcars as mova ble libraries and srnall theaters).
Other cities and towns con show what they have accomplished by revitalizing
and using the stations and their adjacent spaces.
It is highly desirable that one of the towns along the corridor accepts the
opportunity to became a model in which the concepts and ideas discussed in
this thesis could be developed.
The Leopoldina roilway is owned by a federal agency which is in the process of
privatizing parts of its operations. As the privatization scheme begins to unfold, it
is projected that only part of the existing structure will be considered as essential
to keep the railway working. It is also Iikely that the privatization effort itself may
not be successful since the probobility of finding private sector interest is low. As
such, even if partial privatization does take place, the likelihood is that only a
relatively small part of the railway's infrastructure will be affected.
Most of the stations and a large number of neighboring buildings of historic value
will not be affected and hence, will remain in the public domain. This rneans
that they will be available and in need of use. Unless proper usage or functions
for these structures are found and implemented, they will soon deteriorate,
adding to the urban blight. It is therefore the recommendation of this thesis that
these assets be utilized in ways that would benefit the community in which they
are found
For instance, the rnunicipalities might underîake efforts to purchase these assets
or apply for 'cornodatan, a Broziiion concept which gronts a qualified
applicant the use of a designated piece of public property without payment for
a specified duration (usually between 5 and 20 years). The uses that
municipalities may c hoose for these properties would Vary frorn community to
community based on differing needs and aspirations.
Yet another alternative is the transfer of siewardship of the railway properties to
federally funded universities along the railway corridors. Since both the universities
and the railway are owned and managed by the federal government, this
transfer of stewardship would be easily enacted. The idea is to mandate the
universities to utilize the railway os a means to develop a kind of "extended
campusu.
The railway itself would serve as artenal routes and the stations and adjacent
properties dong these routes would serve as nodes of the extended campus.
The idea is that knowledge, education, public service, outreach prograrns,
research, and other benefits would act like "blood" along these arteries to feed
essential organs and bring health, revitalization, and hope. The potential
benefits emanating from the universities would be greatly enhonced through
the use of the railroad corridors which would allow these benefits to reach a
much larger region with greater efficiency.
Whether the railroad faciiities are taken over by the municipalities or used as
"extended campuses" for universities dong railway corridors, the use of these
facilities should Vary from community to community. This thesis recommends that
consideration be based on the potentials of eac h place such as primary
vocation, produce, skills, attractions, and so on.
Below are some suggestions for how different railroad facilities may be utilized for
each of the communities found dong the railroad corridor studied in this thesis:
Ponte Nova - the large building of the main station can serve many
uses. One possibility is to explore the use of this space
in relation to the strong service and commerce
industry found here. Along these lines one could also
consider the utilization of the space for cultural
purposes.
Viçosa - the warehouse of the main station is already being
adapted to be used as a theater. Remoining rooms
are suitable for many other uses.
Cajuri and Dona Eusébia Both towns ore known for the production of nursery
trees (the fi& for citric fruit trees. and the second for
landscape purposes). It is suggested that part of the
station would be used as showrooms.
Astolfo Outra üke the lost two towns. this town is becorning a center
for the production of fruits. sweets and juice. It is
suggested that a possible usage is that of a
"sho wroom" of local production.
ln addition to the suggestions above. each town con make its contribution and
help other neighbors dong the railway. creating an increase in demand for local
products. and improving economic conditions in the adjacent oreas of the
corridor.
Tourism using the trac k is a good way to connect the impressive baroque
architecture of the noble Ouro Preto to the modernist Catoguases. However.
before this happens. an improvernent in the quality of the life in the region is a
fundamental priority.
The presented proposals do not cover the enormous needs of the region. mainly
of the poorest inhabitants. However the proposals are intended to provide some
starting points for creating a beiter environment with a better quality of life for
everyone.
This study contains the use of urban planning tools in the renewal of the areas
adjacent to the railway station. It also proposes the improvement or
establishment of a belter quality of life in the adjacent areas to the church-
station axis in the towns and cities that are linked by the railway. This better
qualiiy also means the revend of a situation of an imminent los. turning the
existing areas and their buildings into self-sustainable and the noblest uses.
The main objectives focus on the promotion of local strengths and opportunities.
These revitalizdion proposals have a strong social interest, and they will
mointain the cultural significance of this legacy throughout time, in the
mountainous region of the %te of Minas Gerais.
5.0 -- Appendices
5.1 -- Appendix I -- The typology of the Railway Stations
They are usually built with very simple rnaterials: the roof is made of wood and
ceramic tiles, no ceiling, walls with massive bricks (some stations have them
apparent) and covered by plaster, the floors are made of large pieces of stone
or concrete. They have marquee with steel structure. Most of the existing stations
are of mal1 size. The small stations have the basic program: two rooms, one for
the agent, other for telegraph; hall with ticket window; warehouse; agent
residence (usually with two bedrooms).
The Railway Stations Urban Context
The existing stations have the following characteristics:
STATION KIN O CHARACTERISTICS
Cataguases Medium Very well tocated, with large spaces surrounding it. Massive brick texture finish. Large platform. Adjacent streets paved with stones. K m 45, altitude 167 rn.
Sinimbu Smafl
Dona Eusébia Small
Astoifo Outra Small
Sobral Pinto Srnall
Demolished. Now, in the area bauxite is stocked to load wagons to be transported to Ouro Preto. K m 464, altitude 193 m.
Very well located, with some space surrounding it. Massive brick texture. Roof structure of steel and wood. Surrounded by trees. Adjacent streets: one paved with stones and others not paved (compacted soil). Km 472, altitude 321 m.
Well located, close to the roads and the bus depot, with large space in front and on the North side. Nicely finished with plaster and stone. Marquee structure of steel. Good condition of maintenance. Trees surrounding the area. Adjacent streets paved with stones. K m 479, altitude 321 m.
This station is in a quiet district of Astoifo Dutra. Very well located, with large spaces surrounding it. Plaster finish and wood structure for the roof. Beautifut cluster of old buildings. Many trees
surrounding it. Adjacent streets paved with stones. Km 491, altitude 272 m.
Rio Branco
Medium Two main buiidings. The larger with a second floor, is used as an office. Massive brick texture. wood structure for the roof. Covered platform. The smaller with plaster finish and wood structure for the roof. Very well located, with large urban space and adjacent buildings of architectural importance. Used as bus stop. Adjacent streets paved with asphalt. K m 51 5, altitude 334 m.
Seo Geraldo Small
Cohbra Small
Small
Viçosa - Un/ Stop
Very well located. It has large open space surrounding it. Marquee structure of steel. Plaster finish and wood structure for the roof. There are some buildings across it that make an interesting context. It has been used for educational / cultural purposes by the Municipal Secretary of Education and Culture. Weil maintained. Adjacent streets paved with stones. Km 537, altitude 334 m.
Well located. Plaster finish and wood structure for the roof. It still has an important role in tronsportation. There are other buildings used as workroom for maintenance of rail cars. It has been partially used as the Culture House and library. There is a surrounding plaza and playground. Adjacent streets paved with stones. Km 547, altitude 373 m.
Well located. Plaster finish and wood structure for the roof. It has very important historic buildings in bad conditions of maintenance that will not survive for a long time. Behind it there is the City Hall that has been using a recovered old house of eclectic style. Adjacent streets paved with stones. Km 575, altitude 715 m.
Plaster finish and wood structure for the roof. Very wetl located, with large space and important old buildings - the coffee industw, the old Cinerno, two residences and the srnaIl church surrounding it are in bad condition of maintenance. It has srnail cheap structures annexed. There has been use as Q residence. Adjacent streets paved with stones. K m 595, altitude 671 .
Very well located within the Campus. It is a very beautiful building surrounded by a large open space. It has three srnall roorns. Adjacent streets paved with asphalt. K m 597, altitude 657 m.
Viçosa - Downtown Srnall
Viçosa - Silvestre Small
Teixeiras Srnall
P. Nova (Palmeiras) Small
P. Nova (ER) Large
P. Nova (RFFSA) Large
Plaster finish and wood structure for the roof. Small structures annexed creoting a bad aspect. Very well located. It is in the middle of an area with several historic and architecturaf y important buildings. It has a large space along it, Well delimited by a long baluster. It has been used as an agent's residence, a maIl office and the Secretary of Culture has been working in the warehouse to transform it into a srnall theater. The City Hall obtained from the Railway agency two passenger cars to be used as a Iibrary. Adjacent streets paved with stones. K m 599, ait. 649 m.
Plaster finish and wood structure for the roof. With no marquee. Besides it there is an agent's residence. Adjacent streets paved with stones and silt. K m 606, altitude 633 m.
Plaster finish and wood structure for the roof. Weli located, with large space adjacent. Two other buildings compose an interesting urban space. It has been used as a residence and a srnail broom factory. There exkts an interest from part of the City Council in giving it a cultural use. Adjacent streets paved with stones. K m 6 1 7, altitude 645 m.
Close to the district of same narne, that is part of the rnunicipaliiy of Ponte Nova. Plaster finish and wood structure for the roof. In poor condition of maintenance. Used as a residence. Adjacent streets not paved. Km 642, altitude 546 m.
It is in the passageway of a very commercial area. It has been used a s a Video store, in an area of heavy traffic, and of wide use by pedestrians. Plaster finish and wood structure for the roof.
It is large and of very ordinary architecture of bricks and concrete. It is a three - store bloclc, well located. It is the Regional Office of the railway Company . Across it there is an important beautiful three-storey historic building - the Gloria Hotel. There are other buildings of Art Deco style. The surrounding area has an aspect of abandonment. Adjacent streets paved with stones. K m 656, altitude 402 m.
It is the terminal station of the RFFSA. It is a large building of ordinary architecture, of bricks and concrete used as a warehouse. There is a large Street along it. Adjacent streets paved with stones. Altitude 402 m.
5.2 -- Appendix II - Special Techniques
5.2.1 - The Area Plan
The Area Plan covers the areas dong the railway corridor wiihin the urban limits,
or the downtown areas. Special attention must be given to including the axis
between the station and the main church in the areo plan. These two buildings
were poles of developmeni, and most of the historic buildings are between
them. Preferably this technique should be applied in the small towns of: Teixeiras,
Cajuri, Coimbra. Sao Geraldo, Astolfo Outra. and Dona Eusébia.
This plan allows the community to establish goals and policies that are especially
suitable for a particular area; in this case. the areas dong the railway corridor,
including other areas that the residents and planners define as part of it. It is a
means of focusing planning attention on special areas and involving residents of
those areas in the shaping of their communities.
It establishes general policy guidelines, and it allows al1 or part of the land
included in an area plan to later become the subject of a more detailed
specific plan. The following points should be considered when developing policy
in these areas:
Needs of pedestrian and cyclists.
Protection and the best possible use for existing historic buildings (land use,
height or density limits)
Incentives for large and democratic community use (plozas. promenades).
The area plan "allows residents of on area to work with planning officials in the
shaping of the cornmunity." It would 'cover only issues found in the land use
element. It must be consistent with other generol planning policies' (Schiffmon,
1989, page 36). It requires that the railway agency supply al1 information about
its properties disclosing which areos are non operational and could be
negotioted. The plan should be regularly reviewed and revised as new
information becomes available and the needs and values of the public warrant
change.
5.2.2 - The Historic District Ordinance
The Historic Distiict Ordinance The Railway Historic District Ordinance will cover
the surrounding areas of the Stations. including historic buildings. Again, special
consideration must be given to considering the axis between the station and the
main church. As mentioned before. these two buildings were the initial poles of
development, and most of the historic buildings are between them. This is
common in most of the towns in the corridor. The only exception is Ponte Nova
which experienced scattered growth from relatively distant poles: the three
Stations, the Church and the newest neighborhood of Polmeirus. Here it will be
necessory to study the possibility of creating more than one District.
This tool should be applied to the lorger towns - Uba. Ponte Nova, Viçosa. and
Visconde do Rio Branco. This ordinance 'works toward stimulating the existing
reversal of neighborhood decay by encouraging renovation and revitalization of
histodc structures throughout a historic neighborhood." The Histofic District
Ordinance 'increases cornmunity pride as it safeguards the heritage of the
cornmuniiy by providing for the protection of structures representing significant
elements of local history." (Schiffmon, 1989, page 71 .)
Figure 45: Visconde do Rio Branco and its registered monuments
The Historic District Ordinance is 'a local legislation that is designed to preserve
community's cultural resources. It provides for the designation of individual
structures as landmarks and clusters of buildings as historic districts. The
ordinance requires review and approval of the proposed demolition or
alteration of designated structures and of new construction in the historic district"
(Schiffman, 1989, page 70).
The ordinance will be applied after the conclusion of historical survey, with the
- participation of local population, and development of a set of criteria for the
listing of historic buildings. The towns usually will require expertise from State or
Federal heritage agencies that will work together with local people to organize
and define the ordinance. Such an ordinance will include (based on Schiffman.
1 989):
The procedures and criteno to be utilized for the designution of landmarks
and/or historic districts.
The creation of a historic presewation commission to control the ordinance.
The kinds of action that should be reviewed by the commission.
O Evaluation of the new construction to ensure it is compatible with its historic
sunoundings.
Appeol procedures and penalties for violation of the ordinance provision.
5.2.3 - Planning /Architectural Liaison Office
Expertise is difficult to find and dernands a price thut a smoll town could not
pay. Expertise in planning and architectural affairs are no exception in this case.
However they are essential for controllhg the development of a town - new
construction. alterations. dernolition. maintenance of existing buildings.
according to existing regulations or guidelines. Where these regulations do not
exist technicians could develop and design them, together with City Councils.
Ordinary people do not even know what the aitributes of these professionals
are. Most of lhem do not have abiliiy to pay for design. taxes. bureaucracy.
Most people do their own construction, and often they consider only what they
think, or know. is good for them, without considering the surrounding
architecture. This lack of consideration is disfiguring part of the architecture of the
towns. and creating problems for the future. such as inability to enlorge streets or
improve urban amenities.
An architectural / planning liaison office means thot more thon one municipality
could hire, even train these professionals. sharing costs. and dividing their work
among municipalities. The professionals could be part of the s ta f f of f i e existing
municipalities' associations. or from the universiiles, through outreach programs.
These professionai shoutd attend to the population that is interested in
preservation. or construction of heir houses, businesses (small stores. workrooms)
or common buildings (smafl churches. community's centres) or urban spaces.
They should be giving instructions, helping to define better environments, both for
the municipality and for the local population.
The office could even use the stations or old buildings in its neighborhood to
illustrate and reinforce the idea of reusing an old building, and how tc, do it. They
should improve and simplify the process of opproval of new construction. and
promote seminan, work shops. and meetings for discussion about needs of
people, that will also develop an awureness about the importance of planning.
5.2.4 - Architectural Guidelines Manual for Downtown areas.
General interpretive guidelines should be designed to provide information to
developen. This will lead to more responsive and efficient development.
Architectural design. which involves qualitative judgment about oesthetics and
style is suited to a Rexible negotiated fcrmat with provision for public input.
This kind of rnanual is intended to explain the principles and guidelines to
encourage a good relationship between new construction or alterations and
the overall context of the streetscape. Factors in the immediate environment of a
structure "should form the strongest influences in determining its architectural
style and visual c haracter."'.
The manual should be very simple, easy to consult and apply. More
comprehensive regulations could be developed based on the guidelines
estabtished for the area. It should use same basic approaches for the corridor's
towns, however it should also include local aspects that could differ from other
places.
Public participation in the development and improvement of these manuals is
mandatory to ensure good response to local needs. Workshops and seminars are
essential components of the process. Some general principles should be
considered:
Respect and protect divenity of styles. Most existing buildings should remain
authentic to their own form.
New structures should blend in, reinforce and respect the existing
architectural styles, and street fa bric. They should respect and consider the
scale, proportions and the articulation of facades - openings, heights,
rhythms, materials.
' In: Town of Wolfville. Architectural Guidelines Manual for Downtown Wolfville, 1992. This manual was designed by Robert P a r k e r Associates Ltd. Architects and Planners.
New structures also need to have defined height limits; setbocks both from
front and side, and occupation rates to ensure the best conditions for air
renewal. light. and safe occesses.
Give priority to a pedestrian environment. This applies to respecting
traditional siructures and to the scale, and improving existing conditions.
lmprove promenades and sidewalks, facilitate bicycle travel. strollers and
wheelchoir use .
Trailers, kiosks, and other elements must avoid becoming visual obstacles.
Figure 46 - Sao Geraido and the dereliction of urban landscaping
Signage must be suitoble and consider that quality is more important thon size. It
should complement and reinforce the architecture of the facades.
5.3 -- Appendix III -- Culture
Ponte Nova Workmanship - srraws Music Band - C0fpora~60 Musical 7 de Setembro Musical Groups - Grupo Ra~es da Cor Theatrical Group - Grupo Palmeirense Folkiore Groups -
Afro Ganga Zurnba Boi-A n d a
Festivities - Month of Maria (May) Glomour Girl (August) Town Anniversary (25 to 30 of October)
Teixeiras Workmanship - straws Music Band - M. C. 17 de Dezembro Musical Groups - 3 Folklore Groups - Caminhantes Festivities -
Holy Week; Month of Maria (May); Santo Antonio's Day (1 3/07); Jubileu do Born Jesus de Teixeiras Nossa terra, Nosso povo -Our Land, Our People
The main happening is the Jubileu do Born Jesus, that happens in the mal1 chapel. This festivity attracts hundreds of people from other regions. It consists in religious celebrations and procession. Another festivity - The Absent Telxeirense - is a successful event, that happens every two years, however, it has limited participation -- for only people of higher closs of the town.
Viçosa Workmanship - embroidery, knitting, crochet, (arraiolo rug, tear mineiro), carved -
wood; ceramic; and straws. Music Band - Lira de Santa Rita and CBIA Music Band Chorus Groups - 6 Theatrical Groups - 5 Religious group - Evangelic Studies Center (CEM) - unde graduation Folklore Groups - Quadnlha do Silvestre; Pustorinhas de Espa dus. Festivities -
~r graduation and
Natal e Congados 7
Seara (Cotholic Reclusion dunng the Carnival period) Santa Rita (232 de Maio) Cattle Exhibition Farmer's Week
Marcha Nico Lopes ( U N students festival) Arts Exhibition Nelo Nuno
The main attraction of Viçosa is the Farmer's Week, organized by the U N . Thousands of people are involved in various activities, suc h as exhibitions of products, new technologies, and several courses offered by different Departments of the University.
Cajuri Folkiore Groups - Grupo Coboclo Festivities - Citrus Nursery Trees Festival usually in the last week of September
Coim bru Workrnanship - crochet and embroidery; carved wood works Music Band - LeÔncio Tristao Musical Groups - Trio Coimbrano Festivities ; Town Anniversary (2711 0)
Sao Geratdo Worlvnanship - embroidew and crochet, leather; straws; wood carving Music Band - Scipic50 Rocha Folklore Groups - Folia de Reis Festivities -
Holy Week. Carnival (parade and street carnival). Poetry Contest. Town Anniversary (27/03)
Visconde do Rio Branco Workmanship -wax fruits; dry flowers, liquors; pic ides. ceramics. Music Bond - Visconde de Rio Branco Philhormonic; Musical Society 13 de Maio C hoir - 1 ourival Passos Folklore Groups - Folio de S6o Sebastim Fanfarra Rafaelo: Congado Nossa Senhora do Rosario. Festivities -
sa0 Joüo; Industrial and Cattle Exhibition (September) Peao Boidudeiro (May) Music Festival (November) Town Anniversary (November)
U b6 Music Band - 22 de Maio Musical Groups - Chorus (2). Pop Music (3) Folklore Groups - Congodu %osso Senhora do Rosano Theotrical Groups - 2 Festivities
Seo Januurb (1 9/09);
Industry, Commerce and Cattle Exhibition (1st week of July); Book Fair; Our Art, Our People; U b a Music Festival; Culture Day (November).
Astoifo Outra Workmanship - knitting, crochet, ernbroidery. fibers: mats, baskets. Painting in fabric, cerarnic, and canvas. Music Band - Musical Corporation Santa Cecdiu Musical Groups - 2 Folklore Groups - Cavalaria e Louvor de Seo Sebastieo. Carnival Group. Festivities - Cattle Exhibition and Milk Contest - 3rd week of July.
Dona Euzébia Workmanship - straws
Cataguases Workmanship - straws Music Band - Sociedade Lkca Centenado. Musical Groups - 2 Theatricaf Groups - 4 Folklore Groups - Folia de Reis, M a da Cidade, Grupo de A bate Pau Santa Clara, Grupo de A bate Pau, Boi-Lé. Festivities -
Festa da Liberdade ( Liberty Day in May), Milk Contest a n d Community Exhibition, Filhos da Terra (Sons of the Town), Music Band Meeting (September), Chorus Meeting (September).
5.4 -- Amendix IV - Interviews
Ponte Nova Mr. Luis Claudio - Engineer of the Railways Agency Regional Office - RFFSA
(Rede Ferroviaria Federal Sociedade Anônima) - Municipal Building Department Municipal Education. Culture, Sports and Leisure Department
Teixeiras Mr. Anisio Caiafa - Municipal Councilor Ms. Elena Fialho- Director of the Education and Culture Mr. Claudio Mogalhdes - Professor of the Department of Architecture and
Urbanism of the Un/ . Ms. Ms. Mr. Mr. Mr. Mr. Mr. Mr. Mr. Mr.
Claudia ~odr i~ues - professor of History in the second grade school. Emilce Fialho Carvalho - businesswoman, and retired professor of the UFV. Geraldo Adamasceno - retired rural worker Antonio Gonçalves - retired resident Francisco Fernandes - retired resident Silvio Milagres - retired resident José Diogo Drummond Filho - Lawyer, Ex-mayor of Teixeiras. Antonio Botelho - Vice-rnayor. Edil Alves - Municipal Councilor. Jose Francisco Rosa - City Hall Tax Collection Sector
Viçosa Mr. Marcelo Andrade - Secretary of Culture. Sports, Leisure and Tourism of
Viçosa Ms. Maria Cristina Valerio Lhamas - Director of the Culture House of Viçosa Mr. Nicornedes de Farias Ramos - Retired as Station Special Agent
Cajuri Mayor's Adviser - Newton Antônio da Silva
Coim bra Mr. Nelson Santos - Mayor's Adviser Mr. Joao Adelmo Lessa - City Hall Engineer.
Sdo Geraldo Ms. Dalva de Oliveira - Secretary of Culture Ms. Maria Jose Sarnarino - Secretan/ of Education Ms. Alvanete Bezerra - Architect of the City Hall
Visconde do Rio Branco Ms. Tânia Antonucci - City Hall's Architect Ms. Terezinha Pinto - Director of the Municipal Museum
U ba Mr. Paulo Provezano - Chief of the Division of Urbanism Ms. ka Gori - Chief of Division of Culture, Sports, Leisure, and Tourism
Astolfo Dutra Ms. Olga Loures - Director of the Municipal Agency of Educotion Ms. Rosalina Moreira - Teacher of History and researcher
Dona Euzébia Mr. Br& Hilario Singulane - Secretary of Education
Cataguases Mr. Pedro Marcos - Director of the Museu de Força e Luz Cataguases -
Leopofdina and of the School of Arts Ms. Mariana Cardoso - Director of the Centre of Memory Ms. Maria Iucia Silva - Chief of the Section of Studies and Projects of
Cataguases- Ms. Vania Rodrigues Lima and Mr. José Luiz Batista -Administrative Agents of
the Secretary of Culture of Cataguases -
Tec hnical Support 7 * Enconfro sobre Restauraçùo, Preservaçao de Bens Irno veis (1 st Meeting
about Restoration and Preservotion) - Viçosa, 20 to 22 of March , 1996. Seminar about the BNDES (National Development Bank) the National Tourisrn
Rnancing - Viçosa. 19/03/1996. Sistema Ferroviano do Brasil (Brazilian Railway System) - SR-3 (Region 3)
Headquarters - Mr. Victor José Ferreira, General Coodinator -Campos, Rio de Janeiro.
Mr. Luiz Alberto Passaglia - Architect, Coordinator of Heritage Programs at the Planning lnstitute of Juiz de Fora (MG).
5.5 -- Appendix V - Bibliography
Arantes, Antônio Augusto, Produzindo O Passado (Producing the Pasl), Editora Brasiliense, S6o Paulo, 1 984.
Babin, René Joseph, Planninçl Guidelines for Halifax Histonc Waterfront: a relationship between historic presewation and tourism. Unpublished Master of Urban and Rural Planning Thesis, Technical Universrty of Nova Scotia. Halifax. NS, 1992.
Batista, Mauricio Nogueira, O Planejarnento Urbano Como lndrumento de Preservaçoo ( ~ r b a n Planning a s a Tool for Preservation). In: Revista do Patrimônio Historico e Artistico Nacional, number 19, Rio de Janeiro, 1984.
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