The Railway from Foz-Tua to Braganca Jose Rodrigues da Fonte Drawings Hugo silveira pereira Text
JOSÉ RODRIGUES (DA FONTE) is the pseudonym of José Alberto Nogueira Rodrigues. Painter, sculptor, cartoonist, he graduated in Visual Arts and Design in the Polytechnic Institute of Bragança. He is the author of “A vida e obra do Abade de Baçal”, a cartoon of 132 pages about the life and work of the Abbot of Baçal (1865-1945), an important character of the social and cultural life of Bragança and Trás-os-Montes. The most important museum in Bragança was named after the Abbot. It displays many of the fabulous collections gathered by the Abbot during his lifetime HUGO SILVEIRA PEREIRA was born in 1979. In 2005 he concluded his bachelor degree in History in the Faculty of Arts of the University of Porto. Three years later, he was awarded the degree of Master in Contemporary History by the same college with a research project about the relation between the lower house of parliament and railway building in 1845-1860. He developed this and other subjects regarding the Portuguese railway policy in the second half of the 19th century in his research to obtain his PhD title (2012) still in the Faculty of Arts of the University of Porto. Currently he is a post-doctoral researcher in the Interuniversity Centre for the History of Science and Technology (Faculty of Science and Technology – Universidade NOVA de Lisboa), where he conducts a project about the Portuguese railway policy in the former colonies of Africa and India. He has published and presented several papers about the history of Portuguese railways. He edited a book concerning the decision-making process about the construction of the Tua line.
FOZTUA Project FOZTUA is an interdisciplinary project, funded by Energias de Portugal (EDP), to study, preserve, and disseminate the memory of the Tua valley and line. The project intends to call the attention of the academic community to study the centennial history of the railroad between Foz Tua, Mirandela, and Bragança, and the development of a peripheral region (the Tua valley) of a peripheral country (Portugal) between the late 19th century and the first half of the 20th century. Its goals include the divulgation of the memory and stories of the line, and its impact in the region. The project convenes academics interested in different aspects of railway history and in the sharing of researches about other railways, having in focus the questions connected to the respective decision-making processes, work management, technical challenges, and the social and economic impact. This cartoon is one of the several works published by the project about the Tua line and valley, and its history and memory (19th and 20th centuries) – check www.foztua.com (page “publications”). Coordinators: Anne Mccants Eduardo Beira José Manuel Lopes Cordeiro Paulo B. Lourenço
(for the portuguese edition)
The cartoon The railway from Foz-Tua to Bragança by Hugo Silveira Pereira (text) and José Rodrigues da Fonte (illustrations) is part of a broader array of academic outputs (books, conferences, documentaries) developed under the FOZTUA project, coordinated by the University of Minho and the Massachusetts Institute of Technology and funded by EDP, the Portuguese power company. As an interdisciplinary endeavour – from museology to history, from engineering to oral memory, from architecture to tourism – the FOZTUA project created a wide space for discussion that encouraged dialogue between disciplines. It is in this context of diversification that this cartoon comes to be. This is a historical comic book, based on extensive research by historian Hugo Silveira Pereira, with a vast set of information about the railway from Foz-Tua to Bragança (the Tua line). We are thus in the presence of a visual writing of history or, to use the words of Pascal Ory, in the territory of BD historienne and not of BD historique. Recently the debate on this form of History writing has gathered the interest of historians, since it converges topics of epistemology and methodology of History, alongside issues of contemporary visual culture. Typical examples of the vitality of this debate are for instance the seminar Les écritures visuelles de l’histoire dans la bande dessinée: enjeux et pratiques, organized by Adrien Genoudet (2014), the paper by Pascal Ory L’histoire par la bande? (published in Le débat, November 2013, 177(5): 90 95), the volume edited by Odette Mitterrand L’Histoire par la bande: BD, Histoire et Pédagogie (Syros, 1993) or the online journal Cases d’Histoire. With 148 pages and seven chapters, this book goes through the history of the Tua line from its inception until its closure, including technical and political debates about its construction. The density and detail of the narrative, as well as a realistic and affable kind of image, may be read by many different audiences, both in terms of age, education or literacy. In pedagogical terms, this comic book is particularly suited for a younger audience, between the ages of ten and seventeen. Naturally that according to the age of the reader, the usages of the text will be different, from a more global and adventurous narrative to a greater focus on specific topics such as working conditions or the relationship between engineers and political power. The pedagogical potential of this album is accentuated on chapters 6 (It happened in 125 years of operation) and 7 (“Saudade”), which function almost like a flashforward narrative, accelerating the chronological sequence and taking the reader through a series of events that happened between the opening of the railway line
and the contemporary memory – English ultimatum, African military campaigns following the Berlin Conference, the instauration of the Portuguese First Republic, World War I and II, the origins of the dictatorial Estado Novo, the Colonial War, the restoration of the democratic regime… The impact of such events obviously goes beyond the geographical area of the Tua line; but they establish a bridge between the local, the national and the international dimensions, emphasizing the context and encouraging a comprehensive and dynamic understating of History. The cartoon The Line from Foz-Tua to Bragança is therefore another way to write History – to summon it to discuss and understand decision-making processes and economical and political organizations –, to build new audiences, and to traverse the territories of sundry disciplines. While it is easy to say interdisciplinary, practicing it is rare and a hard task to accomplish. The construction of a common narrative, in which different areas like History and Illustration become porous and allow the mixing of their discourses, is a time-consuming task of doubtful success. In this case, however, both authors were able to do it and by this they are to be congratulated. It will be, of course, the audience who will have the last word, but I believe that this work has all the conditions to tread a path of success.
MARIA PAULA DIOGO
Full Professor | Interuniversity Centre for the History of Sciences and Technology Faculty of Sciences and Technology – Universidade NOVA de Lisboa
Chapter 1 - And thus the Tua line began… Chapter 2 - The construction of the line from Foz-Tua to Mirandela Chapter 3 - The epic Bragança line Chapter 4 - The inauguration festivities Chapter 5 - The engineers behind the projects Chapter 6 - It happened in 125 years of operation Chapter 7 - Saudade…”
And thus the Tua line began‌
In Trรกs-os-Montes, before the railways, there were barely any roads
There were only mere unpaved tracks and pahts
The main way of communication was the Douro river that was a wild and dangerous waterway
The Tua River was barely navigable
Foz-Tua In order to go from one place to another, people had to walk, ride a horse, or use "malas-postas"* or oxcarts
Mail service operated only twice a week and a letter could take up to eight days from Lisbon to Trรกsos-Montes and back * Stagecoaches
The isolation of Trás-os-Montes favoured criminal activity, hence the proverb:
"Para lá do Marão, mandam os que lá estão*" * Beyond the Marão, its inhabitants are the rulers
In the beginning of the 1860’s two MP’s of Trás-os-Montes proposed
The construction of a railway from Porto to Régua or Foz-Tua 1860 1st proposition
Júlio do Carvalhal
The salvation of the Douro region, and at the same time…
… the prosperity of Trás-osMontes lays in the construction of a railroad.
Afonso Botelho 1862
1864
The government nominated the engineer Sousa Brandão to survey the region and set the route of the road
Some engineers proposed the construction of a road to Abreiro as a complement of the Douro railway…
… and also an "americano"* towards Mirandela, while others suggested that the railroad should go as far as Torre de Moncorvo * Portuguese term for tramway, a railroad set directly over a regular road
1864
2nd proposition
My solution includes connecting Zamora in Spain to Bragança, Vila Real and Porto General Sá da Bandeira Engineer Sousa Brandão, I want new surveys for the railway PortoBraga and Porto-Régua with an extension to Salamanca.
I am not happy with that solution. I reckon that a route from Porto, Régua, Vila Real, Mirandela, Bragança, and Zamora is far more feasible.
Duke of Loulé 1867
The minister Andrade Corvo presents a bill to parliament to authorize the government to construct the railways…
… from Porto to Minho and to Douro.
The parliamentary committees of Public Works and Finance believed that a railway through the Tua valley…
1867 3rd proposition
… could be the future extension of the Douro line to Zamora, through Bragança.
The bill was approved and it would turn into the law of July 1867
However, the financial context of Portugal was not favourable to large investments and the works were postponed. The setting of the rails towards the Douro began in July 1873 in Ermesinde And it was resumed very slowly, so that only in 1875 would the line reach Caíde.
The railway finally entered in Trás-os-Montes when it arrived to Régua in July 1879
A few years before, in 1874, Clemente Menéres, a businessman from Porto, took four days to travel from Porto to Romeu in a stagecoach
By the same time Fontes Pereira de Melo also travelled to Trás os-Montes and confirmed the terrible condition of the transportation system… … of the region.
It is beyond any shadow of a doubt that this region has terrible accesses.
Prime-minister, Fontes Pereira de Melo
In 1880, the railway arrived to Pinhão
I need a better way to transport my productions. These ancient tracks are hellish!
Jerusalém do Romeu
I learned that a group of MP’s asked the government for more studies to extend the Douro line towards…
Clemente Meneres
He lobbied for the construction of the Tua line.
The Northeastern regions of the province. We need to foster the agricultural and mineral potential of Trás-os-Montes!
Out of the parliament, Clemente Menéres, who had invested large sums of money in Trás-os-Montes, felt the want for better transports to Porto
Menéres wrote letters in several newspapers in which he forged rumours of popular rebellions demanding the Tua line.
It’s imperative that the train reaches the district of Bragança. Justice must be served!
In parliament, Menéres was supported by a few congressmen who were interested in the purchase of some "quintas" in the area. Other MP’s, like Eduardo Coelho…
MP Eduardo José Coelho
… or the Bishop of Bragança, in some occasions, lobbied for the introduction of the railway in Trás-os-Montes I only voted favourably for the Beira Alta railway (in 1878), for I was promised that the same investment would be made in Trás-os-Montes In the Association of Portuguese Civil Engineers
The Tua line was included in the debates about the general network plan in the second half of the 1870’s The Portuguese engineers anticipated a prosperous future for the Tua line
Engineer Campos e Silva, manager of Public Works in Bragança, affirmed that the railway would only be feasible if it was built with narrow gauge
To Veríssimo Guerreiro and Sousa Brandão, the Tua line was the best solution for Trás-os-Montes, even if it only reached Mirandela in the short term
Tua Valley model The best solution to take the train to Bragança is through the Tua valley. Firstly, we will take it to Mirandela…
… and, as soon as it is financially possible, we will build the rest of the line to Bragança
Sousa Brandão
In the Association’s final report, the Tua line was included as the extension of the Douro railway to Spain
I do not agree with this solution! I shall present another more practicable!
João Crisóstomo de Abreu e Sousa 4th proposition In 1878 João Crisóstomo presented yet another solution, in which the railway to Bragança was set through the valley of the Sabor Vila Real and Chaves were also connected to the network, but the Tua line was not part of Crisóstomo’s plans
1879 5th proposition
In 1879, the minister of Public Works presented a bill to parliament that included the Tua line to Bragança and Vinhais
Lourenço de Carvalho, minister of Public Works
However, the minister preferred that the Douro line went to Spain through the eastern border, in Barca d’Alva, which postponed the construction of the Tua line
In 1880,
engineers Sousa Brandão, Pereira Dias, and Barnabé Roxo suggested the construction of four railways in the northern parts of Portugal: Through the Sabor valley to Zamora, …
… through the Tua valley to Bragança, …
… through the Corgo valley to Chaves… … and through the Tâmega valley also to Chaves.
6th proposition
Sousa Brandão recommended the use of narrow gauge in all of those roads
A connection to Zamora could be a danger to the nation! The Spaniards can invade us using the trains!
Of course! Besides, they use broad gauge! Our railway should use narrow gauge!
The government preferred that the Douro line went to Spain through the eastern border in Barca d’Alva, even though…
… some MP’s of the opposition advised that the line should go to Spain through the north eastern border in Bragança
Bragança, 1878
Quite surprisingly, the mayor of Bragança argued against the solution of the opposition…
… for he wanted to show his loyalty to the party in the government. This whole process was only wrapped up in 1882. Until then the government did nothing to take the railway to the heart of Trás-osMontes
1882/83
The people of Trásos-Montes pushed on with their claims, but they were not heard.
We must keep demanding the line from the King! Mirandela Town Hall 7th proposition
In 1882 and 1883 the Mirandela town hall asked the King for the construction of the line
In the parliament several MP’s asked for new surveys anticipating the construction of two railways in Trás-os-Montes
One from Régua to Vila Real, Vila Pouca de Aguiar, Mirandela, and Zamora;… 8th proposition
… the other between Mirandela, Chaves, and Bragança. All in vain!
Until in 1883 the Douro line arrived to Foz Tua, and in that very year…
… true efforts were made in order to turn the line to Mirandela in reality. Does everyone concur with this report?
In January 1883, the advisory board of the ministry of Public Works issued a favourable report on Sousa Brandão’s proposal about the narrow gauge network north from Douro
The board highlighted the Tua line for it passed through a productive and populated area of Trás-os-Montes
To João Crisóstomo, the government should firstly determine which lines should be built, and which gauge should be employed. Afterwards a priority should be established between railways.
I do not!
However, one of the members of the board did not agree with this opinion
In my opinion, the Tua line must not be a priority.
This railway will run through a narrow and craggy valley, served by only two roads before Mirandela.
More important are the lines between Régua and Chaves and between Pocinho and Bragança
9th proposition
However, realizing that the majority of the board was favourable to the Tua line, João Crisóstomo also gave his insights about that track.
If the Tua line is to be built, it should be set with broad gauge, and it should be extended immediately to Bragança and Vinhais
On January 19 1883 the ministers of Finance and Public Works…
Fontes Pereira de Melo and Hintze Ribeiro presented a bill to the parliament to adjudicate three lines.
We propose the construction of the Beira Baixa railway, in broad gauge, and the Viseu and Tua lines, in narrow gauge
This bill is not realistic. It is just a desperate way of the government to catch a fistful of votes
In the debate, no one spoke against the bill, for it would lead the railway to a region with very poor means of transportation
However some doubted of the feasibility of the project and as such accused the government of being demagogic.
The honourable MP should not confuse progress and justice with demagogy
Some MP’s still tried to correct some details of the bill, which they deemed as mistakes. It is an error to build the line in narrow gauge, and a larger error is not to take it to Bragança immediately
The supporters of the government reaffirmed the advantages of narrow gauge and their belief that the railway would go to Bragança in a second phase of the investment
After the debate, the majority approved the bill that was ratified by King Luís I
Hooray! Finally we will have a railway!
The law was officially published on April 26 1883. The government was authorized to guarantee a yield… … to the construction and operation of the Beira Baixa, Tua, and Viseu lines
The tender was open by decree of September 28 1883…
The Tua valley
… but no one was interested in bidding.
Clemente Menéres tried to convince the banker Henry Bunray to the business
There were no bidders? I must convince the men with the money to invest in this line.
Henry Burnay
Right now, I have no interest in railway tracks.
We haver other priorities besides financing the construction of a railway in the Tua valley
Given the refusal of Burnay, Menéres tried to captivate the French businessmen Pereire
Menéres then decided to make himself a bid to the new tender.
The Count of Foz
His entrepreneurship turned out not to be necessary, for…
… the Count of Foz, a wealthy businessman from Lisbon, made an offer. The contract was signed on June 30 1884
The construction of the line from Foz-Tua to Mirandela
Foz Palace. Lisbon, 1884 TristĂŁo Guedes Correia de Queiroz, the 2nd count of Foz, was renowned in Lisbon for the pageantry of his parties
My dear friends, I organized this party to let you know of one of my most recent investments. Please, come with me.
I have signed with the government a contract to build and operate the Tua line
Join me in my office. We shall be ever more confortable.
He was congratulated by his friends and fellow investors.
Here is the best spot.
In the engineering office.
There is no doubt that the station should be built on the left bank of the Tua river
The concessionaire committed himself to the project and in August 9 1884 he presented the first drat plan for the line. On June 30 1885 a second draft plan is submitted to the government, again on the left bank of the river
In this place there is more space to build and it will be easier to make the junction with the Douro line Those projects go against my surveys on the right bank of the river. They are not viable.
Engineer Sousa BrandĂŁo
The plans of Sousa BrandĂŁo are a poor solution.
Engineer Almeida Pinheiro
For some time, both parties argued in favour of their own solution for the location of the railway station in Foz-Tua
Sousa Bra projectndão’s
But the concessionaire was more leaned for the solution of engineer Almeida Pinheiro
Almeida Pinheiro, general manager
This landscape is absolutely magnificent! But our task will be everything but easy…
Dinis Moreira da Mota, engineer-in-chief
Lisbon. Parliament.
The truculent MP Teixeira de Sampaio, a representative of a constituency on the right bank of the river, took the issue of the line’s route to parliament
Mr President, if the line is set in the left bank of the river, grave will be the damages for a great number of peoples!
Mr Sousa Brandão surveyed the right bank of the river, for he deemed it the most convenient.
But Mr Almeida Pinheiro, going against the ministry’s orders, decided to survey the left bank of the Tua.
This is why I say that this issue has been handled in an immoral and unfair fashion! In any other country, he would be severely punished, but in Portugal he was probably awarded with an important office!
When all the bureaucratic nuisances were settled, the concessionaires began recruiting the work force.
I heard that they’re looking for men to build the Tua line
It’s a good break for us to make a few more moneys…
The hearsays about the demand for work reached Galiza, Spain
They sure gonna need us, blacksmiths!
No work here! Go to Tua, Portugal!
That’s what I heard! Shall we go there? "Amigo", are you going to Portugal as well?
Si! "Los "Portugueses" want to build a train line!
Farewell, my friend! Godspeed!
From all over the place, workers flocked to Tua.
You take care of yourself and our family. I will earn an extra fistful of "reis" to help y’all…
When the construction plan was approved by the government, the count of Foz transferred the concession to the Companhia Nacional, a firm founded by himself
The direction of the work was assigned to the engineers Almeida Pinheiro and Dinis da Mota
Foz-Tua
Engineer JosÊ Beça was another member of the managing staff
The Tua River, near Mirandela.
The works started on October 16 1884
We gonna have a tough nut to crack here, I tell ya!
We’re gonna have to blow up our away through these freaking rocks!
The construction began almost simultaneously in two fronts: in Mirandela coming south; and in Foz-Tua heading north.
In Foz Tua…
The enterprise employed a different array of workers: smiths, masons, bricklayers, carpenters, and so on… I got this, chief! The only work I’ve known since me being a boy is terracing the slopes in Douro!
We look like monkeys hanging from these rocks!
The drilling of the "Fragas Más" rock was an extraordinary feat.
Stop fooling around, mate, before you get yourself killed!
I don’t want anyone here who isn’t safely strapped to these ropes, you hear me?
Despite the precautions, some men were injured or lost their lives during the work…
Sure thing, boss! Better safe than sorry, right?
Tua, S. Lourenço
Jay-sus! I’ll be damned if I ever thought of working hanging like this!
Aren’t you always nagging about back pain? You must come to the springs!
Sure, boyo, I would, but I don’t have the time nor the money!
Some of the toughest rocks had to be drilled to set the track.
No chisel can break these freaking rocks! When you hit it, I tremble me self to hell and back!
Manuel, this was a great idea, getting the mules to pull the wagons.
These rocks are hard as the Devil’s behind!
"Fragas Más" tunnel
No wonder they called them "Fragas Más" (Evil Rocks)
I can barely sleep at night with the pain in me arms and back…
If only there was a machine that could drill this devil…
Men and beasts were an efficient duo in conquering the hardness of the valley’s rocks .
Working in this narrow valley… it’s the Devil’s work!
This is a hair-raising job! My poor animals…
Careful, son! You’re gonna tilt the cart!
Easy, dad! Let’s go slowly. This looks like the road to hell! Woah, Nelly! If the oxen can’t take it, the mules don’t fare much better, I tell ya!
The pay is good, but we tire our animals to death here!
And the amount of trips we’ll have to do… I don’t even want to think about it!
Carrying building materials to the worksite was gruelling for both beasts and men
We’ll have to detonate some dynamite here.
Seasoned pyrotechnics were engaged in breaking the toughest rocks
Aye! No man can tear these rocks down with his arms.
Take cover! It’s gonna blow up! Duck! Duck!
Men from the Minho province, skilled in this kind of work, paved the way for the road bed
Easy… lower him down, nice and easy…
Quickly, goddammit! Pull! Pull!!!!
Easy now… easy, mates! I must be quick…
done. All I have to do now is put the dynamite
It was indeed the toughest part of the line
Foz-Tua
The fuse is lit! Pull me up!!
Near Mirandela.
Despite the hardships, some workers still found the time to woo the women from the neighbouring villages…
Mary, that Spaniard doesn’t take his eyes out of you, woman…
careful now, girl! Men just want one thing… I can’t get you out of my mind… I reckon it’s love…
Look her, "chica", I’d like to talk to you…
Many navvies found their wives in the villages close to the worksite.
Hmm! What do you want to talk to me about? I’m not one of those women…
I sometimes think about you as well…
Tonight, I’ll pass under your window… if you want…
Neither good winds, nor good marriages come from Spain! We shall see how these weddings end up!
We’re working near São Lourenço, I can’t come home for lunch…
Don’t worry; I’ll come here every day to bring you food.
Those
who lived next to the line, were lucky enough to have someone bring them over some food and love.
This is for my husband. Would you kindly deliver it to him?
And in some cases, the women were unaware of their husbands’ death and they kept bringing them food. Thus, some workers were being fed at the expenses of those poor women, until the day that they were discovered.
He’s working down below, ma’am. I’ll make sure he gets it. The construction of metallic bridges demanded expertise and skill.
These landslides are a constant menace! So many of our men were hit by crashing rocks.
Many workers have serious injuries due to the explosions and slides…
This smallpox is already in a very advanced state. There is little I can do…
The men were treated by the almost inexistent physicians…
The precarious working settings, a poor diet, the unsanitary conditions led to outbursts of illnesses amongst the labourers
The cold in Winter and the heat in Summer favoured the dissemination of fevers.
… and also by the miraculous waters of the São Lourenço springs.
God willing, your father will get better…
Foz-Tua
Riots and mutinies were also frequent in the yards.
The construction sites attracted many outlaws and criminals.
Hunters battalion 3 from Braganรงa
Sometimes, the workers engaged murderous feuds.
The lieutenant Celestino Beรงa led the hunters battalion 3 to crush a riot in 1884
Once the situation was pacified, the works could resume.
These sleepers must be cut perfectly.
This work was still harder in the deep and narrow valley of the Tua river
Sure thing, mate! Otherwise they might break under the weight of the trains.
As if in a race, the two work fronts began the setting of the sleepers and the rails.
Whereas in the vicinities of Mirandela, the laying of the track was much easier
The roadbed was covered in thick gravel – the ballast Whoa!! Watch out, men! The distance between rails must be perfect!
Finally, the rails were attached to the sleepers with long lag screws
At the same time that the rails were being set, other men were placing the telegraph poles.
These poles were placed throughout the line to install the "singing wire"
And with some ingenuity, skill, and science, communication between stations was established
At the same time, the construction of bridges, viaducts, and stations was almost completed
Tua station was being given the final workmanships to serve as the junction station of the Douro and Tua lines
The engineer who made this station must be from the Algarve! These chimneys look like the ones they used there!
Manuel, these tiles sure are pretty!
You’re right! The stations look a whole lot nicer with these tiles.
The arduous enterprise entered its final stages.
Sir? May I announce it?
Everyone was awaiting the good news.
The line is ready At last, both the work fronts got together. The largest public work ever undertaken in Braganรงa was finally concluded
On September 30 1887 the line was open for service
The epic Braganรงa line
In 1888 the minister of public works Emídio Navarro proposed an ambitious plan to the rail network in the north of Portugal
In Trás-os-Montes, the plan included the extension of the Tua line to Bragança
Emídio Navarro The engineers Augusto Pinto de Miranda Montenegro, Manuel Francisco da Costa Serrão, and José Maria do Rego Lima approved the project…
… and so did the parliamentary commissions of Public Works and Finance. However nothing was done in the short run
Two years later, Eduardo José Coelho presented yet again the same project to the parliament.
Pray, tell me: why hasn’t the Tua line reached Bragança?
Is it not the time to include this city in our national railway map?
Sadly, the financial situation of the National Exchequer did not allow the government to take on new investments, but…
… throughout the 1890’s several solutions to build the railway to Bragança were proposed.
Mainly by Abílio Beça, a politician from Bragança who in parliament and in the papers lobbied for such an investment.
Abílio Beça
Bragança’s town hall also lobbied for the railway, trying to convince the government to assign the necessary funds However, the times were not favourable for new investments, quite on the contrary.
But in 1898 the minister of Public Works Elvino de Brito presented an ambitious program to improve and extend the rail network
It is wrong the opinion of those who deem utterly impossible in the current circumstances the construction of new railroads in Portugal by the State.
Despite the financial troubles of our country, the investment in railways must go on
Elvino de Brito In parliament, the minister included the railway to Bragança in the array of priority lines
But the opposition chastised the minister’s bill!
This bill is a true April Fool’s joke to entertain this chamber and delude the hopes and dreams of the people! It can and it will have a devastating effect on the National Treasury!
In Bragança, though, the people were very excited with the debate. Some citizens even offered their properties free of charge to facilitate the construction of the railway.
I’ll let them pass in my lands. Free of charge!
Hear, hear! We sure need the railway. Its want his very bad for this region.
The bill was approved and it turned into the July 14 1898 law
Three months later the government nominated the engineer Nepomuceno Lacerda to survey the terrain and determine the route of the railway However, no steps were being taken to actually build the line, which led the governor of Bragança Abílio Beça and his brother MP Jos Beça to the office of the minister of Public Works Francisco Vargas.
They presented him the businessman ortunato agury, representative of the firm Zagury & Co. from London, who proposed to build the line from Mirandela to Bragança…
… in exchange for a guarantee of yield of 4,5%. José Beça searched for more businessman that might be willing to invest in that line.
Thanks to these contacts, the minister orders the opening of a tender for the concession of the Bragança line
The decision was received with enthusiasm in Bragança
The tender was officially opened in November 14 1901
Immediately Abílio Beça went to Lisbon to confront the minister of Public Works
Even though João Lopes da Cruz made the best offer, the tender was cancelled due to a protest of Zagury
The government decided to open a new tender
And two bids were received: one of João da Cruz; the other from Zagury.
The best offer is from João da Cruz!
The contract had to approved by the Parliament, however the parliamentary session was close to its end. There might not be just the enough time to approve the contract!
In Bragança, demonstrations were being prepared, demanding the approval of the contract.
The governor Abílio Beça went once again to Lisbon. He threatened with his resignation, if the contract was not approved.
Almeida Garrett Square
Your Excellency, we the people from Bragança deserve to be treated as the rest of the Portuguese!
We the people must demand that the railway reaches our lands! The construction must begin as soon as possible! The bill was eventually discussed and rapidly approved by the parliament
The King has approved the construction of the line! Hip hip hooray!
The law was published on May 24 1902, duly signed by the King. Bragança was overwhelmed with joy!
Hooray! Long live King Charles!
The construction could begin, but the concessionaire was struggling to find the necessary funds…
… despite the efforts of the tireless engineer José Beça in his search for investors.
My dear friend, finding investors to this enterprise is proving to be a very hard task…
I know, Mr Beça. Maybe I could transfer the concession to the Companhia Nacional?
The concession was indeed transferred to the Companhia Nacional in 1903
João da Cruz was hired as main contractor and he chose engineer Costa Serrão to manage the undertaking.
Mr Costa Serrão. I would like to hire you as engineer-in-chief of this project.
I am very honoured by your trust in me. I will do everything in my power to take the railway to Bragança.
With all the arrangements settled, the construction began in July 20 1903
Bragança, 1903
Here is the definitely the best place to build the Bragança station
May God Almighty bless this railway and may it bring wealth and prosperity to this land.
The work began on the grounds where the station was to be built.
The ceremony was attended by the Bishop, D. José Alves de Mariz… … the governor Abílio Beça and other representatives of the town hall.
By noon, the Bishop used a golden shovel to unearth a bit of dirt…
The contractor and the managers of the Companhia Nacional were also present, as well as lots and lots of people.
… that the mayor placed in a wheelbarrow…
… which was dumped by Abílio Beça. In this very moment firecrackers echoed around the land.
Before the people of Bragança, João Lopes da Cruz cheered for the city and ordered his men to begin the earthworks….
… whilst the army band played a tune and the fires cracked in the sky.
May the construction begin! Costa Serrão did a new survey of the railway route. He was able to come up with a shorter route…
Engineer Costa Serrão
… with less bridges and viaducts and that served a larger number of towns.
The main goal was to pass through enough lands in order to transport their agricultural productions.
The construction works were also undertaken from Mirandela northwards.
Come on, Pequinha, giddy up! Or we shan’t make us no moneys! To take the line from the station of Mirandela onwards we must build a tunnel and a cutting!
Mirandela Take cover!! It’s gonna explode!!
At this rhythm we got ourselves work for the next ten years!
Mirandela tunnel works
We must be careful with the dynamite. Otherwise those houses will come tumbling down over our heads!
At this rate, the construction of this station will go on forever. And we still have a handful of ’em in store!
These bricklayers are such an artists. What a perfect construction!
I reckon we should get some more carts to carry the rocks. Just the two of us just ain’t enough!
Carvalhais station Carvalhais bridge
Phew! This place is like an oven! Not even next to the brook we get a little cooler…
The construction moved forth. The line advanced from the warmer regions of Mirandela to the colder North.
The Summer was hot. But now we have the cold from the rains and this blasted wind from Spain!
Might as well have us some wine, hey? That’ll get us warm! Working is such a pain…
The construction of the Bragança station began in July 1904
Brrr! This wind is so cold it cuts me to bone. Me hands are freezin’ out here!
The roadbed in Bragança was being build through the Loreto towards Vale de Álvaro
Construction plans for the line If only the works in the entire line were as easy as here… The freakin’ line would be done by now!
Aye! I reckon here is easy! You youngsters should’ve worked in the Tua valley as I did, back in the day!
Here we go again with the same story of the Tua valley railway…
This station will be very important for the villages of the Nogueira sierra
Mosca station
Steady there. Lift her up, nice and easy…
The station of Mosca was the last one before Bragança.
Oh come on, mates! Move out of the way, will ya?
Meanwhile in Remisquedo I need more water for this mortar. Where’s the water boy?
Boy, if only this fount ain poured wine instead of water, I’d be a happier man, that’s for sure!
Tonho has gone down there to the Remisquedo fountain to get some more water.
In August 1905, the train was in service up to the station of Romeu
This bridge is a regular work of art!
However, during the construction João da Cruz could not agree with the claims of Clemente Menéres regarding the expropriations
It sure is, mate! This structure can withstand thousand of tons!
For crying out loud, Mr Menéres, the price you’re asking for the lands is outrageous!!
The boss says it will still be here one hundred years from now. Can you believe it?
This is my livelihood, Cruz! If I am to be stripped from my lands, I surely must be fairly compensated!
Rossas. Winter, 1905 This is the worst Winter I can remember, mates. It’s impossible to work like this!
Hear, hear! This snow will surely delay the work!
Aye! But if we don’t work, we don’t get paid, chumps! I don’t know why, but I have a bad feeling about this Salsas station…
There you go again with your omens. Have you considered a career in fortune telling?
On August 16 1906 the Rossas station was inaugurated. It is the highest point in the whole of the Portuguese network
Meanwhile, riots and strikes also delayed the works. A bunch of navvies wreaked havoc in Macedo de Cavaleiros. The contractor is getting richer at our expenses!
We want our money or we’ll go on strike!
It seems the money he made in Brazil is not enough for him! Bloody crook!
I’m ready if things get nasty, mates!
Macedo de Cavaleiros
In fact, João da Cruz was going through severe financial difficulties and sometimes he could not pay his workers on time.
Stick together, mates! We’ll get out money! Me and the wife have kids to feed! I can’t go on like this! Grab some rocks and your shovels, man! I hear they called the military!
There were more upheavals in other parts of the line, like in Cortiços
With a switchblade and from behind he tried to kill him! It was no easy task to manage these men!
There were some attempts of breaking and entering and a worker tried to “shiv” a foreman.
Cortiços Bastard! Think you can outsmart me, do ya?
Let’s hang him high! We have no need for scum like that!
But, with the help of the military, things calmed down.
October 1906 The works were resumed peacefully.
On October , the first locomotive arrived to the station of Bragança Blessed be this
work created us many jobs and it shall create even more for our children!
Aye! And it’s better than working in the fields!
Many of the men employed during construction were hired to operate the line.
By the end of , the final works were being handled.
Arufe tunnel If my granddad was still alive he wouldn’t believe his eyes if he saw this!
The works were nearly completed. People were eager for the beginning of the operation.
You’re right! Cars rolling under the earth. It’d blow his mind off!
This station here in Sendas will soon be filled with the cork and olive oil they produce around here
Here the engines won’t lack any water. There’s plenty of it down there.
Aye! If there’s something we have no want of here is water. The Azibo brook seems endless!
November 1906
The expertise of Mr Serrão was decisive to the success of the enterprise.
Mr Abílio Beça was the key to unlock the conundrum of building this line.
How it hurts me to see you in that anguish, my husband…
And if it weren’t for João da Cruz no one would build the bloody thing.
That’s true! With his new surveys, many “contos” were saved!
The railway was completed with much technical, financial, and political ingenuity…
By the way, what happened to him? I hear he was broke!
Aye! Lost everything he had. They destroyed him!
And it was in the absence of João da Cruz, bankrupt, that the line was inaugurated on December 1 1906
The inauguration festivities
Everyone must be prepared for a brilliant ceremony!
As we all are aware today is the inauguration of the Foz-Tua to Mirandela railway
A "Te Deum" shall be celebrated in the church of Mirandela to homage the Royal Family
Many musical groups were invited to brighten the party. I look forward to hear the band of the Bragança regiment!
The Royal Family shall be received by the governor and the religious authorities
Mirandela - 1887
The mayor of Mirandela shall accompany the King since RĂŠgua
At 5:25 AM, with the break of dawn, the royal train left the CampanhĂŁ station in Porto heading to FozTua.
The King LuĂs I, the Queen, prince Carlos and prince Afonso led the entourage.
The royal train headed to Tua station carried over 200 guests
The train ran through the Douro line and in every stop the locals greeted the King enthusiastically. Everyone wanted to see His Majesty
An hour before another train with the directors of the Companhia Nacional had left Porto with the same destination
Inside the royal carriage
… the arrival at Tua station was enthusiastic
After a journey of around four hours, with many stops along the way…
Many locals gathered around the station and many others assembled in boats in the Douro river to catch a glimpse of the Royal Family
The station was beautifully adorned. The decorations were many and varied.
The Royal Family was awaited by the Bishop of Bragança and the main local authorities
Everyone cheered for the Queen Maria, the Pious, known amongst the people as the Angel of Charity
Foz-Tua
A beautiful pavilion, lined in white and blue, the colours of the Royal Family, had been erected.
Long live King LuĂs of Portugal!
Hip hip!
Hooray!
Hurrah!
The local mayor of Carrazeda de AnsiĂŁes read a long speech to the King and he praised him for the improvement that was being inaugurated.
Majesty. The King answered that he was very pleased to visit this region of his Kingdom.
It is an absolute honour to have you here with us today, Your
Everyone was excited until a very sad event occurred.
A poor old woman was able to jostle through the crowd up to where the Queen was standing.
She knelt before Her Majesty.
And after getting herself on her feet again, she made a request.
Your Majesty, I am a poor and crippled widow. My only son was drafted and I have no one to look out for me‌ Her Majesty took pity on the old woman and gave her two pounds. The king followed suit and gave her the same amount Here, take this. It will help you relieve your pain‌ Thank you, Your Highnesses.
The royal train departed from Tua to Mirandela at 10:20 AM
When the welcoming reception was over, the Royal Family and its guests took the train that would take them through the Tua line
The landscape astounded all the passengers of the train
What a magnificent scenery!
We must congratulate engineer Dinis da Mota. A superb engineering work!
These views are breathtaking! Long live the King!
Brunheda What is that rocky formation? Seems like a colossus!
Come on! Let’s see the train!
S. Lourenço Springs
In Codeçais, the populace stopped the train so that Mr Joaquim Azevedo could ask the King for the construction of a stop there.
Long live King Luís! God bless him!
Hooray! Long live the King!
There comes the train!
God bless the Angel of Charity
God bless the Royal Family! Hooray!
Throughout the line, everyone cheered for the Royal Family, for they knew that the progress had arrived to Trás-os-Montes
The train was approaching the final curve and already hundreds of fires were cracking in the air
Long live our protector! Long live the King!
It is almost one o’clock. It was a very pleasant journey from Tua to Mirandela.
. . . From the neighbouring villages, thousands had flocked to the station to see the oyal amily in the flesh
There was hardly a more superb view than the sight of the town all decorated, with thousands of people gathering around. . .
Mirandela station. September 29 1887
The arrival of the King to Mirandela was a glorious spectacle‌ ‌ because thousands of people gathered in the hills surrounding the town, cheering for the railway and the Royal Family
The most notorious public representatives and many ladies were awaiting at the station
The regiments of Hunters 3, Infantry 19, and Cavalry 7 composed the honour guard
Everything was shiny and embla oned and the fires cracked endlessly
Then, the Bishop blessed the locomotives of the company
When the blessing ceremony was over, the King and his entourage went to the platform where lunch was served
And it was with a sumptuous banquet to the whole entourage that the most important event in the History of the region was concluded‌
Almost 20 years later, in Braganรงa
The month of November was drawing its end. The people from Braganรงa were getting ready to inaugurate their own railway
Bragança. End of November, 1906
It’s outrageous that the King won’t attend the inauguration of our line. Unbelievable!
But you shall see that he’ll go the inauguration of the Vila Real railroad! Once again we’re estranged citizens!
Sir, the troops and the band are ready to march to the governor house. Just give the order.
At last justice has been served. Finally we have a railway!
Local powers and people were getting ready for the big event!
Too bad that the railway doesn’t go all the way to Spain… Alas!
November 30 1906
The stunning celebrations were very evincive of the enthusiasm of the populace…
Hooray for the railway! Hooray for progress!
… quite taken by the joy of finally having the so desired improvement.
People of Bragança, the Town Hall gives you this meal.
Don’t worry! There’s plenty for everybody!
The Town Hall prepared a meal that was distributed amongst the poorest of Bragança’s citizens
Mommy, I’m hungry…
At 4 PM the band from Izeda entered triumphantly in Braganรงa, playing several tunes throughout the streets
December 1 1906
Hundreds of firecrackers were launched. The effect was rather surprising!
The morning had barely broke and already the national anthem was being played
Governor’s Palace
At 11 AM a procession was organized in front of the governor’s palace.
In the first group followed the band of Izeda, the festivities commission, professors and students from the Seminary The flags of Portugal and Bragança must be well aligned.
The second group was composed by the firemen band and squad, and by the local arts and trades associations
In the third party, the army band, local authorities, members of the Church, and judges followed suit
São Vicente Square
Finally the fourth assemblage gathered another army band, representatives of the Bragança government…
… board members of the Companhia Nacional, public servants, and several mayors.
Surrounding the groups, followed an immense crowd!
Conde Ferreira Street
The revellers followed through the Prateiros Street, Costa Grande, São Vicente Square, Almeida Garrett Square, … … Fora de Portas Street, Eduardo Coelho Street, and Conde Ferreira Street, before arriving at the station.
Is Hooray! the train coming already?!
In the platform they eagerly awaited the coming of the train
Several members of the Church were also at the reception.
His Excellency the Bishop of Bragança was also there, prepared to bless the train and the railway.
More than 12 thousand souls were in the narrow plaza in front of the station
This is all due to João da Cruz! But where is he? D. José Alves Mariz, Bishop of Bragança In the minutes before the arrival of the train, the crowd awaited in a solemn silence
It was about one o’clock when the whistle of the locomotive was heard in the distance
The joy and excitement was visible in every face.
Now we can visit my parents in Porto more often, dear.
Uh-hu…
High-society types, commoners, youngsters, seniors, political rivals, all were anxious for the coming of the train
The demonstrations of joy were truly genuine and they clearly showed just how hopeful the people were in the railway
Get the crackers ready!
Here comes the train!
Progress was finally arriving to Bragança and the northeast of Trás-os-Montes!
But… the station isn’t finished yet! Some of the furniture is still missing!
… carrying in luxurious wagons the representatives of the Companhia Nacional
Silence was unbroken and a few moments later the steam wonder arrived…
Finally! Justice has been served! Bragança, ahoy!
The guest list included engineers Costa Lima, Gomes Lima, Oliveira Belo and some of the company’s stockholders Mr João Gualberto Póvoas was present in behalf of the minister of Public Works The whole of the crowd electrified by the arrival of the engine – stood up and cheered as one! Hands waved,
Bragança station
arms flailed, cheering and hooraying in a delirious and ecstatic enthusiasm!
Hip hip hurrah!
Hooray!
God bless the train and The ones who brought it here! Bishop of Bragança blessed both the line and the locomotive that was slowly approaching‌
Then, the entourage returned to the cathedral where a "Te Deum" was celebrated In the end of the day, the party was over. The train service could begin
The
The mayor, governor, and many other local authorities signed a charter celebrating the solemn occasion.
The engineers behind the projects
1885
In 1885, the Count of Foz created the Companhia Nacional de Caminhos de Ferro in Lisbon
For the vice-presidency was chosen the Viscount of Moreira de Rei. The rest of the board was composed by…
The president was the Count himself
… Alfredo Ribeiro, Eduardo Segurado, Henrique Matheus dos Santos, Júlio Marques de Vilhena, António Maria Fontes Pereira de Melo Ganhado, and Arnaldo Navarro
Lisbon, late 19th century. The company tried to get funding abroad…
The company issued 12 thousand bonds in Portugal. The board was very optimistic with the deal.
but the international financial markets were not interested in such a small investment
We propose Almeida Pinheiro for general manager
Paris
Estremoz
Almeida Pinheiro was born in 1845 in Estremoz Push! Come on men!
He graduated in Engineering in Lisbon’s Army School
He dedicated his career to railways
He surveyed the Tua, Western, and Beira Alta lines, and also the connection between the latter and the Douro railway
And he worked in the Douro, Tua, Algarve, Beira Baixa, and DĂŁo lines
He was close friends with the Count of Foz, who invited him to work in the Companhia Nacional
My dear friend, there is no engineer in the world I trust more than you. I am sure you are up to the task.
And later on in the company that build part of the Beira Baixa railway
I shall give you carte blanche to come up with a staff of your choosing
I already have in mind a team of good engineers I have selected as directors of construction engineer José Beça..
… and engineer Dinis Moreira da Mota, both of them men of my complete and utter trust.
José Beça
Dinis Moreira da Mota
He was the brother of Abílio Beça
José Beça was born in Vinhais in March 10 1859
Vinhais - 1859
He graduated in Mathematics in Coimbra and then he became and engineer in the Army School
He was a colleague of Dinis da Mota When he graduated he was hired by the Companhia Nacional as one of the directors of construction He drew up the project of the Mirandela station
Lovely design! I love it!
Alas, in 1886 he was not able to prevent a riot amongst the labourers of the line
A mutiny that was smashed by his brother Celestino Beça, who was stationed in the regiment of Hunters 3
José Beça quit the Companhia Nacional and he was hired by the ministry of Public Works
There he did part of the survey of the line between Mirandela and Bragança
Dinis da Mota was born in 1860 in the island of SĂŁo Miguel, Azores
He was a student of Mathematics in the University of Coimbra, before becoming an engineer in the Army School
Coimbra - 1880
Tua valley
Alentejo
In 1884 he was hired by the Companhia Nacional for the technical survey of the Tua line
In that same year he was also hired by the minister of Public Works who assigned him to the railways in Alentejo
And that… "rail-way"… won’t it scare me sheep?
Don’t you worry, my good man! You’ll see that with trains you’ll be able to go to Lisbon and back in a single day!
Companhia Nacional HQ
In November 1885, he signed a new contract with the Companhia Nacional
The stockholders were suspicious of his want of experience
His assignment began in January 1886
Pray, forgive me, but I have complete trust in Mota!
But Almeida Pinheiro vouched for him! Dinis da Mota knew that he would deal with untamed men, so he got himself a pistol before going to Tua
Foz-Tua
Firstly, we open the roadbed and then the bridges. Thus, the transport of the heavier material will be easier
He introduced some changes to the original survey, thus rendering the construction easier
You’re right, sir! There’s no other way!
During construction, he was not afraid of balancing himself from the cliffs
In 1886, he travelled to Germany to buy the rolling stock.
Herr Kessler, die lokomotive ist already assembled! Wunderbar!
They don’t teach this at Army School!
He himself assembled one of the locomotives. When the assigned German technicians arrived to Portugal…
… they were quite flabbergasted!
This piece goes here and that one goes there. And this lady is ready to roll.
Inauguration of the Tua line All hail engineer Dinis Moreira da Mota!! Excellent engineering work!
In the day of the opening his work was highly commended by the press.
He deserved a medal, that he did! He was awarded a medal, which he refused. He resumed his work with the company, as operation manager In 1892 he returned to his home island for new engineering projects
I came here to honour my art and to bring progress to this godforsaken region, not to get medals!
I don’t want it! Keep it!
SĂŁo Miguel island.
The construction of the Tua line costed a lot more than what had been expected...
So, the Companhia Nacional faced severe financial difficulties. In 1889, Almeida Pinheiro wrote to the Marquis of Foz
… and the traffic was far below the dimmest anticipations…
"For the information of Your Excellency, I attach note of the expenses of March, which ascend to 23 contos. As you are well aware, we only have 10 contos in cash"
The company demanded that the Exchequer covered for her losses But the government refused to do so. In despair, Almeida Pinheiro writes once more to the Marquis of Foz It is just a matter of 3 contos! The men are restless and they seem ready for anything! What shall I do? I lack the moral authority to impose any respect whatsoever. I am at home on a sick leave, because the men are all over me everywhere I go. They address me begging for money. What a shame…
1891
On July 1 1891, the Companhia Nacional suspends all payments to most of her creditors
The Marquis of o could hardly find the money for ordinary running costs
Four years waiting for our money. Is there any hope?
My dearest friend, I found someone who is willing to lend you 2 thousand pounds. If you go to the Bank of Portugal or to the Montepio you shan’t get a penny with the paper of company.
The Board proposed an agreement to the creditors. Their credits were to be paid in a longer term. The Marquis argued that: It will not be wise for you to entangle the execution of this agreement, for you shall risk that…
… the lines are confiscated by the State, with which you shall then have to negotiate.
The creditors did not accept it. The Board resigned…
… and the creditors took hold of part of the company’s stocks
João Lopes da Cruz was born on August 4 1851 in Linhares, a village of Carrazeda de Anciães He was the son of Manuel Lopes da Cruz and Felicidade da Costa
He was baptized in the parish’s church
He probably worked as a farmer, for agriculture was the main activity in the region
He learnt how to read, count and write, and in 1870 he was a clerk
In 1870, he got his passport in the Civil Government of Bragança and he emigrated to Brazil
He was 5 feet 3, he had swarthy skin, his face was round and his eyes and hair were brown
He probably had a relative or a partner in Brazil, who received him and found him a job.
Rio de Janeiro Possibly he resumed his career as a clerk, shop assistant or "marçano"*
Commerce apprentice.
Nevertheless, he was quite successful in Brazil for every time he came to Portugal he bought new lands in Carrazeda In the 1880’s, the phylloxera had hit Trásos-Montes pretty hard and the value of the lands had hit rock bottom
He came back definitely to Portugal in the late 1880’s and he settled in the village of Selores
Selores - Carrazeda de Ansiães
This is the most illustrious manor in Carrazeda! I always wanted it to be mine!
He invested in public works contracts. In 1888, he got several contracts from the government…
… to build different roads in Trás-os-Montes, thus increasing his own wealth Good job, men! Perfect work! If we keep up like this, there’s no job we can’t do!
It would be my honour, sir.
Next time you are in Bragança, I’ll make sure to introduce you to my nephews.
It is likely that at the time he met the uncle of Abílio and José Beça…
… Miguel Augusto Ferro de Beça, who was the director of the department of Public Works in Bragança
It was hence through Miguel Beça that João da Cruz met the Beça family
Road 34 to Tua
More or less at the same time he got married with Maria da Natividade Lopes
Do you take João da Cruz as your lawful husband?
Yes, I do!
He had seven children: five boys and two girls!
Meanwhile his investments in vineyards paid off and he became an important local wine producer
In 1902, when the tender for the Bragança line was opened, José Beça convinced him to make a bid My friend, My dear this contract will immortalize your memory friend, I always dreamt of such an undertaking! in these parts!
The Bragança Gazette announced him as a man… … as entrepreneur as an American, so industrious, intelligent, and energetic,… … with all the necessary technical skills in this kind of business, and also with a… João da Cruz was granted the concession of the railway in April 1902
… deep knowledge of the region’s topography, its characteristics, and overall features
And the parliament approved his contract a few days later.
The contract was then officially signed
The Beças celebrated effusively. Bragança would finally have its railway!
The lease is done, but now we need the money!
João da Cruz had no money of his own to finance the enterprise and he requested the help of José Beça to raise the necessary funds
I’m counting on your help!
He searched for investors in Portugal, London, and Paris, to no avail!
Messieurs, I guarantee you that the "chemin de fer" de Bragança is a good investment! Meanwhile he convinced engineer Costa Serrão to accept the job of engineer-in-chief of construction
In Paris Mr João da Cruz, this is my colleague Costa Serrão, a most skilled engineer
Mr Cruz, Mr Beça speaks wonders about you.
José Beça and João da Cruz also tried to convince the Companhia Nacional to accept the transfer of the concession
The Companhia Nacional was going through some financial troubles and it had no capacity to issue new loans Meanwhile, as a result of his strenuous efforts, José Beça got himself an angina pectoris, which eventually killed him…
Lisbon - 1902
I am sorry, so sorry to die without finishing the job for which I worked so hard…
If I could add the Corgo line to my concession, the investors would come forth…
You think so?
We accept the transfer, but first you have to find the funds for the construction.
But I die with the hope of travelling in the Bragança line, even if as a corpse…
João da Cruz tried to add the Corgo line to his concession, to render the investment more attractive, but the Government preferred… … to adjudicate this railway to a different company
He resumed his negotiations with financiers from Belgium, France, and Britain, but no one was interested.
This "chemin de fer"… it is not a good "investissement"
The deadline for the beginning of the works was nigh.
And if they were not initiated, the government could annul the concession. The process would go back to square one!
Mr Beça, I will build something – whatever! – so that the concession isn’t revoked.
Don’t worry! Tomorrow I’ll speak to the minister in Lisbon My good friend, on behalf of the people of Bragança, I ask of you an extension of the deadline.
Once again Mr Beça lobbied for the railway of Bragança. The minister was convinced!
I give you my word of honour that Mr Cru will find the re uired capital. I believe you, Mr Beça. I shall extend the deadline.
In Bragança, the newspaper O Nordeste accused Cruz of being just a golddigger, incapable of building the line.
Oblivious to this criticism, João da Cruz kept searching for investors and he contacted the Luso-Belgian banker Henri Burnay.
After seeking advice from Abílio Beça, João da Cruz accepted the deal.
Mr Cruz, if you are willing to transfer the concession to the Companhia Nacional, you can count with my money Mr Cruz, you will be a rich man when the job is done!
The concession was officially transferred by a contract signed on September 23 1903. In exchange, João da Cruz was hired as general contractor.
But these clauses… they seem to me very harsh…
Don’t you worry! If your work is as solid as your word, we shan’t apply them!
With the money in hand, João da Cru could officially hire Costa Serrão as director of construction.
Mr Serrão, it is official. Construction will begin. But I need an engineer…
Despite the doubts of João da Cruz relating to the contract, the works were commenced. The first task was to survey the terrain again.
Say no more! I gave my word to the late Mr Beça that I would build the line for you.
The original route was tremendously expensive and would render no profit to Cru as a contractor.
Across the country, searching for a better route
It was necessary to lower the construction budget
With the original budget the line would be more expensive and it would run farther away from these villages.
The works were inaugurated on July 20 1903
Mr Serrão, you’re a life saviour! With the other route I would be ruined!
Hooray for João da Cruz!!
Cheers for Mr Costa Serrão!!!
All hail Abílio Beça!!
In the presence of the Bishop, three men in particular were cheered by the crowd
The Bishop of Bragança, the mayor, and Abílio Beça… … presided to the ceremony, attended by thousands of people
In the next three years, João da Cruz and Costa Serrão worked hard Works are going well, but we have a nuisance here
A major difficulty was the negotiation with Clemente Menéres for expropriating his lands
In Romeu, I know! Tomorrow we’ll speak to Menéres Mr Menéres, this standstill cannot go on. We must press the work forward!
I want the railway, but I must be fairly compensated of the lands I’m about to lose!
We’re willing to present a fair deal
Bragança, July 1904 On July 1904 the works of the Bragança station were inaugurated
João Lopes da Cruz cheered the Bragança people who were once again celebrating with music and crackers. It was another step towards the conclusion of the line
However the Companhia Nacional was not paying him fast enough and João da Cruz… … was forced to borrow money on his own from banks and private lenders to continue the works.
Let the construction begin! Hooray!
Without this machinery our job was impossible
The Companhia Nacional also charged him for the use of its rolling stock and the transport of the material
João da Cruz soon realized that the contract would be his ruin…
In July 1906 he mortgaged his properties to try and get some more money The deadline for the completion of the work was long overdue and a few weeks later… … the company terminated the contract and relieved herself on any payments owed to Cruz
You’re right!
My dear, that contract you signed will leave us with nothing…
Those bastards of the company fooled me! They said they would be fair with me!
The work is nearly completed. I’ll mortgage a few more lands to get the money I need.
Severely indebted, João da Cruz had to pay his lenders with most of his lands…
So much work for nothing…
I worked all my life… and for what? Cruz could not even pay to Costa Serrão, who emigrated to the African colonies
My friend, I’m so ashamed, but I can’t pay you what I’ve promised…
I know, Mr Cruz, I know you’re not to blame… I’ll go back to Africa, don’t worry about me.
When the line was inaugurated, Cruz was broke and with no reasons to celebrate… Bragança 1926
However, his memory would be honoured 20 years later when the station avenue was named…
… João da Cruz Lane!
It happened in 125 years of operation
1887
With the new railway, Clemente MenĂŠres could easily sell his products in Porto
In 1887, the locomotives were bought to Emil Kessler and they arrived to the Tua line
Emil Kessler
Dinis da Mota Ja, Herr Kessler
- What a bargain! Good locomotives! - Yes, Mr Kessler
1890
But times were hard. In 1890, England issued an ultimatum to Portugal, demanding the withdrawal of forces from the lands between Angola and Mozambique
This fuelled the contestation of the republicans that tried to overthrow the monarchy on January 31 1891
One year later, Portugal declared partial bankruptcy
There was some good news though. In 1895 Mouzinho de Albuquerque captures Gungunhana in Mozambique
Surrender, Gungunhana! You’re surrounded!
Mirandela 1900
In 1900 Clemente MenĂŠres opened a new factory in Mirandela. Years of prosperity were anticipated.
1900
Still many hopes were deposited on the trains and on the Tua line…
despite the severe financial trouble of the Companhia Nacional…
In 1902 Portugal came to an agreement with its bondholders
… and the national crisis. Mirandela 1900
In 1903 João da Cruz begins the construction of the Bragança extension
And the Companhia Nacional buys new locos from the Kessler factory
1903 - 1904
Bragança - 1906
On December 1 1906 the Bragança line was inaugurated
The city was finally part of the Portuguese railway network and the Companhia Nacional purchases…
… two new engines to Kessler
Salsas - 1910
It is said that the free masons are plotting to overthrow the King…
On April 27 1910, Abílio Beça alights the train to greet some friends
Aye! Lisbon is a powder keg ready to explode!
He tried to get in the moving train, but slipped and fell under the wheels!
Help! Mr Beça fell in the line!
1910
So many letters! And most of the people can’t even read or write!
A few months before, Beça had managed to create a postal service in the line.
On October 5 1910 the republic is established in Portugal
1913
In 1913 Clemente Menéres shuts down his factory in Mirandela
1914
In 1914 World War I begins. Coal is wanting to fuel the locomotives
The engineers of the Companhia Nacional were forced to use firewood as fuel!
1918 After the war the company tried to get new engines from Germany as war compensation, to no avail!
In 1918 a coup d’état tries to re-establish the monarchy!
The rebellion lasted for 25 days. It was the last attempt to reinstate the King as head of state
Bragança -1929 In 1929 the bust of Abílio Beça is inaugurated in the João da Cruz Lane
Portugal was already under a dictatorial regime instated three years before by the Field Marshal Gomes da Costa
By the same time, the Companhia Nacional leased the Corgo and Sabor lines…
… from the Companhia Real
In 1933 the Estado Novo was officially established. Sala ar was the dictator!
What’ll be his plan for the railway?
1938
1939
The Companhia Nacional buys the first narrow gauge diesel locomotive ever to operate in Portugal
Locomotive Lydya
World War II begins. The railway suffers again from fuel supply shortages
Two years later the Abbot of Baรงal, an illustrious and educated priest from Trรกsos-Montes, dies at the age of 82
Peace is restored after the defeat of Germany and the death of Adolf Hitler
1947
The 1940’s
Petrol railcars are experimented on the Tua line. The results were not encouraging…
In 1951 the Companhia Nacional is acquired by CP
The 1950’s
CP exchanges locomotives between the lines of Tua…
… Dão, Vouga, Tâmega, Corgo, and Sabor.
1955
CP buys new diesel-electric railcars from the Dutch manufacturer, Allan
They were brilliant machines, reliable, sturdy, and easy to repair! 1958
In Lisbon general Humberto Delgado campaigns against Salazar
But the dictator manages to maintain power and sends troops to Angola to fight against the separatists!
1961
1966
I heard that they were going to make a detour in the line to Bragança and…
Listen! Listen! Goal!!!! Goal!!!! Eusébio!!!!
Eusébio
The works in the new route of the Bragança line were only disturbed by the matches of Portugal in the World Cup
Portugal ended the tournament in the third place and Eusébio was the top scorer!
Bragança, 1968
Previous route New route
In order favour the growth of the city, a new route was established… … going through Coxa, Mãe de Água and Vale de Álvaro
Grandpa! Did you know that man landed on the moon?
Sure they have… And Martians have landed here!
On July 20 1969 Neil Armstrong is the first man to set foot on the moon You also didn’t believe that the train was coming to Bragança and yet…
But you’ll see, boy, that the train won’t be here for long.
What?!
Aye, I was a little boy when it came steaming…
Mark my words!
Ah! Ah! Ah!
On July 27 1970 Salazar dies in Lisbon
1970
In Tua the Allan railcars were repainted white and red
They were easily spotted in railroad crossings
On April 25 1974 a group of military overthrow Marcelo Caetano and with him the dictatorship!
CP is nationalized. New Alsthom engines are bought from Spain
His political views forced many Portuguese to emigrate to France and Germany
The 1970’s
1976
Brand new machines for Tua are then purchased from Alsthom itself
The so called Neapolitan wagons arrive for passenger service
The Allan railcars are transferred to the Vouga line
In 1979 the singer FlorĂŞncia takes "The Tua Train" to the National Song Contest
The 1970’s
The Alsthom put an end to the age of steam in Tua
1979
1980
In 1980 the Yugoslavian Duro Dakovic railcars arrived to Tua…
… where they were constantly under repairs…
They were nicknamed Xepas, after a limp and old character of a Brazilian soap opera
On January 1 1986, Portugal is admitted to the EEC
In 1987 President Mรกrio Soares visits Braganรงa and promises that the rail service would continue
Macedo de Cavaleiros. Visit of President Soares
But in 1992 the track between Mirandela and Braganรงa is closed
It was the night of the theft of the rolling stock!
1995
The 1990’s
The Duro Dakovic gave birth to the LRV2000s, the railcars of the Mirandela overground…
... inaugurated in 1995.
Four LRV2000 got involved in accidents… and the line from Tua to Cachão is also shut down in 2008…
In 2012 the line would celebrate its 125th anniversary…
… with new means of rail mobility
What a nice ride in the Tua valley!
The mythical ‘cangalho
"Saudade…"
Let’s hear it for António, our António, not the other one in Lisbon! Buddy! Lemme hug you! Come back soon!
May Our Lady of Fátima watch over you. José, Henrique, play it again! The sun rises. In Bragança station the soldiers take the train to the Colonial war.
Be careful, my boy. Take care!
The train leaves the station. The only thing left is "saudade"
Goodbye, father. Take good care of mother…
May God look over you.
Bye, Ma! Bye!
Up the Nogueira sierra, the train leaves on the landscape a trail of sadness and hope
People catch the train to Braganรงa to sell their products.
On the other direction Antรณnio and his mates are going to Africa
Rossas, the highest station in the country. From here both men and potatoes feed the nation
The train arrives at Rossas station
We’ll stop in Macedo. I must say goodbye to Guida properly
António and his fellow soldiers drink and talk
And how are you going to do that? You’ll only have 2 minutes.
Easy. You pull the alarm
In Macedo, António alights the train to say goodbye to his loved one
Tony, why do you have to go to war? Don’t worry, my love. I’ll come back to you…
In the train, Manuel pulls the alarm and blocks the train
Hurry, Tony, the conductor’s coming! Come on, mate!
Who the bloody hell pulled the alarm?!
In the train, nobody snitches on anyone and the conductor goes Farewell, Guida. God will reunite us soon enough. back to his business.
My love, I’ll carry you in my heart. I love you.
Choo-chooooo… Over Romeu bridge We ran out of beer and wine, mate! You oughta try water one day.
Tony, I’m dry. We must fill her up again We’ve gotta nick the bar in Mirandela…
Gather the money, we won’t have much time
Innkeeper, we want wine and beer!
Guys, some grab the liquor, the others pay!
Two hours later, the train arrives in Mirandela.
António and his mates must hurry to refuel the wagon with liquor
Hurry up! I’ve got a train to catch!
He sits here every day since its master left for war
But I haven’t finished with theother boot! What’s wrong with the dog?
Five minutes later, the train resumes its journey
I’ve heard that the man’s gone in the war, but the pup waits here every day for him
Here, here’s your money, keep the change
So many people. Here is the industrial heart of Trás-os-Montes You’re thinking of your girlfriend? Mine’s in Lamego. We’ll get married after the war
Miguel snores like a pig! And he only had a couple!
That’s too much!
College boy can’t handle his drinking Do you think she’s gonna miss you as well?! Ha! Ha!
The train meanders through the Tua valley
My friends, from here I’ll take the train to Barca d’Alva. Then, France…
Good luck, Pedro. I’ll see you when I see you…
I’m staying in Lamego for now. Take care of yourself in the jungle, Tony
After a four hour journey, the train arrives in Tua
Will we ever see each other again? One day we’ll reminisce with all these adventures
Some things go and never come back!
God willing, mate… God willing…
And the train kept bringing and taking joy and sadness away. Until one day…
Today, everything is "saudade" and a history that makes our heart glow
the end
The centennial history of the Tua line is filled with dramatic, funny, and intense episodes, some of them depicted in this cartoon by the talented Zé da Fonte. In the 120 pages of this cartoon we witnessed the lobbying of the influential men of Trás-os-Montes for the railway, the one and only instrument of progress, or so it was thought. We accompanied the effort of the labourers during the construction of the line, their pain and suffering. We met the men that were responsible for the direction of the works and the challenges they faced: mutinies, lack of money, the pressure of the creditors… In particular we got to know the personal drama of João da Cruz, the man who committed himself to take the railway to Bragança. We also bore witness to the other side of the medal: the festivities of the inauguration ceremonies, the people’s thrill for the infrastructure that promised to retrieve them from the backwardness of their ways of live and to “awaken Bragança from the lethargy in which she lays” – like it was written in the Bragança Gazette in 1906. We also assisted the unfolding of history during the lifespan of the Tua line. Over 100 years of change, conquests, instability, illusions and disappointments in events that marked the history of Portugal, of railways, and of the world.