Complementarity and symbolization: Mozambique ports, railways and transport administration and Beira central station

URBAN URBAN URBAN URBAN 2019 CONFERENCE PROCEEDINGS Hamlin Cox In Memoriam 11.5.2001 - 10.6.2020 The iNTA 2019 Conference Committee acknowledges the Traditional Owners of Country on which the Urban Tropicality Conference is held, the Jagera and Turrbul peoples, and recognise their continuing connection to land, waters and culture. We pay respect to their Elders past and present. 1 Table of Contents About the International Network of Tropical Architecture (iNTA) 4 Reflections on the Urban Tropicality iNTA Conference 5 Keynote Speakers 6 Historic Urban Landscapes: Panelists 16 Historic Urban Landscapes: Panel Discussion 19 Tours 22 Green Urbanism & Infrastructure Introductory Essay Nature, City-Making, and the Built Environment: Green Infrastructure Strategies NANCY M. CLARK 24 Early stage design decision-making informed by a wind performance design space LING BAN LIANG 27 Spatial Form for Intensive Urban Greenery in Singapore MAMIKO FUJIYAMA, TOSHIKAZU ISHIDA 41 BIM-Based Assessment Framework for Sustainable Buildings in Subtropics FATMA HASANAIN, NAWARI O. NAWARI 56 Green Infrastructure as a Solution to Hydrological Problems: JERRY LEE, VANDANA BAWEJA 73 Green Urban Planning towards Bangkok Master Plan on Climate Change 2013-2023 PATTARANAN TAKKANON 90 Evaluations of different CFD porosity models on imitating wind flow through tree canopy in tropical context YEHEZKIEL WILIARDY, LING BAN LIANG 99 Historic Urban Landscapes Introductory Essay HUL: Managing the physical and social transformation of urban centres PATRICIA GREEN 119 Culture beyond Disaster LEAH M. PUNONGBAYAN-DELA ROSA 122 2 Paramaribo Historic Urban Landscape Case Study: PATRICIA E. GREEN 139 Cooling in the Tropics PEDRO GUEDES 158 Vuvus’ place at home: a study on female Payuan indigenous’ spatial memories in the Southern Taiwan* HSIN-YIN HUANG 173 Learning from the past? FERDINAND OSWALD 187 A boulevard in the tropics: FERNANDO PIRES 202 Tropical Modernism Introductory Essay “Modern Tropicality” ELIZABETH MUSGRAVE 217 Tropical Architecture PAUL CHRISMAS, MARK TENDYS & COURTNEY ROGERS 220 Luanda and the buildings that respond to the Weather along of several centuries MARIA ALICE CORREIA, OSVALDO FORTES, FEUDER CAETANO, CÉLIA VAN-DÚNEM, KHAINA FERREIRA & DANIEL CASSOMA 236 Tropical Travails JOSS KIELY 248 Sub-tropical Modernism, Featurism and Building Innovation MARISSA LINDQUIST, PAUL SANDERS 259 Making Modernism Hawaiian: Rebuilding Laupahoēhoē School After a Tsunami LAURA MCGUIRE 279 Complementarity and Symbolization: ELISIÁRIO MIRANDA 292 The Tropic as as topic and a problem JOSÉ ROSAS VERA, IVÁN GONZÁLEZ VISO 306 3 Cities in the Sun… and the Mullet Run PAUL TROTTER, PAUL SANDERS 323 Urban Tropicality Introductory Essay Urban Tropicality: The significance of sound principles for tropical planning and design ROSEMARY KENNEDY 338 Camp ABDON DANTAS 343 “Contemporary” Hearth PANCAWATI DEWI 357 The Anonymity of Buildings by Energy Consumption, and Climate and Topography Denial RUSSELL HALL 368 Tenure Security and Housing Quality as Drivers of Energy Justice in Slums: MARK L G JONES 378 Same Rules Different Outcome ROSEMARY KENNEDY 399 The Ecology of (Sub)tropical Residential Architecture in Urban Vietnam and Australia SILVIA MICHELI 412 Future Vernaculars JAMES MILLER, SUN XIAONUAN, & MATTHEW BUNZA 426 Hurricane Maria in Puerto Rico ALEXA ROJAS, VANDANA BAWEJA 442 Kiribati Today TEUEA TEBAU 452 Tale of Two Passive Buildings: MARCI WEBSTER-MANNISON 466 University of Queensland Participant List 481 University of Florida Participant List 483 Acknowledgements 490 292 Complementarity and Symbolization: Mozambique Ports, Railways and Transport Administration and Beira Central Station ELISIÁRIO MIRANDA School of Architecture of the University of Minho, Guimarães, Portugal / Lab2PT [email protected] The present abstract proposes a systematization of the public transport system in Mozambique in the late colonial era, circa 1970, and a critical analysis into one of its major architectonic infrastructural buildings, the Beira Central Station, inaugurated in 1966. The state owned Mozambique Ports, Railways and Transport Administration was created on July 1929, on the initiative of the Governor-General, Lieutenant-Colonel José Cabral, and of its first director, major engineer Francisco Pinto Teixeira. Its immediate mission was to unify in a single provincial organism a number of services previously autonomous, relating to the exploration, construction and administration of the ports and railways of the former Portuguese overseas province. The objective expressed in the legal diploma was to serve the Mozambican economy by putting together “a vast and complex organization that includes, in its most diverse and multiple ways of serving the community interests, transportation by rail, road and air and the unified administration of the ports, foreheads of natural penetration in the hinterland, to serve the development of the province and the economy of the neighbouring countries.” The Beira Railway Line, one of the main railway lines of the former province, connected the port of Beira with the Rhodesian (present day Zimbabwean) railway system and, through it, with the central Africa railway network. The terminal building of this railway line and its articulation node with the city port facilities, the Beira Central Station, was designed according to the forms and principles of the Modern Movement architecture of the post war era. An iconic building in the provincial and metropolitan contexts, it symbolically stated the colonial regime values of modernity, development and permanence. 293 Mozambique Ports, Railways and Transport Administration The state owned Mozambique Ports, Railways and Transport Administration was created on July 1929, on the initiative of the Governor-General, LieutenantColonel José Cabral, and of its first director, Major engineer Francisco Pinto Teixeira. Its immediate mission was to unify in a sole provincial organism a number of services previously autonomous, relating to the exploration, construction and administration of the ports and railways of the former Portuguese overseas province: the administrations of the ports and railways of Lourenço Marques (present day Maputo), Inhambane and Mozambique and also the railway of Quelimane. The objective expressed in the legal diploma of its creation was to serve the Mozambican economy by putting together “a vast and complex organization that includes, in its most diverse and multiple ways of serving the community interests, transportation by rail, road and air and the unified administration of the ports, foreheads of natural penetration in the hinterland, to serve the development of the province and the economy of the neighbouring countries”. Under the supervision of the Administration the road motor transport was organized in January 1930 and the Department of Air Transport of Mozambique (DETA) was created in August 1936. For about forty years, until the end of the colonial period, the transportation network in Mozambique was coordinated and administrated by a single entity, organized according to a structure of complementary systems: Ports – Railways – Road Motor Services – Airlines. Fig. 1 – Originally the headquarter of Lourenço Marques Port and Railway Administration, later of Mozambique Ports, Railways and Transport Administration and presently of Mozambique Railways, the Maputo Railway Station main body was inaugurated in 1916 according to a project by architect Ferreira da Costa (CFM Museum, Maputo) Ports in Mozambique served as hubs between the maritime transport and the railway penetration system within the province and in neighbouring countries of southern and central Africa: South Africa, Swaziland, Rhodesia (now Zimbabwe) and Nyasaland (later Malawi). This general network was subdivided into international ports – Lourenço Marques, Beira and Nacala -, and regional ports - Inhambane, Quelimane, Porto Amélia (presently Pemba) and Mocímboa da Praia (Fig. 2). Other smaller ports were managed by local councils such as Vilanculos, Pebane, Chinde, Mozambique, António Enes (presently Angoche), Moma, etc. 294 Fig. 2 - Transportation network in Mozambique: ports and railways Railways in Mozambique constituted a discontinuous network of three autonomous systems perpendicular to the coast of the Indian Ocean, communicating only through circulation on the railway networks of the neighbouring countries: • Northern system - Mozambique Line, from the port of Nacala to Vila Cabral (current Lichinga), including the Lumbo branch line, and the line from Nova Freixo to Entre-Lagos, connecting with Malawi railway network; • Centre system – Beira Railway, from the port of Beira to Machipanda, connecting with Rhodesia railway network, Trans-Zambézia Railway, from Dondo to Sena connecting with Malawi railway network and including Inhamitanga branch line, Tete Railway, from Dona Ana to Moatize, and the isolated Quelimane Line, from the port of Quelimane to Mocuba; • Southern system - Ressano Garcia Line, from the port of Lourenço Marques to Ressano Garcia connecting with South Africa railway network, Goba Line, from Machava to Swaziland, including Salamanga and Xinavane branch lines, Limpopo Line, from Lourenço Marques to Malvérnia (now Chicualacuala), connecting with Rhodesia railway network, and the isolated Gaza Line, from João Belo to Marão and Chicomo, and Inhambane Line, from the port of Inhambane to Inharrime. It was an objective of the Administration to bring these systems together by the progressive expansion of the existing rail roads. This was never achieved during the colonial period, but it´s still a goal of present day Mozambique (Fig. 2). Road motor services for passenger and goods complemented the rail system, linking small towns with the nearest railway stations and allowing their products to be shipped through the coastal ports. This discontinuous network was composed of regular and accidental careers, the latter occurring at the time of harvest to drain the various agricultural products. This network was complemented by private companies, which served the locations that the Administration road motor services didn’t reach. The general road transport system was in turn subdivided into four autonomous regular career networks, two of which coincided at Blantyre, in neighbouring Malawi: Mozambique network, Quelimane network, Tete network and Inhambane and Gaza network (Fig. 3). 295 Fig. 3 - Transportation network in Mozambique: road motor services and airlines Airlines ensured fast transportation of people and goods with the regular domestic and international careers of DETA, Mozambique Airline. The air routes covered the main provincial locations - Lourenço Marques, Inhambane, Vilanculos, Beira, Quelimane, Tete, Vila Coutinho (presently Ulongué), Vila Cabral, Nova Freixo (now Cuamba), Nampula, Nacala, António Enes, Porto Amélia (current Pemba) and Mocímboa da Praia - and the major cities in the neighbouring countries – Johannesburg and Durban in South Africa, Manzini in Swaziland, Salisbury (todays’ Harare) in Rhodesia and Blantyre in Malawi. The remaining locations in the province were served by about ten private air taxi companies. Flights between Lisbon and Lourenço Marques or Beira were a monopoly of TAP, Portuguese Airlines (Fig. 3). Beira Central Station As we have noticed, Beira Central Station, headquarter of Beira Railway and head of the centre system of the Mozambican railways, connected the city and its seaport with the African hinterland through three railroad lines that had their terminus here (Fig. 2). They connected directly the port of Beira with Rhodesia and Malawi and, indirectly, through the Central African railways network, with South Africa, Botswana, Zambia, Congo and, via the Benguela Railway, with the port of Lobito, in Angola. The Beira Railway line was built between 1892 and February 4, 1898, by Beira Railway Company, Limited, and the Beira Junction Railway Company, both subsidiary companies of Cecil Rhodes’ British South Africa Company. This railway line, with twofoot gauge, was later enlarged to 3,65-foot gauge, an enterprise inaugurated July 10, 1900. With the extension of 339 km it connected the city of Beira with Umtali (now Mutare), 6 km past the Rhodesian border. Following the end of the concession of the territories of Manica and Sofala to the Companhia de Moçambique (1892-1942) and its transfer to the direct administration of the Portuguese State, the Port of Beira and the Beira Railway were purchased by the General Government of the former Portuguese province on January 1 and April 1, 1949 – with the effective control of the latter starting on October 1. The management of both infrastructures was attributed to the Mozambique Ports, Railways and Transport Administration, that undertook a 302 Fig. 13 – Beira Central Station, Administration Block (Elisiário Miranda, 2009) Industrial building systems and standard materials were used on the construction of the station. Due to the unstable nature of the terrain the building was based upon piles on the muddy ground. The main structure was composed of pillars, beams and arches of concrete, flat or curved slabs of solid concrete or Rosacometa hollow elements. The roofing vault of the atrium body was supported by seven parabolic and inverted concrete arches. The slab covering the entrance porch was suspended by steel rods from the parabolic arches. Fig. 14 – Beira Central Station, command building in platforms area (Elisiário Miranda, 2009) The protection and adaptation of the station complex to the tropical climate conditions relied on rigorous analysis of the best building layout in relation to the sun and prevailing winds and on the use of appropriate building mechanisms and systems. The office spaces of the administration building were disposed along the northeast elevation, therefore protecting the southwest glazed hallways from the sunset horizontal light by adjustable brise-soleil (Fig. 13), a solution also used on the northwest elevation of the ground floor restaurant. The exterior openings of the work spaces, located on the northwest side of the administration building, were protected from the north vertical sunlight by receding the glazed surfaces from the facade plan. In the platforms area the ceiling slabs of the command building were shaded by Catalan vaults (Fig. 14). 303 Fig. 15 – Beira Central Station, water puddle and sculpture (Elisiário Miranda, 2009) The Central Station complex holds a significant repertoire of principles and forms characteristic of the architecture of the Modern Movement from the post-war era: scientific design methodologies, isolated volumes display, form and function interrelation, asymmetrical composition, open ground floors, pilotis, free plan, ribbon windows, sunshades, sculptural plasticity, industrial constructive systems, standard materials, parabolic and Catalan vaults, inverted roofs, prefabricated modular grids, ceramic murals, art works integration (Gesamtkunstwerk), etc. This latter topic is present in the sculpture on the water puddle by sculptor Maria Alice Mealha (b.1925) (Fig. 15), or in the numerous decorative panels and tapestries made of ceramic or glass mosaics cladding floors and walls, namely the mural at the base wall of the entrance hall, by ceramicist Jorge Garizo do Carmo (1927-1997) (Fig. 16). Fig. 16 – Beira Central Station, entrance from João Resende Street (Elisiário Miranda, 2009) The building of a railway complex with the scale of Beira Railway Station constituted a statement of the major economic role of Mozambique Ports, Railways and Transport Administration, namely the Port of Beira and the Beira Railway, at regional, national and continental scope (Fig. 16). The opening ceremony of the complex celebrated the 17th anniversary of the handing of the effective control of Beira Railway to the Administration. It was part of a major program that also included the opening of other railway undertakings: Munhava Goods Station, 155 houses for railwaymen in Manga, Dondo, Gondola, Vila Pery (now Chimoio), Vila Machado (current Nhamatanda), Manica and Machipanda, and inauguration of the new Vila Pery train station, a project also designed by Paulo de Melo Sampaio. 304 Fig. 16 – Mozambique Ports, Railways and Transport Administration Bulletin, June and October 1966, June 1967, September 1970 and April 1972 (CFM Museum, Maputo) The opening of Beira Railway Station, a monumental ex libris of city and province, celebrated another major event: the 40th anniversary of the National Revolution, the foundational event of the fascist dictatorship of the Estado Novo regime that ruled Portugal between 1926 and 1974 (Fig. 17). It was an involuntary vehicle for the propaganda of modernity, progress and permanence proclaimed by the colonial policy of the Portuguese Government of the post-war era. At colonial times represented the encounter of two opposing utopias: the humanist principles, methods and forms of the architecture of the Modern Movement and the identity envision of a multi-continental, multi-cultural and multi-racial nation of the Estado Novo regime. Fig. 17 – Commemorative stamp of the 40th anniversary of the National Revolution (Mozambique Ports, Railways and Transport Administration Bulletin, October 1966, p. 29, CFM Museum, Maputo) Presently, the building remains in a reasonable state of conservation, without interventions that could have substantially altered its original physiognomy. However, it needs a systematic survey of the damage caused by more than 50 years of continuous use without major maintenance works, which are especially urgent due to the consequences of the recent Cyclone Idai. The complex continues to perform its original functions, despite the low activity of the railway station: five passenger trains per week and a daily train of mineral freight. The administration block is still fully functional, private companies and railway administration services occupying its work spaces. On June 17, 2019, the Getty Foundation announced, as part of its Keeping It Modern initiative, the attribution of 10 architectural conservation grants dedicated to significant buildings of the 20th century. Beira Central Station is one of them. 305 Bibliography Boletim Geral das Colónias / Boletim Geral do Ultramar, Lisboa, several issues Boletim dos Portos, Caminhos de Ferro e Transportes de Moçambique, Lourenço Marques, several issues Diário de Moçambique. Beira, several issues ESTEVES, J. M.; TAVARES, J. F. C. (coord.), 100 obras da engenharia portuguesa no mundo no século XX, Lisboa, Ordem dos Engenheiros, 2003 FERNANDES, J. M., Geração Africana: Arquitectura e Urbanismo na África Portuguesa, Lisboa, Livros Horizonte, 2002 Gazeta dos Caminhos de Ferro, Revista Mensal de Transportes, Divulgação e Turismo, Lisboa, several issues LIMA, A. P., História dos caminhos de ferro de Moçambique, Lourenço Marques, Edição da Administração dos Portos, Caminhos de Ferro e Transportes de Moçambique, 1971 MAGALHÃES, A.; MIRANDA, E-, Beira Railway Station: Maturity and Criticism of the Modern Movement in Mozambique, in TOSTÕES, A. (ed.), Modern Architecture in Africa: Angola and Mozambique, Lisbon, ICIST-Técnico, 2013 MIRANDA, E., Liberdade & ortodoxia: Infraestruturas de arquitetura moderna em Moçambique (1951-1964), Guimarães, 2013, phd thesis Notícias: Diário da manhã, Lourenço Marques [etc.], several issues Portos e Caminhos de Ferro: Revista trimestral da Direcção Nacional dos Portos e Caminhos de Ferro, Maputo, several issues Portos e Transportes de Moçambique, Lourenço Marques, Direção dos Serviços dos Portos, Caminhos de Ferro e Transportes – Seção de Publicidade, 1971 SOPA, António; MIRANDA, E.; FERNANDES, J. M., Railway Station, in MATTOSO, J., Barata, F. T.; FERNANDES, J. M., (coord.), Portuguese Heritage Around the World, architecture and urbanism: Africa, Red Sea, Persian Gulf. Lisbon, Calouste Gulbenkian Foundation, 2012, vol. 2, p. 520, 522 Xitimela: Publicação Semestral dos Portos e Caminhos de Ferro de Moçambique, E.P., Maputo, several issues 492 URBAN TROPICALITY Proceedings of the 7th International Network of Tropical Architecture (iNTA) The University of Queensland St Lucia, Brisbane, Australia 5-8 December, 2019 https://www.architecture.uq.edu.au/urban-tropicality Edited by Elizabeth Musgrave, Pedro Guedes, and Lara Rann. Published by The University of Queensland Library at UQ eSpace, the online repository of research and scholarly output at The University of Queensland and made available to users through UQ eSpace pursuant to a Creative Commons Attribution-NonCommercial CC BY-NC 4.0 License. Designed by Lara Rann. ISBN: 978-1-74272-326-6 Each paper in this conference proceedings has been blind refereed by members of a panel of academic peers appointed by the conference committee. Papers were matched, where possible, to referees in the same field and with similar interest as the authors. The conference committee wishes to thank the referees and authors for their cooperation and assistance in this process.