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HomeThe End That Never Came
The End That Never Came
In this module we present how the gradual process took place towards the end of the passenger train and the closure of stations and lines that made up the railway network. Also understanding how the process of losing the train was like for the community of São João, which already recognized Maria Fumaça as part of its history.​

MODES OF TRANSPORT

The introduction of railways and steam locomotives was a milestone in 19th-century Brazil, representing a leap in technological innovation. However, the machinery used on the narrow-gauge tracks was not effectively updated over time. Workshops took on the task of repairing what was broken and making adaptations as necessary—for instance, switching from wood-burning to BPF oil furnaces when wood could no longer meet the energy needs of the railway. While the railway system expanded its functions and aimed to reach further into the interior, other modes of transportation began to emerge. By the mid-20th century, railways were gradually replaced by road transport for passengers and freight, which was intentionally promoted as roads offered a quicker, cheaper alternative. Thus, railways slowly receded from their prominent role in transportation.

The Afterlives

The narrow gauge section was on its last breaths for several years. In particular, the railway model for passenger transport was not profitable enough to justify the necessary investments for maintenance and updates. Decisions in railway management, such as the return of Minas Rail Network to the Union, reflect political objectives that changed in different contexts. Consequently, the 0.76-meter gauge experienced periods where it served specific, limited functions, granting it a temporary reprieve. For example, the construction of Brasília in the 1950s led to significant dislocation of labor and supplies, including cement to the central region of the country. Additionally, the construction of Itaipu Hydroelectric Plant in 1984 marked the final use of the narrow gauge for transporting cement from Barroso to the construction site.

The Dismantling of the Railway

The Brazilian railway network had faced closure threats for many years. By the 1970s, before dismantling reached São João del-Rei, several sections and stations had already been shut down. In 1966, the narrow-gauge branches to Águas Santas and Barbacena were closed. The dismantling process was gradual: initially, the line ceased operations to certain stations, reducing the number of trains. Employees were gradually retired, starting with the longest serving. This sharply reduced the number of railway workers. Subsequently, station operations and the line itself gradually deteriorated until it was announced that the train would no longer pass through. In 1983, the line connecting São João del-Rei to Aureliano Mourão via Avenida Leite de Castro was entirely removed, leaving a void and raising questions about the future of the train.

"We started to notice that they weren't putting us to work. The first thing they did was to get rid of the railway workers, not of the train itself. These were true railroaders, born and raised on the railway. We saw this when there was no replenishment of labor and outsourcing started, leading to privatization. It's a whole different sense of responsibility. There's no attachment to the trains, no love, no passion. Nothing at all."

Recounting by Francisco Marques, retired mechanic supervisor

"In the mid-1980s, we organized a train trip to Aureliano Mourão with many families and friends. It was one of the last journeys the passenger train made to Aureliano Mourão. The atmosphere was festive; everyone got off at the final station for a community picnic, involving children and adults alike. On the way back, Dona Yeda Alvarenga, my mother-in-law, was humorously crowned 'Miss Train.' We performed a little ceremony and presented her with a symbolic sash. She has since passed away, but at that time, she was already an elderly woman. It was a joyous occasion, unfortunately, we have no photos of that 'trip'."

Recounting by Maria Marcia Silva, retired public servant and local resident.

Dismantled Network, Threatened Yard

As the railway network was gradually dismantled, train operations continued only to Antônio Carlos station and later, only to Tiradentes. The railway complex and the active section faced closure threats for years, with rumors that the railway yard would be demolished to make way for a new bus station for the city. However, thanks to community advocacy and mobilization, IPHAN completed its heritage listing in 1986, ensuring some maintenance of the area. Despite this, the risk of deactivating the Tiradentes section persisted for years, and when RFSSA was included in the National Privatization Plan in 1992, the future of São João's train operations became uncertain again.

"It was very sad... I remember the tracks by Leite de Castro. I was just a child, and crossing the Ponte dos Cachorros in the Vila Nossa Senhora neighborhood to see the train was quite an adventure. Later, I watched people dismantling the track, but I didn't fully understand what was happening, even though I was about eleven or twelve at the time. They were removing the tracks, and people said that the train would never pass there again. It was a profoundly sad moment."

Recounting by Alexandre Campos, traction inspector and train driver

"The news that it was coming to an end came slowly; railway workers talked about it, and newspapers reported it. We organized numerous campaigns with schools and community groups. Many organizations, including the History and Geography Institute, the Academy of Letters, and the Conservatory, got involved. We would gather in front of the railway when there were threats to discontinue the train service."

Recounting by Maria Marcia Silva , retired teacher and local resident.

IS THIS THE END?
Jornal da Tarde Newspaper, September 10, 1983. By: Julio Moreno. Gustavo Zenquini's personal collection

SÃO JOÃO DEL-REI DOES RESISTS DEACTIVATION OF TRAINS
Estado de Minas Newspaper, Orlando Barros, May 6, 1983. Fernando Flores’s personal collection.

MARIA-FUMAÇA CAN'T GO AWAY
Author unknown, 1983. Eleandro Moreira’s personal collection.

REMOVAL OF TRACKS ON LEITE DE CASTRO AVENUE.
Benito Mussolini, 1984. Lucas Alexandre's personal collection.

DEMOLITION OF BRIDGE FOR CONSTRUCTION OF PAULO FREITAS BRIDGE
Author unknown, 1984. Gustavo Zenquini's personal collection.

SÃO JOÃO DEL-REI ROUNDHOUSE
Author unknown, 1970. Gustavo Zenquini's personal collection.

LOCOMOTIVE 42 AT ROUNDHOUSE DOOR
James Waite, 1977. Welber Santos’s personal collection.

POEM TO THE SÃO JOÃO STATION
Regina Resende and Mário M. Quadros, date unknown. Gustavo Zenquini's personal collection.

End of the Line Travelers

During the 1960s, Brazil's railway segments were already struggling due to the shift towards road transportation. As train services dwindled and stations closed, the railways gradually ceded ground to cars, buses, and trucks. Amidst this decline, the looming extinction of the steam locomotive attracted photographers, researchers, and enthusiasts from around the world to São João del-Rei. They came as "End of the Line Travelers," eager to document and study the iconic steam engines that, despite decades of operation and minimal updates, were renowned for their unique characteristics.

LOCOMOTIVE IN THE SÃO JOÃO DEL-REI PLATFORM
Ron Ziel, 1970's. Welber Santos's personal collection.

LOCOMOTIVE 37 IN THE TURNTABLE
Ron Ziel, 1970's. Welber Santos's personal collection.

LOCOMOTIVE 39 IN THE SÃO JOÃO DEL-REI PLATFORM
Ron Ziel, 1970's. Welber Santos's personal collection.

LOCOMOTIVES IN THE ROUNDHOUSE
Ron Ziel, 1970's. Welber Santos's personal collection.

EXIT TO THE AVENIDA LEITE DE CASTRO
Herbert Graf, 1979. Welber Santos’s personal collection.

LOCOMOTIVE 42 IN FRONT OF THE ROUNDHOUSE
Herbert Graf, 1979. Welber Santos’s personal collection.

LOCOMOTIVE IN THE WORKSHOP
Herbert Graf, 1979. Welber Santos’s personal collection.

SÃO JOÃO DEL-REI'S RAILWAY YARD
Herbert Graf, 1979. Welber Santos’s personal collection.

LOCOMOTIVE 120
Ramiro Nascimento, 1981. Welber Santos’s personal collection.

LOCOMOTIVE 37
Herbert Graf, 1979. Welber Santos’s personal collection.

AVENIDA LEITE DE CASTRO
Ramiro Nascimento, 1981. Welber Santos’s personal collection.

SÃO JOÃO DEL-REI STATION
Ramiro Nascimento, 1981. Welber Santos’s personal collection.

Railwaymen’s Square
Ramiro Nascimento, 1981. Welber Santos’s personal collection.

LOCOMOTIVE 42 AND 60 IN THE YARD
Mario Arruda, 1983. Welber Santos’s personal collection.

EXIT OF THE RAILWAY COMPLEX
Mario Arruda, 1983. Welber Santos’s personal collection.

WAGON IN THE YARD
Mario Arruda, 1983. Welber Santos’s personal collection.

LOCOMOTIVE 21
Mario Arruda, july of 1982. Welber Santos’s personal collection.

LOCOMOTIVE 58 NEXT TO THE WORKSHOPS
Jim Livesey, 1976. Welber Santos’s personal collection.

LOCOMOTIVE 62 IN THE PLATFORM
Jim Livesey, 1976. Welber Santos’s personal collection.

LOCOMOTIVE 69 AT THE TURNTABLE
Jim Livesey, 1976. Welber Santos’s personal collection.

LOCOMOTIVE NEAR THE RIVER
Jim Livesey, 1976. Welber Santos’s personal collection.

WAGONS IN THE PLATAFORM
Guido Motta, 1974. Welber Santos’s personal collection.

LOCOMOTIVE 21 IN THE PLATFORM
Christopher Beyer, 1989. Welber Santos's personal collection.

LOCOMOTIVE 42
Christopher Beyer, 1989. Welber Santos's personal collection.

LOCOMOTIVE 37 IN THE RAILROAD YARD
Walter Serralheiro, 1978. Welber Santos’s personal collection.

LOCOMOTIVE 38 IN BARROSO
James Waite, september 1977. Welber Santos’s personal collection.

WAGON INSIDE THE ROUNDHOUSE
Christopher Beyer, 1989. Welber Santos's personal collection.

LOCOMOTIVE 40 NEAR THE WORKSHOPS
Ramiro Nascimento, 1981. Welber Santos’s personal collection.

RAILWAY WORKERS WITH LOCOMOTIVE 41
Guido Motta, 1972. Welber Santos’s personal collection.

LOCOMOTIVES 41 AND 66
Guido Motta, 1974. Welber Santos’s personal collection.

LOCOMOTIVE 42 AT ROUNDHOUSE DOOR
James Waite, september 1977. Welber Santos’s personal collection.

MAN NEAR A LOCOMOTIVE
Walter Serralheiro, 1978. Welber Santos’s personal collection.

LOCOMOTIVE 43 FUELING IN THE WATER TANK
Walter Serralheiro, 1978. Welber Santos’s personal collection.

LOCOMOTIVE IN THE RAILS
Walter Serralheiro, 1978. Welber Santos’s personal collection.

RAILWAY WORKER FUELING A LOCOMOTIVE
Walter Serralheiro, 1978. Welber Santos’s personal collection.

RAILWAY WORKERS AND LOCOMOTIVE NUMBER 66
Guido Motta, 1974. Welber Santos’s personal collection.

LOCOMOTIVE 66 BY THE WATER TANK
Guido Motta, 1974. Welber Santos’s personal collection.

LOCOMOTIVE AT NIGHT
James Waite, september 1977. Welber Santos’s personal collection.

LOCOMOTIVE IN THE TURNTABLE
James Waite, september 1977. Welber Santos’s personal collection.

LOCOMOTIVE 40 IN THE ANTÔNIO CARLOS STATION
Rainhard Gumbert, unknown date. Welber Santos's personal collection.

LOCOMOTIVE IN COQUEIROS STATION
Rainhard Gumbert, unknown date. Welber Santos's personal collection.

LOCOMOTIVE 62 IN IBITURUA STATION
Rainhard Gumbert, unknown date. Welber Santos's personal collection.

LOCOMOTIVES IN IBITURUNA STATION
Rainhard Gumbert, unknown date. Welber Santos's personal collection.

LOCOMOTIVE 55 IN AVENIDA LEITE DE CASTRO
Jim Livesey, 1976. Welber Santos’s personal collection.

LOCOMOTIVES IN AURELIANO MOURÃO STATION
Rainhard Gumbert, unknown date. Welber Santos's personal collection.

ROUNDHOUSE
Christopher Beyer, 1989. Welber Santos's personal collection.

LOCOMOTIVE 21 IN THE PLATFORM
James Waite, september 1977. Welber Santos’s personal collection.

RAILWAY WORK IN THE TRACKS
Christopher Beyer, 1989. Welber Santos's personal collection.

RAILWAY WORKER WITH LOCOMOTIVE NUMBER 55
Jeffrey Stebbins, 1977. Welber Santos’s personal collection.

RAILWAY WORKERS AND LOCOMOTIVE 55
Jeffrey Stebbins, 1977. Welber Santos’s personal collection.

LOCOMOTIVE 55 IN THE WATER TANK
Jeffrey Stebbins, 1977. Welber Santos’s personal collection.

LOCOMOTIVE 55 RELEASING STEAM
Jeffrey Stebbins, 1977. Welber Santos’s personal collection.

LOCOMOTIVE 55 PARKED IN THE STATION
Jeffrey Stebbins, 1977. Welber Santos’s personal collection.

The Second-to-Last Train

"In October 1983, roughly a year and a half after the trains had ceased running and before the tracks were removed, we went to Aureliano Mourão to retrieve these wagons, including station equipment. We went specifically to collect these and other items there. We brought along a large wagon from the standard gauge as well. We needed many people because the state of the line was uncertain—we didn't know if bridges were intact or if areas were fenced off... We started with locomotive 68, and later, we used 66 for the Antônio Carlos route, which had also been decommissioned. The journey took us a week as we had to periodically stop, inspect bridges, and proceed. We used locomotive 68 to pull 66, along with other wagons carrying personnel."

Recounting by Moacir Silveira, retired train driver

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