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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.

Brant, Antônio, Ponte Nova, 1770/1920 - 150 Anos de Historia (Ponte Nova. 1 77O/ 1920 - 1 50 years of History), lmprensa Univenitaria, Viçosa. 1 993.

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