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Railways in Trás-Os-Montes During the Second Half of the 19Th Century: Projects and Achievements Hugo Silveira Pereira

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Railways in Trás-Os-Montes During the Second Half of the 19Th Century: Projects and Achievements Hugo Silveira Pereira Railways in Trás-os-Montes during the second half of the 19th century: projects and achievements Hugo Silveira Pereira PhD Student at FLUP Researcher at CITCEM – FLUP Supported by National Funding – Foundation for Science and Technology Project PEst-OE/HIS/UI4059/201 Introduction On the first half of the nineteenth century, the turmoil on the Portuguese political affairs prevented any kind of investment in transport infrastructures1. Only Costa Cabral, in the 1840’s, was able to introduce some stability to the political system in order to sign the first contract to build a railway in Portugal. This contract was not fulfilled; however the Portuguese rulers understood that cutting the expenses wasn’t enough and that investing in public works and transport infrastructures was a pressing need2. The coup of 1851.5.1 marks the beginning of an historical period known in Portugal as Regeneração (Regeneration) that ended in 1892 with the State default. These four decades were characterized by an enlarged political consensus around the concept of progress that would be brought by investing in railways, roads and harbours, or so the Portuguese politicians hoped3. The great objective of this strategy of investment was to draw Portugal closer to Europe, both in terms of distance and economic development. In the mid 1850’s, world commerce had reached an all-time high. Railroads had met the need for better and larger transportation but they also played an important role in the growth of commercial transactions4. In countries like England, France, Germany, Belgium or the United States of America, commerce grew in tandem with their railway networks5. For a nation like Portugal it was very tempting to 1 MARQUES, 2002: 552-621. MATA & VALÉRIO, 1993: 142. 2 SANTOS, 1884, n.er 174: 1. SOUSA & MARQUES, 2004: 467. 3 BONIFÁCIO, 1992: 96-98. PINHEIRO, 1983: 53. 4 BAIROCH, 1976: 33-36. 5 MITCHELL, 1976: 789-790. connect economic development with railway mileage, even though those nations had other characteristics and structures that justified their level of economic growth6. At an internal level, railways would also serve as means to modernize the national transport system and unify the Portuguese market. By mid 19th century, the kingdom’s transport grid was archaic to say the least. There were only 150 miles of roads, most of the rivers had limited navigability and 30 to 40% of the Portuguese territory had absolutely no access to those natural waterways7. In this particular matter, Trás-os-Montes was, at the beginning of the Regeneração, one of the most underprivileged provinces of Portugal8 and this is precisely the focus of this paper. Map 1 – Trás-os-Montes Trás-os-Montes had some economic interests to exploit and deserved the attention of the government as much as any other region. Nevertheless, only in the late 1870’s, roughly twenty years after the opening of the first rail service, would railways reach this part of the 6 PEREIRA, 2010: 5. 7 VALÉRIO, 2001: 361. GUILLEMOIS, 1995. JUSTINO, 1988-1989: 189-190. 8 ALEGRIA, 1990: 161 and 335. kingdom. After that, and until the default of 1892, only one more railroad would be open for business. In the following lines we will try to explain why this happened. Why was Trás-os- Montes apparently forgotten whereas in other regions the investment was far greater (by 1892 Portugal had built around 1500 miles of tracks9). To do so we will use the debates that took place in both houses of the Portuguese parliament (published in those chambers journals) and the reports of the national engineering spawned from the offices of the ministry of Public Works (preserved in its Historical Archive or published in its official paper) and from the Portuguese Engineers Association (edited in its own magazine). An early objective The idea to build a railway straight to the heart of Trás-os-Montes goes back to the 1840’s. M. Huguin, Augusto Garvelle and Charles Jucqeau thought about a rail line between Lisbon and Porto with a branch to Braganza and the Portuguese frontier with Spain. Afterwards, Samuel Clegg, William Law, Arriaga e Cunha, Sousa Botelho and Pinto Soveral preferred a shorter route that would connect Porto to Régua. A third party (self denominated Alto Douro Railway) suggested a railway between Porto and Salamanca or Torre de Moncorvo10. In the parliament, a railway through the Douro valley was also regarded as the only one that would justify the investment, at least in the mind of the viscount of Vilarinho de São Romão, a rich landlord in that region11. All of these solutions aimed to connect Trás-os- Montes to Porto, the main harbour of the north of Portugal and ending point of commercial routes with centuries of tradition12. In the following decade, the project of driving trains to Trás-os-Montes was still in the agenda of the engineers and politicians of the Regeneração. In 1851, the engineer Albino de Figueiredo, while sketching a nationwide network, recommends the building of a railway along the Douro valley to Régua and from here to Vila Real13. A year later, when Fontes Pereira de Melo, minister of Finance and Public Works who was also an engineer, orders the survey of a railway between Porto and Lisbon (1852.11.9 and 1852.10.28 ordinances), he 9 VALÉRIO, 2001: 373. 10 VIEIRA, 1983: 84-88. 11 Diário do Governo (DG), session of the house of Peers, 28.3.1843: 134; 6.5.1843: 777; 8.5.1843: 785. For the biographical background of this and other congressmen, check MÓNICA, 2005-2006. 12 ALEGRIA, 1990: 63, 71-72 and 102-103. SOUSA & PEREIRA, 1988: 37-38. 13 ALMEIDA, 1851: 21-23. states that the arrival to Porto should be such that could allow the continuation of the track northwards across Minho and eastwards to Trás-os-Montes14. All of this enthusiasm, however, was cooled down by a report of a French engineer that arrived in Portugal in the mid 1850’s (hired by the minister Fontes) to study railway construction in Portugal. According to Mr. Watier, any line deriving form Porto apart from that one through the shoreline to the northern frontier with Spain was impossible to build15. Due, perhaps, to this report, the Douro railway would be forgotten in the following years, whilst the Minho line gathered the attention of some entrepreneurs, namely the Spanish count of Reus and the Portuguese baron of Lagos, whose offers were acknowledged but not approved16. The maturation of the project Since the businessmen seemed uninterested in the Douro line, some congressmen of that region tried to use their position in the parliament to draw their attention. In the low house, Júlio do Carvalhal Sousa Teles and Afonso Botelho proposed the building of a railway between Porto and Régua or Tua thrice17. Those men deemed such an endeavour as the salvation of the Douro valley and the province of Trás-os-Montes. At the time, the vineyards of these regions were dealing with the oidium18 and a railroad was considered a solution to the problems of the area. However the lack of surveys admonished an immediate construction and so the government preferred to order the assessment of that work to the Portuguese engineer Sousa Brandão (1862-7-17 ordinance)19. Even though the work of Sousa Brandão was commended by the ministry of Public Works advisory body (the General Council of Public Works)20, the entrepreneurs still felt 14 Ministry of Public Works Historical Archive (MPWHA). Conselho de Obras Públicas e Minas (COPM). Book 1 (1852-1853): 1-6. Colecção Oficial de Legislação Portuguesa (COLP), 1852: 628-630. FINO; 1883: 19-20. DINIS, 1915-1919, vol. 1: 41-43. 15 WATIER, 1860. 16 COLP, 1857: 408. Boletim do Ministério das Obras Públicas (BMOP), 1863, n.er 11: 429-432. DG, 1859, n.er 61: 332-333. 17 Diário da Câmara dos Deputados (DCD), 1860.5.22: 234-235. DL, sessions of the house of commons 1862.1.17: 182; 1862.6.12: 1638 and 1862.6.26: 1775-1776. 18 SOUSA & MARQUES, 2004: 78 and 81. 19 COLP, 1862: 217. 20 MPWHA. COPM. Book 19 (1864): 53-54. more attracted by an hypothetical investment in Minho. Four proposal were presented to the government (Grouselle & Companhia, José de Salamanca – contractor of the northern and eastern railways –, Mare de la Caine and Piombino & Companhia)21 and in the parliament, the congressmen approved a bill (1864.5.10) that granted in a public auction a financial support to the company that was willing to build a railroad between Porto and the Spanish province of Galicia. Unfortunately, the house of Peers was never heard as far as this issue was concerned and so the bill never became a law22. Fearing that the Douro line could be forgotten surpassed by the Minho railway, some Trás-os-Montes congressmen draw once again the attention of the government to that line. Some of them (led by Júlio do Carvalhal Sousa Teles) went as far as asking the cabinet for a road to Abreiro and a tram to Mirandela as a complement of the Douro railway. Afonso de Botelho, a rich landlord in Porto native of Trás-os-Montes, proposes that the railway goes as far as Torre de Moncorvo where a road from Barca de Alva (near the border) would branch23. At the time the government of the so called Historical Party tries to please everybody and orders that both lines be studied (Porto – Braga and Porto – Régua – Barca de Alva – Salamanca), even though amongst the military there were those who feared the connection to Salamanca since it would become a second route of invasion if the Beira Alta railway was also deployed24.
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