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38-490: During its history, the railway experienced serious crises and was controlled by farmers, merchants and British creditors. In 1957, the Rede Ferroviária Federal (RFFSA) assumed responsibility for the lines. However, the measures were ineffective and the railroad progressively lost its branches, being dissolved in 1975. Part of the railroad was transferred to the management of Ferrovia Centro-Atlântica , with

76-670: A 130-meter main facade and four floors. In 1931, The Leopoldina Railway's lines totaled 3,086 kilometers. The 598 kilometers stretch between Barão de Mauá and Vitória that crosses the Baixada Fluminense to the city of Campos dos Goytacazes, on the north side of the Paraíba do Sul River , and continues to Vitória via Cachoeiro de Itapemirim, stands out. The trunk lines of Saracuruna and Capitinga (595 kilometers) and between Porto das Caixas and Manhuaçu (500 kilometers) also stood out. The Leopoldina Railway faced difficulties with

114-477: A good way to promote the company systemwide and the simplicity of cost saving graphics/paint for easy application. Shortly before an actual GT22CUM-1 was to receive the new paint scheme, the RFFSA management did a final adjustment to the design where a large RFFSA logo was to be applied along the locomotive's carbody instead of Cavlieri's fading strokes version. On March 2, 1994, EVISA GT22CUM-1 #4605-4L emerged from

152-542: A majority of its circuit suppressed and the remainder operating freight transport. In the mid-19th century, coffee , the most important product of the Brazilian economy, was transported by mule to the ports on the coast. In order to improve the distribution of their products, farmers and merchants in the Zona da Mata of Minas Gerais launched an initiative to build a railroad in the area. On October 10, 1891, Law No. 1826 of

190-496: Is used to refer to the rolling stock in a train. In the United States, the term rolling stock has been expanded from the older broadly defined "trains" to include wheeled vehicles used by businesses on roadways. The word stock in the term is used in a sense of inventory . Rolling stock is considered to be a liquid asset , or close to it, since the value of the vehicle can be readily estimated and then shipped to

228-538: The Paraíba Valley . In order to prevent contagion, the population removed many kilometers of track in the region, increasing the company's losses and difficulties. After these incidents, the Companhia Estrada de Ferro Leopoldina became unable to maintain its regular activities, suffering pressure from British creditors who threatened to hijack sections of the railway network as a means of payment. At

266-456: The Province of Minas Gerais authorized President Francisco Leite da Costa Belém to grant a subsidy of 9,000$ 000 réis per kilometer or to guarantee interest of 7% per year on the capital of 2,400:000$ 000 réis to the company that built a railroad. The line should connect Leopoldina to Porto Novo do Cunha (currently Além Paraíba), on the border between Minas Gerais and Rio de Janeiro , where

304-417: The rail transport industry refers to railway vehicles , including both powered and unpowered vehicles: for example, locomotives , freight and passenger cars (or coaches), and non-revenue cars . Passenger vehicles can be un-powered, or self-propelled, single or multiple units. In North America, Australia and other countries, the term consist ( / ˈ k ɒ n s ɪ s t / KON -sist )

342-406: The Brazilian government. However, the railroad did not take full effect until September 30, 1957. The RFFSA linked 42 railways together (both on documents and actual railroads), creating a regional system composed of 22 railroads. The goal of the RFFSA was to promote and advance the railroad sector of Brazil, creating a north-south-east-west rail network in all five regions of Brazil. But it failed and

380-653: The Campos dos Goytacazes offshore platform. Some buildings, such as the Matilde Railway Station , have been listed as heritage sites. RFFSA The Rede Ferroviária Federal, Sociedade Anônima ( RFFSA , pronounced as Refesa ) ( lit.   ' Federal Railroad Network, S.A. ' ) was the State-owned national railway company of Brazil created from Brazilian Federal Law #3.115 on March 16, 1957, after several railroads were nationalized by

418-520: The Companhia Estrada de Ferro Leopoldina began to face large deficits as the company's managers kept creating new projects without any financial backing to support them. In 1890, the debt was 86,623:277$ 776 réis . With a promise to settle all the company's liabilities, the Companhia Geral de Estradas de Ferro was created and began acquiring shares and initiating several investments. By 1891, Leopoldina's network already covered 2,127 kilometers in

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456-506: The PSDB gave the public rail lines access to transport cargo. However, most of the railroad companies were not interested in seeing a transport of passengers, as the service was nearly extinct. Between 1996 and 1998, over 22,000 km of rail lines in Brazil (73% of the entire state rail system) were being transferred to various private organizations, which signed 30-year concessions to operate

494-567: The RFFSA began to repaint its locomotives of both Metric and Irish Gauges in Ash Grey and Lemon Yellow (1994–1996), the numbers were relocated towards the radiator section of the locomotive. In some cases, the locomotives were baptized with names, municipalities, states, or cities of there they respectively operated. With locomotives, the first two digits are hidden, and used only on documents, e.g. 905212-7F. Metropolitan transit Freight services Rolling stock The term rolling stock in

532-399: The RFFSA only served four of the five regions with a north-south rail network win 19 units of the federation of Brazil. By 1999, freight service of the railroad was liquidated and privatized , with the passenger service of the railroad liquidations occurring in 2007. According to Article 7 of Law #3.115 which created the RFFSA, the company was given the following powers for the operation of

570-457: The RFFSA removed all subsidiary markings and applied the locomotive's number in the same position. In 1993, the RFFSA held a contest celebrating the presence of diesel traction in Brazil. This contest created a new paint scheme for its locomotives in recognition of the development of Brazil's railway system from the use of diesel locomotives. Held at the D. Pedro II Railway Station in Rio de Janeiro ,

608-539: The São Luiz and Providência stations were inaugurated. It featured five locomotives (two Rogers , two Baldwin and one Belgian, named Visconde de Abaeté, Conselheiro Theodoro, Godoy, Cataguazes and Pomba, respectively), eight passenger cars and 48 freight wagons. Due to technical issues, the railroad suffered a detour in 1876, reaching Santa Rita do Meia Pataca (now Cataguases ) on July 2, 1877, instead of passing through Leopoldina. The change caused dissatisfaction among

646-490: The actual winner who won first but was not the selected scheme was Eike Pereira de Souza , an architect from the Department of Auto Graphics of the RFFSA. He won a cash prize of 200,000 Cruzeiros. The SIGO was a system implemented in 1983 to standardize the numbering system of railway vehicles in Brazil. Each piece of rolling stock is allocated a six-digit number, a check digit, and a letter to indicate its allocation. When

684-458: The center and north of the state of Rio de Janeiro, the southeast of Minas Gerais and the south of Espírito Santo. It covered more than 3,200 kilometers of track, including racks on the stretches of the Serra do Mar. One of the new firm's main plans was to extend the line from São Francisco Xavier to the port and the center of Rio de Janeiro, which required the construction of a station to meet

722-423: The contest became a rail festival as it was open to the public with a plethora of support from various sectors of the RFFSA, professional associations, and the railroad's customers. To participate in this contest, the only requirement was a display board showcasing the new paint scheme design by the participant. The locomotive model chosen as the template for the new paint scheme design was an EVISA GT22CUM-1 . When

760-410: The decline of coffee plantations in the area covered by its lines, which was aggravated by the restrictions imposed during World War II . Despite the subsidies, privileges and benefits, the company failed to recover and was incorporated by the Brazilian government on December 20, 1950, by Law No. 1,288. In 1957, the railway was incorporated by the Rede Ferroviária Federal (RFFSA). Part of the structure

798-403: The end of 1895, the Companhia Estrada de Ferro Leopoldina's board of directors submitted their issue to the government, which suggested reorganizing the firm through external loans and standardizing external and internal debts by converting outstanding bonds into their current value and receiving the appropriate bonuses. On June 8, 1896, a meeting was held to sign a commitment to conduct studies for

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836-475: The entire length efficiently. The company unified 468 kilometers of railroad and acquired new rolling stock , which increased the financial problems. In 1893, the Naval Revolt began, which suspended traffic on certain stretches of the railroad, resulting in more costs to maintain the lines during the conflict. At the end of 1894, Além Paraíba suffered a cholera epidemic, which had already spread throughout

874-536: The following year; in March the railroad started to be built. Along with the expansion of coffee production, government subsidies were one of the factors that stimulated the investment. The first stretch was inaugurated on October 8, 1874, in the presence of Pedro II and civil and ecclesiastical authorities and had three stations: São José ( São José d'Além Parahyba ), at kilometer 3, Pântano (now Antônio Carlos ), at kilometer 12, and Volta Grande , at kilometer 27. Later,

912-479: The implementation of the new policy, as well as to determine the responsibilities of the federal and state governments in case of intervention in the transaction. The negotiation only proceeded on March 29, 1897, when the representatives of the English creditors arrived. They argued that the agreement was not advantageous, as the company had already acquired a reputation for defaulting on its debts. In their opinion, it

950-569: The liquidation of the Ferrovia Paulista S.A. (FEPASA) began as a merger to the RFFSA, and then as an auction in the form of a concession for 20 years. Ferroban was the winner, which has an option to renew the 20-year concession. However, the control was split between América Latina Logística and Brasil Ferrovias. On December 17, 1999, the liquidation of the RFFSA began by the General Meeting of Shareholders. By May 31, 2007,

988-493: The liquidation was complete, becoming Brazilian Federal Law #11.483. From the first appearance of diesel locomotives in 1957 to the adoption of the SIGO System in 1983, the standard colors of the RFFSA were Cadmium Red accented with two Lemon yellow stripes and black undercarriage. Depending on the RFFSA subsidiary that existed, the lower stripe was widened to accommodate the subsidiary's reporting marks. From 1983 until 1996,

1026-618: The new demand. The building, which would also house the British embassy, was designed by Robert Prentice , a Scottish architect. On November 15, 1924, construction began, and on December 6, 1926, the Barão de Mauá Station was inaugurated in the presence of Artur Bernardes and the Minister of Transport and Public Works Francisco Sá. The name is a tribute to the pioneer of national rail transport and patron of Brazilian railroads. The station had

1064-405: The paint scheme known to railfans as "Fase II", it was short lived from 1993 to 1996. Although visibility increased from far distances with the yellow, it was flawed with easily becoming dirty after a few months. By late 1995 and into 1996, the RFFSA was heavily in debt to clean or paint a locomotive that most of the grime left the locomotives black. In contrast to Cavalieri's scheme being selected,

1102-423: The railroad systems. The organized private railroad companies will invest $ 2.1 billion within the 30-year concession as well as increase the volume of traffic, modernize, and expand their railroad systems. The main goal of privatizing the RFFSA and FEPASA was to end the financial and labor troubles of the railroads, mainly due to a lack of investment by Brazil from the 1980s and the 1990s. On December 9, 1999,

1140-501: The railroads: The following powers were given to the RFFSA from Law #6.171 in 1974 The twenty-two railways that composed the RFFSA were mostly nationalized by the Brazilian government which chose to merge them administratively. The following railways were: The following railroads were later merged into the RFFSA: Privatization was one of the alternatives for investments to return in railroads. The government of

1178-549: The residents of Leopoldina, who fought for the creation of a branch line to connect the city to Vista Alegre. Cataguases Station opened on July 2, 1877, and Leopoldina Station opened on July 31, 1877. Over the years, the railroad expanded and acquired smaller companies (the Sumidouro and Pirapetinga branches and the Cantagalo Railway) in order to eliminate competition and establish its hegemony. Despite its growth,

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1216-498: The states of Minas Gerais, Espírito Santo and Rio de Janeiro. However, the Companhia Geral declared bankruptcy in 1892. In the same year, the Empresa Industrial de Melhoramentos no Brasil assumed office under the promise of fixing the railroad's problems. At the time, Leopoldina's rail circuit was very disconnected, with many junctions and branches in bad condition. In addition, there was a lack of rolling stock to serve

1254-559: The tracks of the Dom Pedro II Railway ended. Imperial Decree No. 4.914 of March 27, 1872 allowed engineer Antônio Paulo de Mello Barreto to organize a company to build the railroad. On June 5, 1892, the Companhia Estrada de Ferro Leopoldina was authorized to operate in Brazil under Decree No. 4,976. The studies for a 38-kilometer stretch began with engineer João Gomes do Val on October 10 and were approved in February of

1292-405: The winning design was selected from the contest, an actual GT22CUM-1 would receive the paint scheme. On December 6, 1993, Paulo H. S. Cavalieri from Juiz de Fora was declared the winner of the new paint scheme out of 97 participants. Cavalieri was not the first-place winner but was third. RFFSA President Renato Almeida chose Cavalieri's Ash Grey and Lemon Yellow design based on the factors of

1330-399: The workshops of Ponta Grossa with Cavalieri's modified scheme. The locomotive was named Curitiba in honor of the city where the new paint scheme was put into effect on March 1, 1994. Shortly after the 4605-4L was released, any locomotive scheduled for maintenance was to receive the new scheme. Depending on various reasons from the workshops, the locomotives are permitted to be named. With

1368-765: Was dissolved. In 1996, during the privatization of RFFSA, the lines were transferred under concession to Ferrovia Centro Atlântica (FCA), which was acquired by Vale and incorporated into VLI Multimodal S.A. Nearly 2,000 kilometers of railway network were deactivated, remaining 1,469 kilometers where the Campos Operating Division (CSP-3) transports oil products ( Duque de Caxias - Macaé and Campos dos Goytacazes), steel products (Vitória - Volta Redonda ; Minas Gerais - Rio de Janeiro), cement (Minas Gerais - Rio de Janeiro), sugar and alcohol ( Campos dos Goytacazes - Rio de Janeiro), limestone ( Cachoeiro de Itapemirim - Vitória) and oil exploration equipment on

1406-496: Was more appropriate to create an English limited company that would liquidate the firm and take over its assets. On April 3, 1897, the proposal was approved and, on December 16, 1897, The Leopoldina Railway Company Limited, authorized to operate in Brazil by Decree No. 2797 of January 14, 1898, was created in London. The new administration restructured and modernized the system by building new lines and acquiring 38 small railroads in

1444-425: Was revitalized with the acquisition of new diesel-electric and self-propelled locomotives, carbon steel passenger cars and wagons, and the track was renovated. After 1965 there was a progressive decline with the suppression of several "uneconomical" branches, including the rack-and-pinion lines. Allied to financial crises and the government's neglect of its preservation, maintenance and recovery, The Leopoldina Railway

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