History Congonhas Airport (CGH)
30´s:
Airline
Airfield
Congonhas is Chosen
40´s:
Construction
50 and 60´s:
Expansion
Passenger Terminal
Decade Apogee
New Reforms
70´s:
The Major Enhancements
Change Plans
80´s:
A Decade of Great Change
90´s:
Renaissance
2000´s:
The Resume
Historic Preservation
Pavilion Authorities
Congonhas and Art
Lost Works
Bibliography
--------------------------------------------------------------------------------
30´s:
Airline (voltar)
Congonhas Airport was part of the development of the Brazilian commercial aviation. The first commercial flight took place on February 3, 1927, in Rio Grande do Sul, with the Dornier Wal flying boat, starting the operations of Air Traffic Riograndense (Varig). In 1931 created the Civil Aviation Department (CAD), which now regulate civil aviation service. Between 1932 and 1936, several airlines have been opened by the then Military Air Mail (in 1941 was renamed the National Air Mail), increasing the infrastructure for commercial and military aviation and internalization of communication routes in the country
Also in 1927 began the operation of Brazilian trade routes through the service of mail bags from German Condor Syndicat. The same year the Condor Syndicat Varig joined to form the Sindicato Condor, which led to the company Southern Cross, came to the country and the Compagnie Générale d `Entreprises Aéronautiques Latécoère later Aeropostal and Air France.
In 1929, it was the turn of the U.S. Pan American Airways and NYBRA settle in the country, the last of which joined the Pan American and became the Panair Brazil. In 1933 began operations Aerolloyd Iguassu (dissolved in 1939) and Air Traffic Sao Paulo SA (VASP), and, in 1934, the Luftschiffbau Zeppelin. In 1936 began to run the airline Deutsche Lufhtansa, linking Brazil to Europe. Two years later, the Italian Ala Littoria started operating in Portugal and in 1939 they established a Brazilian Air Navigation which began operating in 1941.
While commercial aviation was consolidated as a means of transport of passengers, the airline industry made significant progress. Come this time machines capable of flying at over 200 km per hour and autonomy to go to 1650 miles. The size of these aircraft required tracks with lengths exceeding 600 meters of concrete and pavement, which led to the establishment of camps little more modern and structured. In addition, the commercial airlines demanded a scheme of signaling and control with radio communication, as well as spaces to accommodate passenger traffic. Such demands would make the construction of an aerodrome land of new specialties of engineering the first quarter of the twentieth century.
Airfield (voltar)
Until the 1930s, virtually all the infrastructure for aviation in Brazil was water, for the landing of seaplanes. One of the few States having airport land was Rio Grande do Sul, Sao Paulo, the only public space to meet the aviation airport was the Field of Mars. Besides him there were only private airfields. But the Champ de Mars, who in 1935 had a trail of 1000 meters, some sheds and a wooden shed to load and unload passengers and cargo loading had a drawback. For its location, a plain near the River, the trail suffered constant flooding.
Moreover, the growing demand of air traffic and the technological changes of the aircraft required the construction of another airport. In 1935, by decree, the Government of Sao Paulo State was authorized to acquire the land needed to build a commercial airport in the capital. Several studies were conducted to define the airport grounds. Five areas were selected by the 3rd Section of the Board of Transportation, the Department of Transportation and Public Works of the State of Sao Paulo. Vila Congonhas, Brooklyn Paulista, Campo de Marte, Ibirapuera and Santo Amaro. The soil of the Campo de Marte, Santo Amaro and Ibirapuera were the first to be discarded. Interested in sales of land in Brooklyn Paulista and Vila Congonhas fought each with their own weapons to sell their land.
Companhia Brasileira d Modern Roads launched in 1936 the Memorial Project Justification Airport of Sao Paulo, which indicated that the floodplains of the Paulista Brooklyn, owned by Votorantim Factory as the best option among the areas of interest to the Department of Civil Aviation. Since the Highway SA had a higher interest in performing the works of the airport, because, while it was a draft of the runway, sold lots around the area Congonhas since the early 1930s. In November 1935, the company submitted to the governor Salles Oliveira detailed technical study of the area and then built a dirt track for 300 meters by 70 meters wide for testing, called Field Aviation Company Car Roads.
The airfield was used publicly, on a trial basis, the first time on April 12, 1936, as the invitation published in the newspaper O Estado de S. Paul. During the event, pilots tested the conditions laid down the track and signed a statement certifying that the good location for the new airport.
Congonhas is Chosen (voltar)
Known briefly as the field of VASP, from July 1936 with the construction of a new runway to land, the area began to receive the commercial airlines. In the same year the State Government acquired the land and began to administer it through the Department of Transportation and Works baptizing the Airport of Sao Paulo.
In the records of the time, there is a plan signed by the director of the Transportation Department, which shows the two land acquired by the state. The project prepared by the Highways, which failed to be tapped, included the establishment of four tracks of usable runway of 100 meters wide by 1200 meters long for the main, and up to 950 meters to less usable, 30 meters wide, paved, intersecting at approximate angles of 45 °.
The first study for a passenger station was conducted in 1937 by Prestes Maia to the Department of Transportation and Public Works, a year before the engineer to become mayor of São Paulo. However, it was a period of economic recession caused by the Second World War and the government.s priorities were different. Thus, the construction of the terminal was delayed and the project was finally terminated in 1943.
Despite the adversities, the airport has not stopped growing. O Estado de Sao Paulo invested in the expansion during the late 1930s and 1940s, to provide clues Congonhas long enough to meet the needs of air traffic safety.
In 1939, the Board of Transportation of the State of Sao Paulo asked the DAC to grant in favor of the State of São Paulo, for the operation of the airport. The aim was to regularize the situation of the state government before the federal government, which, by decree of 1932 established that the airports are maintained by the Union or by granting this, the States, municipalities and private firms, companies or national companies . However, this concession was not signed until 1946, because the request had been lost and only repeated in 1944. Finally, in July 1946, the Federal Government granted the State of Sao Paulo grant (effective for 25 years) for maintenance, equipping and operating the airport in its capital located in Congonhas.
Anos 40:
Construction (voltar)
In late 1940 work began on the three tracks under the new airport project, but only the main runway was completed, for technical studies proved to be sufficient to meet the demanding North American airport of the Civil Aviation Authority (CAA), a the most modern for its time. The track was completed in late 1950, but while at work, another provisional, was built. Years later she became the second parallel runway, maintained until today.
In addition, a small passenger station was built in the early 1940s. In the center of the building had a limited command tower which opened in 1945. The slab flat and round columns have demonstrated an acceptance of the Art Deco style. The simplicity of construction was justified: at the time the concern was to restrict the work of grading and paving of areas essential traffic services.
With the creation of the State Council of Civil Aviation in 1947, it was decided to build a new passenger terminal. Thus, the small station was demolished. The project was started in 1948 and began the wings, ie, the ends of two wings, north and south, toward the central body. The name of the airport was created by the DAC in honor of Viscount Congonhas Lucas Antonio Monteiro de Barros, first governor of the province of Sao Paulo (1824-1827) after the Emancipation Proclamation, and great majority owner of the land acquired for the implementation airport. Congonha The word is derived from the Tupi wi Goi, which means herb that sustains. It is used to set numerous bushes, whose leaves are used for teas, easily found at the river Paraopeba in Minas Gerais, which cuts Congonhas do Campo, the birthplace of Monteiro de Barros.
Anos 50 e 60:
Expansion (voltar)
The rapid and intense growth in air traffic at Congonhas made the state and federal governments have the firm intention to expand and give more quality to the airport. In 1947, we decided to build the passenger terminal and the project was detailed. The work of the Passenger Terminal dragged on for many years and, at times, paralyzed. As a result, there has been an enormous collection of photographs showing this evidence, which eventually contribute significantly to the recovery of plants.
The same architect did design changes dozens of times to accommodate new requests. He built it, took place finish in the structures demolished soon after it all, changing the face of the facade. In mid-1950 reports nearly all qualify as works practically completed to finish. Were initiated by the extreme wings of both sides and, as it were being completed, was opened and began to be used.
Two years later, the situation remained almost the same, only the new control tower, the hangar of VASP and some ancillary buildings were completed. At that time the station was demolished and the old Tower Command was transferred to the new building. In 1953, paving the courtyards of action had not been completed and generated discomfort and danger to passengers, due to the dust coming off the shares unpaved. It.s that time of the construction of a temporary restaurant to cater mainly to workers.
In 1954 opened the Pavilion Authorities, for loading and unloading of authorities. This flag survives in various arts. The following year saw the closing of the slopes, the apron, the taxi-ways, the links between lanes 1 and 2 and the three links between the court and the track 1, courtyard waiting at the heads 16-34, the taxi-ways sheds, paving of streets, parking, plaza, sidewalks and lighting.
The last part of the work of the Passenger Terminal to be built was the central body, which was the passenger station itself. The building was the connection of three parts: the national and international wings and the Tower of Command. This, to be built, required the demolition of the shed restaurant confirmed. In January 1955, the passenger terminal was officially opened to the public, although not fully completed.
Passenger Terminal (voltar)
Although the passenger terminal have suffered constant changes, the initial design did not change until its completion. Was kept almost all of the volumetric set consisting of a large central building consists of two people united in a semicircular façade facing his, and flat in facing the field. They involve another volume, higher, where is the control tower. At the extremes there are two extensions, one to the north and another to the South This reading continues today and is the visual identity of the Congonhas Airport.
The ground floor was designed to house the main movement of the station, ie the movement of embarkation and disembarkation of passengers were cleared by the counters of the airlines. In the same space were installed toilets, bar, table for the withdrawal of luggage and four large lifts, and two large staircases. Just above the ground floor, were installed shops, barber, florist, currency exchange, public telephone, telegraph, waiting room and terrace overlooking the courtyard of aircraft.
With an area of approximately 3870 meters square, the upper floor was designed to be one of the best centers of attraction of the city. To do so, provided the installation of a large restaurant, initially focused on the street this deck. However, there ma circular area with a terrace facing the courtyard of the airport which had great visibility, allowing convenient assessment of the movement of aircraft. This area became occupied by the restaurant, leaving the other to the ballroom. With the configuration, Congonhas has become a hub of entertainment between the years 1960 and 1970.
In addition to the station, the project provided a roof terrace, which would be installed a weather station connected to the control tower. In early versions, when the building has had only two floors, the terrace was communicating with the little beaches on two large staircases. Prainha was the name given by the São Paulo to two runways in the coverage of North and South wings From there, the public could watch the takeoffs and landings of aircraft.
The subsoil from the beginning was dedicated to storage of cargo in customs transit, the order of airlines and general warehouse management. At this site two tunnels were built to access the outside routes, one for the receipt and dispatch of cargo and one for passenger access to a docking bus. Moreover, the cabin housed overall distribution of electricity services to the airport and generators.
Decade Apogee (voltar)
Sao Paulo has grown in the first four decades of the twentieth century and reached the 1950 with an unprecedented strength. The city benefited from the deployment of the auto industry, encouraged by the government of JK. As he assumed leadership of the largest industrial center in Latin America, Sao Paulo had a booming cultural life. At that time they set up Brazilian Comedy Theater (TBC), the Museu de Arte de Sao Paulo (MASP), the Museum of Modern Art (MAM), the Vera Cruz Film Company, the Biennale of Visual Arts, the Arena Theater, the Theater Workshop and the São Paulo enjoyed a lively nightlife in the clubs. Enthusiasm also earned the country, with winning the first FIFA World Cup held in Sweden in 1958. That was also the year of the launch of the first Boeing airplane, the 707, which contributed to the downsizing of air transport for long distance in the 1960s.
In this context of economic and cultural ferment of the city and the various services provided by the airport, Congonhas won the profile that marked the imaginary São Paulo, especially in the 1960s: space for recreation and utility. Until the middle of that decade, there were few entertainment options in the city 24 hours. Coffee from the airport, for example, became a meeting point of bohemia. The poet and composer Vinicius de Moraes, where it stood in Sao Paulo, finished the night at the trendy restaurant of the airport. Go to Congonhas was also a program of the families, which in addition to the restaurant, frequented the little beaches to watch the takeoffs and landings. The ballroom, in turn, became the fashionable place for the São Paulo society. There were promoted exquisite wedding parties and graduations as well as the crowded carnival balls club Arakan.
Several famous figures also marked the history of Congonhas, the arrival of Queen Elizabeth II of England, the philosopher Jean-Paul Sartre and Simone de Beauvoir, the scientist Fritz Lipmann, and businessman David Rockefeller.
New Reforms (voltar)
Since 1957, Congonhas was already the third airport in the world in volume of air cargo. So, at that time began studies for the establishment of a new airport in Sao Paulo and changes in the Passenger Terminal of Congonhas. From these studies emerged the Viracopos airport in Campinas, and began the expansion of the North Wing of the São Paulo airport to house the international embarkation and disembarkation, and the reform of the main runway.
The expansion project had been studied previously, in 1955, but the following year the head of the Department Airway architecture of São Paulo (Daesp), advised against the adoption of this proposal, suggesting that another was developed by the office of architect Jacques Pilon and executed by Freeze Construction Gerais Ltda. The expansion, completed in early 1959, the budget was very generous.
Other changes occurred in the 1960s at the airport, in general, outside the terminal. In 1968, for the purpose of providing guidelines for the implementation of the new airport infrastructure for commercial aviation, was established the Coordinating Commission of the International Airport Project (CCPA), the Ministry of Aeronautics. This enabled further improvement, especially in the international wing of the Passenger Terminal. Among them, that marked the scene of Congonhas, the exchange floor granilite ward internationally square plate of black granite and white marble. This floor exists today, was incorporated into the building so that it was in memory of the population, making it the visual identity of the airport.
Anos 70:
The Major Enhancements (voltar)
In the early 70.s, Brazil was experiencing the beginning of the so-called economic miracle, the process of exponential growth, in which he introduced a thought-power of Brazil. This environment favored the development of the aviation industry and the expansion of air traffic. This new context has raised the idea of deploying two new airports to meet mainly international flights, one in Rio and one in Sao Paulo, because these cities concentrated 90% of international traffic in Brazil. It was the embryo for the construction of Janeiro.s International Airport, in Rio and the International Airport of Sao Paulo - Guarulhos, in airport.
In Congonhas, at that time, were performed 350 flight operations daily, involving 1500 cars in the yard, 12,000 passengers and 25,000 companions. The result was a total congestion, which required new extensions. In 1970, he began a major expansion project at the international wing of the Passenger Terminal, with the same configuration as that held in 1957/58. We also carried out an expansion to house the new gate and the release of luggage at the international wing.
In 1971, over the term of the 25-year concession of the State with the Union was made a new covenant for the purpose of funding and operation of the airport. The resources of the departure tax would be distributed proportionally between the parties. Although federal funds have not been applied at the airport, the continued expansions. With the works in progress, the administration decided to do Congonhas various changes in terms of functionality, the flow of movement for loading and unloading, the use of finishing materials and the finest special facilities.
The wing has been expanded not only in the construction of double height, but a continuation of the marquee across the street, with the consequent removal of the ladder to access the small beach.
Change Plans (voltar)
In 1974 the Regional Civil Aviation (Serac) asked to reserve their installation of the new international wing in work designed to be the place to end the landing of passengers coming from abroad. Subsequently, the Serac requested the facilities to the overnight staff responsible for health services for Ports, the Aliens Police and Customs. This demand, however, would create problems in the flow of the departments, due to the reduction of the landing area by 50%, the lack of public toilets in the upper and ventilation problems and stroke resulting from rooms. However, these arguments were not sufficient to dissuade the Serac.s request and the project had to be modified again.
The construction of an area to install the Meteorological Office and the Hall of the Traffic Division Flight Protection hurts started in 1971 and partially delivered in 1976, only to be completed in 1979. The delay was due to interference because it is contiguous to the area already in operation. Perhaps it.s that time of the construction of the fourth floor glass building in the Tower of Command. No records were found that work, but before and after photographs confirm the suspicion.
In 1976 it assumed the completion of the Community Center, located between the international wing and central body. Then was performed the reform and expansion of South Wing, with the primary objective of meeting the needs of the service airlift Sao Paulo - Rio de Janeiro. The work, which took much of the existing structure was to separate the shuttle from other services from the airport, giving it the characteristic of its season, with the check-in area, pre-shipment and local delivery of baggage delivery landed.
In 1977, construction began on the building of the landing of the baggage wing national, in addition to the building of the airlift. In the survey conducted by Terrafoto was possible to record and topographic analysis of the scriptures of the airport area. This work was part of the sequestration of the movable property, property, plant and equipment, under Article 2 of the Ordinance 534/GM5 of 25 May 1977, the Ministry of Aeronautics, said that Congonhas should rise to the responsibility and guard Infraero.
In 1979 the Air Ministry created the Coordinating Committee System Project Aeroportuario the Terminal Area of Sao Paulo (copasp), which became the agency responsible for all design and construction of the airport. The commission was abolished in 1984 and its activities became the responsibility of Infraero.
Anos 80:
A Decade of Great Change (voltar)
The 1980s marked the end of military rule and the beginning of the democratization process in Brazil. While in the political field were opened up new prospects, the economy is taking great strides to a crisis. At this juncture, the following changes in Congonhas. In January 1981, DASP and Infraero signed the Delivery Receipt and the international airport of Congonhas / Sao Paulo at the Infraero its administration, operation and business and industry.
That same year, was a series of small reforms in the cargo terminals and passengers, in order to improve operational efficiency of the airport. Through a marketing agreement with Playcenter was made an extension of the north wing to not only house the park area, but also to ease the waiting area for flights in the former international wing. When the Playcenter terminated the contract, the area became occupied by the DAC. Also in 1981 was the inauguration of the chapel to house the statue of Our Lady of Loreto (patron saint of aviation) is located on the outside.
In 1982, there was the construction of the bus to attend the boarding of passengers via bus to the airport airport. The reforms gave new shape to the building, increasing the physical space and providing more comfort and security to users.
At the beginning of operations of the International Airport of Guarulhos, in 1985, there was a marked decrease in movement in town, as all international and domestic flights were transferred to the new airport, leaving only the Congonhas air bridge. The airlift movement accounted for about 1.5 million passengers per year, very little for those who carried four times in the late 1970s. Initially, the north wing has housed the airlift. Thus, when Congonhas was only operating this service, the South Wing was stagnant.
To encourage the resumption of commercial activities Infraero hired an internal reorganization project, contemplating improvements. Then there were the largest investments in the South Wing and the landing in the regional aviation was the installation of utilities, hotel booking and car rentals.
Although there have been many characterization, reading the party adopted in the original design remained. The facades facing the street and the main body remained almost intact. With the improvements, gradually, the DAC moved a further flights to Congonhas, in addition to the airlift. First, the line São Paulo - Belo Horizonte - Curitiba and Porto Alegre after - Sao Paulo - Brasilia - Salvador. With the increased movement of flights and passengers, the airport began to be reinvigorated, especially since the 1990s.
Anos 90:
Renaissance (voltar)
In 1991, with the replacement of aircraft type Electra II by Boeing 737-300 was an increase of 35% in the number of flights and a significant reduction in travel time. Meanwhile, in 1992, published by order of the Air Ministry authorized the reactivation of international flights at Congonhas, suspended since 1985. To this end, opened a new departure lounge and one stop check-in were moved to the north wing. In the same year ATMs were installed facing the sidewalk and put an awning at the entrance to the departure lounge 3.
In 1993, the stairs to the basement in the central hall, received a new coat on the stairs and was taken out of an aluminum wainscoting that hid a panel inserts. Also in 1993 was executed design visual programming, which included the placement of information boards, which appear in the crown molding at the counter.
At the end of the decade was demolished the bus shelter in concrete that was in front of the exit of the underground to start construction of the building lot. After the Real Plan in 1994 and the subsequent stabilization and growth of the Brazilian economy, new companies began to operate and increased competition has meant that air traffic in Brazil grew above the global average in the following year. From there, Congonhas beat his record of takeoffs and landings, and become the most profitable among the airports managed by Infraero.
However, this prosperity soon created a bottleneck: the airport has become saturated and unable to receive new airlines. The problem was not restricted only to the physical space, but mainly to traffic. This reality has demanded urgent solutions and far-reaching measures. It was not fundamentally change the landscape of the Passenger Terminal. In order to meet the growing demand, some projects were developed from 1996. One hurts the parking garage. The project has undergone many changes over time due to changes in priorities, the pressure of society and public institutions.
Anos 2000:
The Resume (voltar)
The Congonhas airport has entered the new millennium more dynamic than ever. The resumption of the parking garage was only possible with the participation of the municipal government, which in December 2003 approved the project, with permit approval and implementation of new development, published in July and issued in August 2004. Since the environmental license was granted by the city of Sao Paulo in May 2004. This year, the works were taken up by the operator of the parking Congonhas SA
The parking garage was opened in December 2005, has 60 million square feet, five floors, three of them underground, and capacity for 2550 seats covered and 850 uncovered, a total of 3400 against the former in 1200, all in open area. Another important project is the adaptation and reform of the Passenger Terminal. The project includes the construction of a connector with 12 boarding bridges, erected next to the field to meet the new landing piers. He adapts Congonhas levels of comfort and functionality required by the current flow, the order of 17 million passengers annually.
The new departure lounges, on the mezzanine, are served by escalators, elevators, toilets, shopping areas and VIP rooms. In the floor was installed a large departure lounge and a remote connection of the landing of the luggage room, the historic building.
Historic Preservation (voltar)
Passenger Terminal, although it has undergone many changes over time, is still considered one of the most interesting architectural spaces of the city, the diversity of its visual elements and building materials. The building has a very short time without works of renovations and expansions, but nevertheless retains the charm of the original design. The glamor of the central hall of the gallery and the mezzanine will be redeemed with the withdrawal of several concessions, expanding and cleaning up their spaces.
Pavilion Authorities (voltar)
Created exclusively to meet the loading and unloading of authorities, the Pavilion Authorities International Airport Congonhas / Sao Paulo was inaugurated in 1954 by President Getúlio Vargas as one of the works of the fourth centenary celebrations of the city. The pavilion has its own independent life and to date, use reasonable enough. It is, basically, waiting rooms, separate authorities (president, governors) and ball-room, and equipment needed to service the call.
The biggest asset of the flag is inside, where the exquisite finishing details give authenticity, and remain today. Courtyard gardens bring natural light into the room, leaving it aside, and the roof lowered the bar, with cutouts winding, the fixtures of the hall, facing the marble and granite floors and walls and furniture and fixtures in bathrooms. The rear bar painted the foyer and living room of the female toilet, the room presidential designs by the architect Jacques Monet French, who collaborated with Val Penteado in the project design and furniture.
But the decoration of greater value flag is a panel of Di Cavalcanti and Clovis Graciano, located in the auditorium. In restoration work, were recovered the original colors of the panel, reversing the damage caused by a misguided intervention in 1982, when the work was entirely repainted by unqualified personnel. Originally the flag had hardwood flooring wood mahogany, in the auditorium, the magazine designed for the care of clothing and room presidential replaced in the reform of the early 1980s by marble, due to a flood.
Very few changes in your plan occurred over the years. Only in the early 1990s were modernized service areas and bathrooms with replacement of sanitary equipment, placement of granite countertops instead of sink columns and laminate flooring in some walls, replacing glass inserts.
Congonhas and Art (voltar)
Several works of art of inestimable artistic and historic value belong or belonged to the Congonhas Airport. Most are still integrating the acquis. Others, unfortunately, were transferred to new spaces or disappeared as a result of countless reforms over the years. Among the works that still make up the heritage of the airport you can find pieces created by famous artists such as Victor Brecheret Luiz Morrone, Tranchant Jean Jacques Monet and the Hernani Val Penteado.
Lost Works (voltar)
Because of the many reforms, many works of art from the collection of airport lost. Them there are only a few records in photographic magazines of the time. Some of these parts were demolished to accommodate the changes. Among them, a wall panel located at the bottom of the bar floor. Another panel was on the wall of the dressing rooms of meandering ballroom, made on chips.
When the walls were blind, without frames, the sidewalks of the wings were pink sandstone panels with drawings of human figures. A group of them, entitled "The Dream of Icarus" was removed from the south wing of the reform in 1981 and subsequently lost. Made up the collection, though, three oil paintings that were on the Mezzanine of the central body, in 1979, were found in the warehouse of the airport, in a poor state of repair. Airway from the Department of the Secretary of State for Transport, were restored in the same year by the Brazilian Institute of Art and Culture (IBAC) and transferred to the Secretary of State for Culture, Science and Technology.
Bibliography (voltar)
Mello, Letícia Bandeira de
Aeroporto de Congonhas, terminal de passageiros: histórias da construção
São Paulo:Prêmio, 2006
Airline
Airfield
Congonhas is Chosen
40´s:
Construction
50 and 60´s:
Expansion
Passenger Terminal
Decade Apogee
New Reforms
70´s:
The Major Enhancements
Change Plans
80´s:
A Decade of Great Change
90´s:
Renaissance
2000´s:
The Resume
Historic Preservation
Pavilion Authorities
Congonhas and Art
Lost Works
Bibliography
--------------------------------------------------------------------------------
30´s:
Airline (voltar)
Congonhas Airport was part of the development of the Brazilian commercial aviation. The first commercial flight took place on February 3, 1927, in Rio Grande do Sul, with the Dornier Wal flying boat, starting the operations of Air Traffic Riograndense (Varig). In 1931 created the Civil Aviation Department (CAD), which now regulate civil aviation service. Between 1932 and 1936, several airlines have been opened by the then Military Air Mail (in 1941 was renamed the National Air Mail), increasing the infrastructure for commercial and military aviation and internalization of communication routes in the country
Also in 1927 began the operation of Brazilian trade routes through the service of mail bags from German Condor Syndicat. The same year the Condor Syndicat Varig joined to form the Sindicato Condor, which led to the company Southern Cross, came to the country and the Compagnie Générale d `Entreprises Aéronautiques Latécoère later Aeropostal and Air France.
In 1929, it was the turn of the U.S. Pan American Airways and NYBRA settle in the country, the last of which joined the Pan American and became the Panair Brazil. In 1933 began operations Aerolloyd Iguassu (dissolved in 1939) and Air Traffic Sao Paulo SA (VASP), and, in 1934, the Luftschiffbau Zeppelin. In 1936 began to run the airline Deutsche Lufhtansa, linking Brazil to Europe. Two years later, the Italian Ala Littoria started operating in Portugal and in 1939 they established a Brazilian Air Navigation which began operating in 1941.
While commercial aviation was consolidated as a means of transport of passengers, the airline industry made significant progress. Come this time machines capable of flying at over 200 km per hour and autonomy to go to 1650 miles. The size of these aircraft required tracks with lengths exceeding 600 meters of concrete and pavement, which led to the establishment of camps little more modern and structured. In addition, the commercial airlines demanded a scheme of signaling and control with radio communication, as well as spaces to accommodate passenger traffic. Such demands would make the construction of an aerodrome land of new specialties of engineering the first quarter of the twentieth century.
Airfield (voltar)
Until the 1930s, virtually all the infrastructure for aviation in Brazil was water, for the landing of seaplanes. One of the few States having airport land was Rio Grande do Sul, Sao Paulo, the only public space to meet the aviation airport was the Field of Mars. Besides him there were only private airfields. But the Champ de Mars, who in 1935 had a trail of 1000 meters, some sheds and a wooden shed to load and unload passengers and cargo loading had a drawback. For its location, a plain near the River, the trail suffered constant flooding.
Moreover, the growing demand of air traffic and the technological changes of the aircraft required the construction of another airport. In 1935, by decree, the Government of Sao Paulo State was authorized to acquire the land needed to build a commercial airport in the capital. Several studies were conducted to define the airport grounds. Five areas were selected by the 3rd Section of the Board of Transportation, the Department of Transportation and Public Works of the State of Sao Paulo. Vila Congonhas, Brooklyn Paulista, Campo de Marte, Ibirapuera and Santo Amaro. The soil of the Campo de Marte, Santo Amaro and Ibirapuera were the first to be discarded. Interested in sales of land in Brooklyn Paulista and Vila Congonhas fought each with their own weapons to sell their land.
Companhia Brasileira d Modern Roads launched in 1936 the Memorial Project Justification Airport of Sao Paulo, which indicated that the floodplains of the Paulista Brooklyn, owned by Votorantim Factory as the best option among the areas of interest to the Department of Civil Aviation. Since the Highway SA had a higher interest in performing the works of the airport, because, while it was a draft of the runway, sold lots around the area Congonhas since the early 1930s. In November 1935, the company submitted to the governor Salles Oliveira detailed technical study of the area and then built a dirt track for 300 meters by 70 meters wide for testing, called Field Aviation Company Car Roads.
The airfield was used publicly, on a trial basis, the first time on April 12, 1936, as the invitation published in the newspaper O Estado de S. Paul. During the event, pilots tested the conditions laid down the track and signed a statement certifying that the good location for the new airport.
Congonhas is Chosen (voltar)
Known briefly as the field of VASP, from July 1936 with the construction of a new runway to land, the area began to receive the commercial airlines. In the same year the State Government acquired the land and began to administer it through the Department of Transportation and Works baptizing the Airport of Sao Paulo.
In the records of the time, there is a plan signed by the director of the Transportation Department, which shows the two land acquired by the state. The project prepared by the Highways, which failed to be tapped, included the establishment of four tracks of usable runway of 100 meters wide by 1200 meters long for the main, and up to 950 meters to less usable, 30 meters wide, paved, intersecting at approximate angles of 45 °.
The first study for a passenger station was conducted in 1937 by Prestes Maia to the Department of Transportation and Public Works, a year before the engineer to become mayor of São Paulo. However, it was a period of economic recession caused by the Second World War and the government.s priorities were different. Thus, the construction of the terminal was delayed and the project was finally terminated in 1943.
Despite the adversities, the airport has not stopped growing. O Estado de Sao Paulo invested in the expansion during the late 1930s and 1940s, to provide clues Congonhas long enough to meet the needs of air traffic safety.
In 1939, the Board of Transportation of the State of Sao Paulo asked the DAC to grant in favor of the State of São Paulo, for the operation of the airport. The aim was to regularize the situation of the state government before the federal government, which, by decree of 1932 established that the airports are maintained by the Union or by granting this, the States, municipalities and private firms, companies or national companies . However, this concession was not signed until 1946, because the request had been lost and only repeated in 1944. Finally, in July 1946, the Federal Government granted the State of Sao Paulo grant (effective for 25 years) for maintenance, equipping and operating the airport in its capital located in Congonhas.
Anos 40:
Construction (voltar)
In late 1940 work began on the three tracks under the new airport project, but only the main runway was completed, for technical studies proved to be sufficient to meet the demanding North American airport of the Civil Aviation Authority (CAA), a the most modern for its time. The track was completed in late 1950, but while at work, another provisional, was built. Years later she became the second parallel runway, maintained until today.
In addition, a small passenger station was built in the early 1940s. In the center of the building had a limited command tower which opened in 1945. The slab flat and round columns have demonstrated an acceptance of the Art Deco style. The simplicity of construction was justified: at the time the concern was to restrict the work of grading and paving of areas essential traffic services.
With the creation of the State Council of Civil Aviation in 1947, it was decided to build a new passenger terminal. Thus, the small station was demolished. The project was started in 1948 and began the wings, ie, the ends of two wings, north and south, toward the central body. The name of the airport was created by the DAC in honor of Viscount Congonhas Lucas Antonio Monteiro de Barros, first governor of the province of Sao Paulo (1824-1827) after the Emancipation Proclamation, and great majority owner of the land acquired for the implementation airport. Congonha The word is derived from the Tupi wi Goi, which means herb that sustains. It is used to set numerous bushes, whose leaves are used for teas, easily found at the river Paraopeba in Minas Gerais, which cuts Congonhas do Campo, the birthplace of Monteiro de Barros.
Anos 50 e 60:
Expansion (voltar)
The rapid and intense growth in air traffic at Congonhas made the state and federal governments have the firm intention to expand and give more quality to the airport. In 1947, we decided to build the passenger terminal and the project was detailed. The work of the Passenger Terminal dragged on for many years and, at times, paralyzed. As a result, there has been an enormous collection of photographs showing this evidence, which eventually contribute significantly to the recovery of plants.
The same architect did design changes dozens of times to accommodate new requests. He built it, took place finish in the structures demolished soon after it all, changing the face of the facade. In mid-1950 reports nearly all qualify as works practically completed to finish. Were initiated by the extreme wings of both sides and, as it were being completed, was opened and began to be used.
Two years later, the situation remained almost the same, only the new control tower, the hangar of VASP and some ancillary buildings were completed. At that time the station was demolished and the old Tower Command was transferred to the new building. In 1953, paving the courtyards of action had not been completed and generated discomfort and danger to passengers, due to the dust coming off the shares unpaved. It.s that time of the construction of a temporary restaurant to cater mainly to workers.
In 1954 opened the Pavilion Authorities, for loading and unloading of authorities. This flag survives in various arts. The following year saw the closing of the slopes, the apron, the taxi-ways, the links between lanes 1 and 2 and the three links between the court and the track 1, courtyard waiting at the heads 16-34, the taxi-ways sheds, paving of streets, parking, plaza, sidewalks and lighting.
The last part of the work of the Passenger Terminal to be built was the central body, which was the passenger station itself. The building was the connection of three parts: the national and international wings and the Tower of Command. This, to be built, required the demolition of the shed restaurant confirmed. In January 1955, the passenger terminal was officially opened to the public, although not fully completed.
Passenger Terminal (voltar)
Although the passenger terminal have suffered constant changes, the initial design did not change until its completion. Was kept almost all of the volumetric set consisting of a large central building consists of two people united in a semicircular façade facing his, and flat in facing the field. They involve another volume, higher, where is the control tower. At the extremes there are two extensions, one to the north and another to the South This reading continues today and is the visual identity of the Congonhas Airport.
The ground floor was designed to house the main movement of the station, ie the movement of embarkation and disembarkation of passengers were cleared by the counters of the airlines. In the same space were installed toilets, bar, table for the withdrawal of luggage and four large lifts, and two large staircases. Just above the ground floor, were installed shops, barber, florist, currency exchange, public telephone, telegraph, waiting room and terrace overlooking the courtyard of aircraft.
With an area of approximately 3870 meters square, the upper floor was designed to be one of the best centers of attraction of the city. To do so, provided the installation of a large restaurant, initially focused on the street this deck. However, there ma circular area with a terrace facing the courtyard of the airport which had great visibility, allowing convenient assessment of the movement of aircraft. This area became occupied by the restaurant, leaving the other to the ballroom. With the configuration, Congonhas has become a hub of entertainment between the years 1960 and 1970.
In addition to the station, the project provided a roof terrace, which would be installed a weather station connected to the control tower. In early versions, when the building has had only two floors, the terrace was communicating with the little beaches on two large staircases. Prainha was the name given by the São Paulo to two runways in the coverage of North and South wings From there, the public could watch the takeoffs and landings of aircraft.
The subsoil from the beginning was dedicated to storage of cargo in customs transit, the order of airlines and general warehouse management. At this site two tunnels were built to access the outside routes, one for the receipt and dispatch of cargo and one for passenger access to a docking bus. Moreover, the cabin housed overall distribution of electricity services to the airport and generators.
Decade Apogee (voltar)
Sao Paulo has grown in the first four decades of the twentieth century and reached the 1950 with an unprecedented strength. The city benefited from the deployment of the auto industry, encouraged by the government of JK. As he assumed leadership of the largest industrial center in Latin America, Sao Paulo had a booming cultural life. At that time they set up Brazilian Comedy Theater (TBC), the Museu de Arte de Sao Paulo (MASP), the Museum of Modern Art (MAM), the Vera Cruz Film Company, the Biennale of Visual Arts, the Arena Theater, the Theater Workshop and the São Paulo enjoyed a lively nightlife in the clubs. Enthusiasm also earned the country, with winning the first FIFA World Cup held in Sweden in 1958. That was also the year of the launch of the first Boeing airplane, the 707, which contributed to the downsizing of air transport for long distance in the 1960s.
In this context of economic and cultural ferment of the city and the various services provided by the airport, Congonhas won the profile that marked the imaginary São Paulo, especially in the 1960s: space for recreation and utility. Until the middle of that decade, there were few entertainment options in the city 24 hours. Coffee from the airport, for example, became a meeting point of bohemia. The poet and composer Vinicius de Moraes, where it stood in Sao Paulo, finished the night at the trendy restaurant of the airport. Go to Congonhas was also a program of the families, which in addition to the restaurant, frequented the little beaches to watch the takeoffs and landings. The ballroom, in turn, became the fashionable place for the São Paulo society. There were promoted exquisite wedding parties and graduations as well as the crowded carnival balls club Arakan.
Several famous figures also marked the history of Congonhas, the arrival of Queen Elizabeth II of England, the philosopher Jean-Paul Sartre and Simone de Beauvoir, the scientist Fritz Lipmann, and businessman David Rockefeller.
New Reforms (voltar)
Since 1957, Congonhas was already the third airport in the world in volume of air cargo. So, at that time began studies for the establishment of a new airport in Sao Paulo and changes in the Passenger Terminal of Congonhas. From these studies emerged the Viracopos airport in Campinas, and began the expansion of the North Wing of the São Paulo airport to house the international embarkation and disembarkation, and the reform of the main runway.
The expansion project had been studied previously, in 1955, but the following year the head of the Department Airway architecture of São Paulo (Daesp), advised against the adoption of this proposal, suggesting that another was developed by the office of architect Jacques Pilon and executed by Freeze Construction Gerais Ltda. The expansion, completed in early 1959, the budget was very generous.
Other changes occurred in the 1960s at the airport, in general, outside the terminal. In 1968, for the purpose of providing guidelines for the implementation of the new airport infrastructure for commercial aviation, was established the Coordinating Commission of the International Airport Project (CCPA), the Ministry of Aeronautics. This enabled further improvement, especially in the international wing of the Passenger Terminal. Among them, that marked the scene of Congonhas, the exchange floor granilite ward internationally square plate of black granite and white marble. This floor exists today, was incorporated into the building so that it was in memory of the population, making it the visual identity of the airport.
Anos 70:
The Major Enhancements (voltar)
In the early 70.s, Brazil was experiencing the beginning of the so-called economic miracle, the process of exponential growth, in which he introduced a thought-power of Brazil. This environment favored the development of the aviation industry and the expansion of air traffic. This new context has raised the idea of deploying two new airports to meet mainly international flights, one in Rio and one in Sao Paulo, because these cities concentrated 90% of international traffic in Brazil. It was the embryo for the construction of Janeiro.s International Airport, in Rio and the International Airport of Sao Paulo - Guarulhos, in airport.
In Congonhas, at that time, were performed 350 flight operations daily, involving 1500 cars in the yard, 12,000 passengers and 25,000 companions. The result was a total congestion, which required new extensions. In 1970, he began a major expansion project at the international wing of the Passenger Terminal, with the same configuration as that held in 1957/58. We also carried out an expansion to house the new gate and the release of luggage at the international wing.
In 1971, over the term of the 25-year concession of the State with the Union was made a new covenant for the purpose of funding and operation of the airport. The resources of the departure tax would be distributed proportionally between the parties. Although federal funds have not been applied at the airport, the continued expansions. With the works in progress, the administration decided to do Congonhas various changes in terms of functionality, the flow of movement for loading and unloading, the use of finishing materials and the finest special facilities.
The wing has been expanded not only in the construction of double height, but a continuation of the marquee across the street, with the consequent removal of the ladder to access the small beach.
Change Plans (voltar)
In 1974 the Regional Civil Aviation (Serac) asked to reserve their installation of the new international wing in work designed to be the place to end the landing of passengers coming from abroad. Subsequently, the Serac requested the facilities to the overnight staff responsible for health services for Ports, the Aliens Police and Customs. This demand, however, would create problems in the flow of the departments, due to the reduction of the landing area by 50%, the lack of public toilets in the upper and ventilation problems and stroke resulting from rooms. However, these arguments were not sufficient to dissuade the Serac.s request and the project had to be modified again.
The construction of an area to install the Meteorological Office and the Hall of the Traffic Division Flight Protection hurts started in 1971 and partially delivered in 1976, only to be completed in 1979. The delay was due to interference because it is contiguous to the area already in operation. Perhaps it.s that time of the construction of the fourth floor glass building in the Tower of Command. No records were found that work, but before and after photographs confirm the suspicion.
In 1976 it assumed the completion of the Community Center, located between the international wing and central body. Then was performed the reform and expansion of South Wing, with the primary objective of meeting the needs of the service airlift Sao Paulo - Rio de Janeiro. The work, which took much of the existing structure was to separate the shuttle from other services from the airport, giving it the characteristic of its season, with the check-in area, pre-shipment and local delivery of baggage delivery landed.
In 1977, construction began on the building of the landing of the baggage wing national, in addition to the building of the airlift. In the survey conducted by Terrafoto was possible to record and topographic analysis of the scriptures of the airport area. This work was part of the sequestration of the movable property, property, plant and equipment, under Article 2 of the Ordinance 534/GM5 of 25 May 1977, the Ministry of Aeronautics, said that Congonhas should rise to the responsibility and guard Infraero.
In 1979 the Air Ministry created the Coordinating Committee System Project Aeroportuario the Terminal Area of Sao Paulo (copasp), which became the agency responsible for all design and construction of the airport. The commission was abolished in 1984 and its activities became the responsibility of Infraero.
Anos 80:
A Decade of Great Change (voltar)
The 1980s marked the end of military rule and the beginning of the democratization process in Brazil. While in the political field were opened up new prospects, the economy is taking great strides to a crisis. At this juncture, the following changes in Congonhas. In January 1981, DASP and Infraero signed the Delivery Receipt and the international airport of Congonhas / Sao Paulo at the Infraero its administration, operation and business and industry.
That same year, was a series of small reforms in the cargo terminals and passengers, in order to improve operational efficiency of the airport. Through a marketing agreement with Playcenter was made an extension of the north wing to not only house the park area, but also to ease the waiting area for flights in the former international wing. When the Playcenter terminated the contract, the area became occupied by the DAC. Also in 1981 was the inauguration of the chapel to house the statue of Our Lady of Loreto (patron saint of aviation) is located on the outside.
In 1982, there was the construction of the bus to attend the boarding of passengers via bus to the airport airport. The reforms gave new shape to the building, increasing the physical space and providing more comfort and security to users.
At the beginning of operations of the International Airport of Guarulhos, in 1985, there was a marked decrease in movement in town, as all international and domestic flights were transferred to the new airport, leaving only the Congonhas air bridge. The airlift movement accounted for about 1.5 million passengers per year, very little for those who carried four times in the late 1970s. Initially, the north wing has housed the airlift. Thus, when Congonhas was only operating this service, the South Wing was stagnant.
To encourage the resumption of commercial activities Infraero hired an internal reorganization project, contemplating improvements. Then there were the largest investments in the South Wing and the landing in the regional aviation was the installation of utilities, hotel booking and car rentals.
Although there have been many characterization, reading the party adopted in the original design remained. The facades facing the street and the main body remained almost intact. With the improvements, gradually, the DAC moved a further flights to Congonhas, in addition to the airlift. First, the line São Paulo - Belo Horizonte - Curitiba and Porto Alegre after - Sao Paulo - Brasilia - Salvador. With the increased movement of flights and passengers, the airport began to be reinvigorated, especially since the 1990s.
Anos 90:
Renaissance (voltar)
In 1991, with the replacement of aircraft type Electra II by Boeing 737-300 was an increase of 35% in the number of flights and a significant reduction in travel time. Meanwhile, in 1992, published by order of the Air Ministry authorized the reactivation of international flights at Congonhas, suspended since 1985. To this end, opened a new departure lounge and one stop check-in were moved to the north wing. In the same year ATMs were installed facing the sidewalk and put an awning at the entrance to the departure lounge 3.
In 1993, the stairs to the basement in the central hall, received a new coat on the stairs and was taken out of an aluminum wainscoting that hid a panel inserts. Also in 1993 was executed design visual programming, which included the placement of information boards, which appear in the crown molding at the counter.
At the end of the decade was demolished the bus shelter in concrete that was in front of the exit of the underground to start construction of the building lot. After the Real Plan in 1994 and the subsequent stabilization and growth of the Brazilian economy, new companies began to operate and increased competition has meant that air traffic in Brazil grew above the global average in the following year. From there, Congonhas beat his record of takeoffs and landings, and become the most profitable among the airports managed by Infraero.
However, this prosperity soon created a bottleneck: the airport has become saturated and unable to receive new airlines. The problem was not restricted only to the physical space, but mainly to traffic. This reality has demanded urgent solutions and far-reaching measures. It was not fundamentally change the landscape of the Passenger Terminal. In order to meet the growing demand, some projects were developed from 1996. One hurts the parking garage. The project has undergone many changes over time due to changes in priorities, the pressure of society and public institutions.
Anos 2000:
The Resume (voltar)
The Congonhas airport has entered the new millennium more dynamic than ever. The resumption of the parking garage was only possible with the participation of the municipal government, which in December 2003 approved the project, with permit approval and implementation of new development, published in July and issued in August 2004. Since the environmental license was granted by the city of Sao Paulo in May 2004. This year, the works were taken up by the operator of the parking Congonhas SA
The parking garage was opened in December 2005, has 60 million square feet, five floors, three of them underground, and capacity for 2550 seats covered and 850 uncovered, a total of 3400 against the former in 1200, all in open area. Another important project is the adaptation and reform of the Passenger Terminal. The project includes the construction of a connector with 12 boarding bridges, erected next to the field to meet the new landing piers. He adapts Congonhas levels of comfort and functionality required by the current flow, the order of 17 million passengers annually.
The new departure lounges, on the mezzanine, are served by escalators, elevators, toilets, shopping areas and VIP rooms. In the floor was installed a large departure lounge and a remote connection of the landing of the luggage room, the historic building.
Historic Preservation (voltar)
Passenger Terminal, although it has undergone many changes over time, is still considered one of the most interesting architectural spaces of the city, the diversity of its visual elements and building materials. The building has a very short time without works of renovations and expansions, but nevertheless retains the charm of the original design. The glamor of the central hall of the gallery and the mezzanine will be redeemed with the withdrawal of several concessions, expanding and cleaning up their spaces.
Pavilion Authorities (voltar)
Created exclusively to meet the loading and unloading of authorities, the Pavilion Authorities International Airport Congonhas / Sao Paulo was inaugurated in 1954 by President Getúlio Vargas as one of the works of the fourth centenary celebrations of the city. The pavilion has its own independent life and to date, use reasonable enough. It is, basically, waiting rooms, separate authorities (president, governors) and ball-room, and equipment needed to service the call.
The biggest asset of the flag is inside, where the exquisite finishing details give authenticity, and remain today. Courtyard gardens bring natural light into the room, leaving it aside, and the roof lowered the bar, with cutouts winding, the fixtures of the hall, facing the marble and granite floors and walls and furniture and fixtures in bathrooms. The rear bar painted the foyer and living room of the female toilet, the room presidential designs by the architect Jacques Monet French, who collaborated with Val Penteado in the project design and furniture.
But the decoration of greater value flag is a panel of Di Cavalcanti and Clovis Graciano, located in the auditorium. In restoration work, were recovered the original colors of the panel, reversing the damage caused by a misguided intervention in 1982, when the work was entirely repainted by unqualified personnel. Originally the flag had hardwood flooring wood mahogany, in the auditorium, the magazine designed for the care of clothing and room presidential replaced in the reform of the early 1980s by marble, due to a flood.
Very few changes in your plan occurred over the years. Only in the early 1990s were modernized service areas and bathrooms with replacement of sanitary equipment, placement of granite countertops instead of sink columns and laminate flooring in some walls, replacing glass inserts.
Congonhas and Art (voltar)
Several works of art of inestimable artistic and historic value belong or belonged to the Congonhas Airport. Most are still integrating the acquis. Others, unfortunately, were transferred to new spaces or disappeared as a result of countless reforms over the years. Among the works that still make up the heritage of the airport you can find pieces created by famous artists such as Victor Brecheret Luiz Morrone, Tranchant Jean Jacques Monet and the Hernani Val Penteado.
Lost Works (voltar)
Because of the many reforms, many works of art from the collection of airport lost. Them there are only a few records in photographic magazines of the time. Some of these parts were demolished to accommodate the changes. Among them, a wall panel located at the bottom of the bar floor. Another panel was on the wall of the dressing rooms of meandering ballroom, made on chips.
When the walls were blind, without frames, the sidewalks of the wings were pink sandstone panels with drawings of human figures. A group of them, entitled "The Dream of Icarus" was removed from the south wing of the reform in 1981 and subsequently lost. Made up the collection, though, three oil paintings that were on the Mezzanine of the central body, in 1979, were found in the warehouse of the airport, in a poor state of repair. Airway from the Department of the Secretary of State for Transport, were restored in the same year by the Brazilian Institute of Art and Culture (IBAC) and transferred to the Secretary of State for Culture, Science and Technology.
Bibliography (voltar)
Mello, Letícia Bandeira de
Aeroporto de Congonhas, terminal de passageiros: histórias da construção
São Paulo:Prêmio, 2006
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