Railroads vol. II by FOZTUA

RAILROADS IN HISTORICAL CONTEXT:

vol.II 2012 ANNE MCCANTS EDUARDO BEIRA JOSÉ M. LOPES CORDEIRO PAULO B. LOURENÇO (eds.)

PROJETO FOZTUA coordenadores ANNE MCCANTS (MIT, EUA) EDUARDO BEIRA (IN+, Portugal) JOSÉ M. CORDEIRO (U. Minho, Portugal) PAULO B. LOURENÇO (U. Minho, Portugal) www.foztua.com

ISBN: 978-989-97134-8-2 Graphic design and layout, and cover design, by Ana Prudente. Samantha Evaristo contributed with revision and editing of the texts from non english authors. Edited and printed by Inovatec (Portugal) Lda. (V. N. Gaia, Portugal). Cover printing and book binding by Minerva – Artes Gráficas, Lda. (Vila do Conde, Portugal).

roads in Historical Context: construction, costs and consequences

Rail-

Railroads in Historical Context

Ian J. Kerr

FOZTUA

1. About this book

2. About the FOZTUA project

3. About the Tua railway

4. About FOZ TUA International Conferences

5. Acknowledgements

PREFACE ABOUT

PART 1: TUA VALLEY AND THE PORTUGUESES CONTEXT O VALE DO TUA E O CONTEXTO PORTUGUÊS Narratives from an isolated region: population and commodity dynamics of a rural hinterland

GIS for Tua Valley

The Tua line – a route for emigration in the district of Bragança (18441910)

The author and engineer Jorge de Sena: relationship with the Tua line

Clemente Menéres: the skillfull strategist of the Tua railroad

One day, São Lourenço spa would be the Riviera of Tua valley...

The “miracle of the locomotive” in the construction of the third portuguese empire: the launch of railways in Angola

Transports under the First World War: The case of portuguese railways

PART 2: ECONOMIC IMPACT OF RAILROADS: METHODS AND INTERNATIONAL COMPARAISONS O IMPACTO ECONÓMICO DO CAMINHO DE FERRO: METODOLOGIAS E COMPARAÇÕES INTERNACIONAIS

India and Portugal: the Mormugão and the Tua railway compared

Making the steeper grade: Upland railways in Wales, 1840 to 1914

Secondary railways in continental Europe

during the 19th century: a case study of the mine Hill and Schuylkill Haven railroad

PART 3: ENGINEERING, FINANCE AND MANAGEMENT ENGENHARIA, FINANCIAMENTO E GESTﾃグ The engineering design of Tua rail track: evidence from the archives

British participation in the spanish railway business (1828-1950)

of the railway apogee

Lifecycle analysis of infrastructures: application to Tua rail track

Gaining Insight into Tua Railway Line through Interactive Experiments

Designing NMFT: an essay on memory and contemporaneity through architectural design

PART 4: THE FUTURE OF HISTORICAL RAILROADS O FUTURO DAS LINHAS HISTÓRICAS A new age of steam? The Tua Valley Line, Portugal - Experience and Examples from the Technological Heritage Operations and Preserved Railways of Britain

An Example of Renovation – Adaptation for an Old Railway Mountain Line: The ‘Chemin de fer du Vivarais’, South-Eastern France

Draisine Tourism in Germany - ideas for the Tua line?

Redesigning the classical railrider: a transportable prototype for modern ages

PART 5: CLOSING SESSION SESSÃO DE ENCERRAMENTO Closing remarks

From a Railroad to a Test Bed: Exploring the unknown through socially robust international networks

Anne McCants

NARRATIVES FROM AN ISOLATED REGION: POPULATION AND COMMODITY DYNAMICS OF A RURAL HINTERLAND NARRATIVAS DUMA REGIÃO ISOLADA: DINÂMICAS DE POPULAÇÃO E MERCADORIAS DE UM INTERIOR RURAL Anne McCants (MIT, USA EUA) Anne McCants is Margaret Mac Vicar Faculty Fellow and professor of History and director of the Concourse Program, MIT Massachusetts Institute of Technology, Boston (U.S.A.). She has published extensively in the areas of economics of Gothic church building, wealth and income inequality, global trade networks and European consumerism, women’s work and access to credit, history of nutrition and social welfare, migration and labor market participation, historical demography. Anne McCants é Margaret Mac Vicar Faculty Fellow, professora de História e diretora do Concourse Program do MIT Massachusetts Institute of Technology, Boston (E.U.A.). Tem publicados trabalhos nas áreas da economia da construção das catedrais e igrejas góticas, desigualdades de riqueza e de rendimentos, redes comerciais globais e consumismo europeu, trabalho feminino e acesso ao crédito, histórica.

Abstract Resumo Oral history interviews with elderly residents of the Tua Valley, deep in the heart of the Trás-os-Montes port wine region of the Upper Douro River, shed light on the across the twentieth century. Despite what appears to the contemporary observer to be an extremely isolated environment, the region actually experienced a surprisingly extensive historic circulation of people and goods. The concentration of land holding in the port wine vineyards and the quite limited size of the secondary and tertiary sectors forced many of those born in the region to either a permanent out-migration (a phenomenon well captured in the demographic and passport data of the late nineteenth and twentieth centuries), or to seasonal and long-term labor migrations, especially for men. The opening of the Tua railroad in 1887,and the extension of the line to Braganca in 1906, of course facilitated the easier movement of people in and out of the region than had been possible before. However, the railroad also opened up new employment opportunities in the region and greatly expanded the

capacity of the region to export agricultural commodities to Porto and beyond, both of which worked to lessen the pressure for out-migration precisely at the same time that contact with the wider world was becoming more possible. The oral history interviews reveal the complicated interplay between the competing forces of greater outside contact and more opportunity to remain at home that accompanied the establishment of a reliable transport link from this remote region to the rest of Portugal and beyond. Entrevistas de história oral com residentes idosos do Vale do Tua, no coração da região de vinho do Porto do Alto Douro em Trás-os-Montes, ajudaram a perceber a difícil experiência de ganhar a vida numa das regiões mais remotas de Portugal no séc. XX. Apesar do que parece ser um ambiente extremamente severo e isolado para o observador contemporâneo, a região viveu, na realidade, uma histórica e extensa circulação de pessoas e bens. A concentração de herdades nas vinhas do vinho do Porto e o tamanho reduzido dos setores secundário e terciário obrigaram muitos dos que nasceram na região a emigrar permanentemente (um fenómeno bem XX), ou a migrar de forma sazonal e a longo prazo, especialmente os homens. É claro que a abertura da linha do Tua em 1887 e a extensão da linha para Bragança em 1906 facilitou a movimentação de pessoas (para dentro e) para fora da região. Contudo, a linha também criou novas oportunidades de trabalho na região e expandiu a capacidade da região de exportar mercadoria agrícola para o Porto e além, dois fatores que diminuiram a pressão para a emigração, precisamente na mesma altura em que o contacto com o resto do mundo se estava a tornar mais fácil. As entrevistas de história oral revelam uma complicada interação entre duas forças concorrentes que remota e o resto de Portugal e além: de um lado a existência de um maior contacto

Anne McCants

NARRATIVES FROM AN ISOLATED REGION: POPULATION AND COMMODITY DYNAMICS OF A RURAL HINTERLAND

Anne McCants

DEMOGRAPHY

NARRATIVES -

Anne McCants

CONCLUSIONS

Anne McCants

GIS FOR TUA VALLEY UM SIG PARA O VALE DO TUA

Ant贸nio Vieira

Marta Correia

Eurico Loureiro

Ant贸nio Vieira

Marta Correia

Eurico Loureiro

GIS FOR TUA VALLEY

1. INTRODUCTION et al et al

2. STUDY AREA

3. THE IMPORTANCE OF GEOGRAPHICAL INFORMATION AND THE INTEGRATION OF GEOGRAPHIC INFORMATION TECHNOLOGIES

a priori -

4. THE FOZTUA SDI -

5. CONCLUDING REMARKS

BIBLIOGRAPHY Infra-estruturas de Dados Espaciais nos Municípios – Contributo

Vale e linha do Tua.

policies.

ANNEXES

Conceição Salgado

THE TUA LINE – A ROUTE FOR EMIGRATION IN THE DISTRICT OF BRAGANÇA (1844-1910) LINHA DO TUA: UMA ROTA DE EMIGRAÇÃO, DISTRITO DE BRAGANÇA (1844-1910) Conceição Salgado (U. Lusiada, Porto, Portugal) Conceição Salgado Born in Torre de Moncorvo (Trás-os-Montes). PhD student (Emigration from Bragança district to Brazil and the links between Portugal and Brazil, 1844-1911) in Universidade Lusíada, Porto, and historical demography and contemporary history and economy. Coordinator of Revista Colégio Campos Monteiro, edited by Associação dos Alunos e Amigos do Ex-Colégio Campos Monteiro de Torre de Moncorvo. Conceição Salgado Natural de Torre de Moncorvo (Trás-os-Montes). Doutoranda em Relações Internacionais na Faculdade de Direito da Universidade Lusíada do Porto é investigadora do Centro de Estudos da População Economia e Sociedade (CEPESE), Porto. Tem desenvolvido estudos na área da a emigração portuguesa para o Brasil e realiza trabalhos de investigação nessa área, alguns deles já publicados, outros apresentados em comunicações em Bragança, Porto, Brasil e Açores. Prepara a sua tese de doutoramento subordinada ao tema A emigração do distrito de Bragança para o Brasil e as relações entre Portugal e o Brasil (1844-1911). Ex-Colégio Campos Monteiro de Torre de Moncorvo .

Abstract Resumo Emigration, a constant and notable phenomenon in Portuguese society, has had multiple approaches by part of well-known researchers. The research presented here is restrained to a limited space – the Bragança district – with special focus on municipalities that are bordered by the Tua Line, and refers to the period of 18441910. This paper is essentially based on the study of local sources: information gathered from the Passport Records, collection which belongs to the Bragança District Archives, the Civil Governor’s Reports of the Bragança district, regional periodical

theoretical support of this communication. Therefore, It begins with a brief national historical contextualization, followed by a characterization of the Bragança district. It then continues with an approach to aspects of the Portuguese and Brazilian legislation on emigration, and afterwards, the results obtained from the Passport Records data. The last phase concerns journalistic information gathered from regional periodicals. Finally, the results of the research are presented. múltiplas abordagens por parte de investigadores consagrados. O estudo que se Flor, e reporta-se a um tempo - 1855-1911. Este trabalho assenta fundamentalmente no estudo de fontes locais: levantamento da informação dos Registos de Passaporte, cujo acervo pertence ao Arquivo anuários estatísticos. A leitura de obras de autores especializados na área da emigração constitui o Assim, caracterização do distrito de Bragança. Prossegue com uma abordagem a aspectos da legislação portuguesa e brasileira sobre emigração, e dá corpo, depois, aos resultados obtidos com os dados dos Registos de Passaporte respeitantes aos fase, da informação jornalística sobre a temática da emigração e suas implicações,

Conceição Salgado

THE TUA LINE – A ROUTE FOR EMIGRATION IN THE DISTRICT OF BRAGANÇA (1844-1910)

1. FROM LIBERAL PORTUGAL TO THE ESTABLISHMENT OF THE REPUBLIC – A BRIEF HISTORICAL CONTEXTUALIZATION

Nova História de Portugal

reconciling generating

Anรกlise Social

re-

Conceição Salgado

2. THE BRAGANÇA DISTRICT

District General Council Bragança Civil Government

Consulta Geral da Junta do Distrito de Bragança 1866

Parliamentary Inquiry on emigration – 1885

3. EMIGRATION AND LEGISLATIVE FRAMEWORK

Conceição Salgado

Charter of 20 July 1855

Charter of 28 March 1866

Decrees of 3 July 1896

27 September 1901

Os Brasileiros. Emigração e Retorno no Porto Oitocentista A emigração portuguesa para o Brasil e as origens da Agência Abreu

A Política Portuguesa da emigração (1850-1930)

Conceição Salgado

4. EMIGRATION IN THE BRAGANÇA DISTRICT

TOTAL

5. EMIGRATION NUMBERS ACCORDING TO THE PASSPORT REGISTRATION BOOKS OF THE BRAGANÇA CIVIL GOVERNMENT (1844-1910) Granted Passport Registration Books

Conceição Salgado

6. THE RAILWAY AND EMIGRATION IN THE LOCAL PRESS

Correiro do Norte

Companhie des Messageries

Mala Real Ingleza

Voz do Tua

Conceição Salgado

Mala Real Ingleza Brigantino

Brigantino

O Nordeste

Gazeta de Bragança

Gazeta de Braganรงa

Gazeta de Braganรงa as Reunidas

Companhia HumburguezMala Real Ingleza O Transmontano

Mala Real Ingleza

, Correio Brigantino

Pastoral Exhortation in regard to Emigration

Conceição Salgado

7. CONCLUSION

Maria Otília Lage

THE AUTHOR AND ENGINEER JORGE DE SENA: RELATIONSHIP WITH THE TUA LINE O ESCRITOR E ENGENHEIRO JORGE DE SENA: RELAÇÃO COM A LINHA DO TUA Maria Otília Lage (CITCEM, U. Porto, Portugal) Otília Lage is professor in Universidade Lusófona, Porto and researcher in CITCEM (Transdiciplinar Research Center of Culture, Space and Memory, University of Porto). She has a PhD in Contemporary History by University of Minho and she is also professor (retired) in the Polytechnic Institute, Porto. She was born in Carrazeda de Ansiães (in Tua Valley). Otília Lage é professora da Universidade Lusófona do Porto e investigadora do CITCEM, Universidade do Porto. Doutorada em História Contemporânea pela Universidade do Minho. Professora reformada do Instituto Politécnico do Porto. Natural de Carrazeda de Ansiães.

Abstract Resumo This paper is developed within the Social Studies of science and techniques, these being the theoretical and methodological framework guiding the analysis of the object of this study: the relations with the Line of Tua of portuguese engineer Jorge de Sena, brilliant poet, writer of reference and detached literary personality of our culture of the 20th Century. Civil engineer at JAE - Autonomous Roads Board from 1948 to 1959 - he was thereafter until his premature death in 1978, a reputed professor of American and Luso-Brasilian Literarature at Universities in Brazil (Assis and Araraquara, S. Paulo State) from 1959 to 1965, and in the USA (WisconsinMadison and Santa Barbara - California) from 1965. Jorge de Sena (1919 – 1978) is outlined, and an overview of his trajectory in the engineering works. In addition, the relation of his trajectory with his work pertaining, direct or indirectly, to the Tua Valley Line, namely the construction of Abreiro bridge. Having as a given the extensive knowledge of Jorge de Sena, who had an exceptional vastness of intellectual interests, a high-level culture, and a scholarly humanist erudition, deeply-rooted in the universality of the Renaissance spirit, this study will also try to unveil how much of his multifaceted life and work, both as Leonardo da Vinci, artist and genius scientist forefather of modern science.

Este texto desenvolve-se no âmbito dos Estudos Socias das ciências e das técnicas, quadro teórico-metodológico que orienta a análise do objeto de estudo: relações com a Linha do Tua do engenheiro Jorge de Sena, genial poeta, escritor português de referência e destacada personalidade literária da nossa cultura do séc. XX. Engenheiro civil da JAE - Junta Autónoma das Estradas, de 1948 a 1959, foi seguidamente, até à sua morte prematura em 1978, reputado professor catedrático de estudos literários luso-brasileiros e americanos em Universidades do Brasil (Assis e Araraquara, Estado de S.Paulo), de 1959 a 1965 e U.S.A. (Wisconsin - Madison e Santa Bárbara – Califórnia) de 1965. engenheiro Jorge de Sena (1919 – 1978) e traça uma panorâmica da sua trajetória no campo da engenharia, assente em minuciosa pesquisa de alguns dos seus mais conhecidos trabalhos técnicos de engenharia. Põe-se, em seguida, em destaque a relação da sua trajetória e percurso com os trabalhos desenvolvidos direta e indiretamente na Linha e Vale do Tua, designadamente na construção da ponte de Abreiro. Visa ainda perscrutar em que medida o conhecimento que Jorge de Sena – excecional pela vastidão de seus interesses intelectuais e conhecimentos, personalidade de elevada cultura e erudição humanista fortemente enraizada na universalidade do

Maria Otília Lage

THE AUTHOR AND ENGINEER JORGE DE SENA: RELATIONSHIP WITH THE TUA LINE

“The character Cordeiro from the novel “Signs of Fire” is Alfredo Guisado, poet from the Orfeu movement and, along with his brother, owner of the Irmãos Unidos restaurant in Lisbon where Almada Negreiros painting of Fernando Pessoa is displayed. They had a farm at Tua. It’s a real character. Later in time, with my husband, I actually saw the bird collection he donated to the Zoo. ... before the description of that memory on my Flash, I had already visited Tua – impressive landscape ... and I made the journey to Bragança, accompanying students from the Mocidade Holiday Camp where I worked many years in my youth, as this paid my education’s costs. ... my husband worked at JAE from 1946 to 1959 Some years later, already married, passing there together [Tua Line] he told me: I worked at this bridge [Abreiro] we never managed to go together to Carrazeda, our “shangri-lá”.” INTRODUCTION

Maria Otília Lage

”(...) Books: Put aside all those people of the Renaissance and historical studies of that time - that are important to work on Camões. (...) “There are at least 5 distinct personalities in Jorge de Sena. Jorge Cândido de Sena, the citizen, as he is registered. Jorge, as he was called by his family and close friends. Sena, as designated by his

1. JORGE DE SENA ““Engineering and poetry face one another within me” (Jorge de Sena)3

“marked by the breadth and variety of interests and achievements ... I could go from the almost mathematical analysis to the freest manifestations of taste, always supported on two skills: the ability to quickly accumulate an unlikely amount of information and the security of critical discernment.””4 op. cit.

“this engineer who knew anatomic pathology and was an authority on paving roads; accurate reader; this connoisseur of art and philosophy could quickly become a master of literature ... “. “I was an engineer and worked as such; I was also a writer, literary director of editorials, I was several things to be able to support my family and myself. This created a problem that, along with others that existed in those years, very confused and agitated years, as you know, made life unbearable. (...) “

“... the tremendous evil of our time (...) is the split between a literary culture that is intended largely humanistic and is nothing but an organized form of ignothe existence of aesthetic values that give meaning to human life. (...) “

Maria Otília Lage

2. PATH OF THE WRITER AND ENGINEER JORGE DE SENA IN PORTUGAL (1938 - 1959)

1st cycle (years 1938-1949)

“(...) he read a lot: poetry, prose, everything that came to hand in Portuguese, French and English, as well as whatever novelties appeared in the booksellers’ shelves, without neglecting the past authors, that he sometimes reread. And he read taking notes, many notes, in an appropriate notebook he always carried with him, as well as a book to read. In practical workshop classes, he even put the book on the counter and read while rasping piece of wood or metal held on the vise. (...) He had a general culture unusual for his age and an exceptional and updated literary culture, in the Portuguese, French or English languages. His ability to grasp and correlate things, facts, ideas and feelings, in space and time, and the consequent lucubration and analytical and critical preparation was amazing. He clearly demonstrated a genuine vocation for literary creation, with all the attributes that it can hold in itself (...) despite having to be engaged in the engineering sciences, which have continued to contribute however, as it turned out later, for its full value as a scholar and as a writer, giving him a broader overview and a sum of knowledge he could

Genesis, Paradise Lost Flares

The Complete Character

Maria OtĂlia Lage

2nd cycle (years 1949-1959)

“has consistently superior technical competence proven by his many projects and inspections, an unsurpassed interest and zeal for the services.”

3. THE EXPRESSION OF SENIAN SCIENTIFIC-TECHNICAL THOUGHT

Maria Otília Lage

“... a bit like bureaucracy, administration, things considered the antithesis of technique but important for the complete mastery of the technical spirit.”

pavements, the battalions of numbers in close ranks, and some charts or graphics vealed it interposes itself between the goals of JAE - the Road Plan and the funds that JAE has to meet the needs of the road network in its charge.”

“material progress engenders itself ...”. “If the road creates progress expectations it allows to channel them in a circulation system in which avoidable losses can be minimized. This system is capable of complexity and adaptation to the intended purpose to which the rail system cannot aspire, having already economically achieved the equilibrium stage from which the instruments of economics start “On the other hand (and that has been widely noticed) the road and the cars driving by

ages and habits, gestures and speeches that isolation preserved the sum of which constituted, inside the country’s borders, a national feature. You could almost say that JAE or other administrations that preceded it are responsible for having put in the path of annihilation, the Mirandese dialect, the customs of Lapa and Montemuro, the barbarian habits of Montalegre, the Celtic houses of Martinlongo region. But even though they’re interesting, moving or reputable, all of these are surviving archaisms. In exchange, the work of JAE contributed and contributes still as few have to give the scattered populations a new, common denominator, truly solid for it’s founded on mutual knowledge, the interpenetration of interests, ultimately in the experienced and aware creation of a deep and civilized national unity. “

4. JOURNEY OF THE CIVIL ENGINEER AT JAE

Maria OtĂlia Lage

Maria Otília Lage

you and my job without engineering, which may eventually happen for, in this

“With my key to the Board, it is best to open the drawers and bring home everything that belongs to me and is still there as well as duplicates of Lixa, Rio Leça, Rabaçal (the new preliminary draft - and ask what happened to it) that are feel detached from.”

“... I made two requests: one asking that until September 15th, because the invitations continued, it would be considered as service commission, another asking unlimited license. We came here to win our freedom, my love - there is no reason not to present the situation as it is ... “ “I’m sick of Engineering”

5. JORGE DE SENA’S CONNECTION TO THE TUA LINE

Signs of Fire

â&#x20AC;&#x153;an identity of its own, [because] it is the deck, not the arch that has a higher stiffness. The Swiss bridges designed by Robert Maillart and Abreiro Bridge... are examples of bridges with the same philosophy, albeit with more modest dimensions. â&#x20AC;&#x153;

Maria Otília Lage

CONCLUSION

Maria OtĂlia Lage

Albano Viseu

CLEMENTE MENÉRES: THE SKILLFULL STRATEGIST OF THE TUA RAILROAD CLEMENTE MENÉRES: O HÁBIL ESTRATEGA DO COMBOIO DO TUA Albano Viseu (CITCEM, U. Porto, Portugal) Albano Viseu Born in 1954, graduated in History (U. Porto, 1979). PhD in History (U. Porto, 2007). He has published several essays about contemporaneous history. His last book is “O alfaite de Mirandela” (“The tailorman from Mirandela”, 2012). Researcher in CITCEM. Albano Viseu Licenciado em História (U. Porto, 1979), onde se doutorou em 2007. Publicou diversos trabalhas sobre história contemporanea. O seu último livro publicado foi “O alfaiate de Mirandela” (2012). Investigador do CITCEM.

Abstract Resumo This paper will help us understand how trains became necessary for the development of the Trás-os-Montes region in an era of transformations in transport rich agricultural and commercial production, along with an emerging industrial production, but also helped to break the region’s isolation of centuries. As a businessman, Clemente Menéres invested in the purchase of properties and cork oaks in the region and initiated the establishment of the Romeu Estate and of an estate that extended into the Bragança district. The trains would be essential in channeling his production to the markets. For this reason, he became one of the major defenders of this mode of transport, also hoping to make it pass by his farmhouse. With the business strategy he had learned through life’s experiences, he knew it family’s) work and investments. Thus, Sociedade Clemente Menéres, Inc. was established. The railway arrived in September 1887 and the company was established in 1902, becoming the focus of a new reality, aspects of which are important to highlight and comprehend. Clemente Menéres knew to embark in those two projects with a strategy that lead the achievement of his dreams as an entrepreneur and demonstrated a vision much ahead of his time.

O presente trabalho ajuda-nos a compreender como o comboio se tornou necessário ao desenvolvimento da região transmontana (Nordeste e Alto Trás-os-Montes), numa época de transformações nos transportes e nas comunicações, o que contribuiu não apenas para o escoamento para o mercado da sua rica produção agropecuária e comercial, e de alguma incipiente produção industrial, mas também ajudou a quebrar o seu isolamento de séculos. Clemente Menéres, como homem de negócios, investiu na compra de propriedades e de sobreiros da região e deu início à constituição da Quinta do Romeu e de um património fundiário que acabaria por se estender ao distrito de Bragança. O comboio seria essencial para canalizar a sua produção para os mercados, pelo que se tornou num dos principais lutadores para que este meio de transporte fosse uma realidade e para que lhe passasse à porta. A estratégia negocial que foi caldeando com a prática da vida mostrou-lhe que seria os seus investimentos, e os da família, pelo que constituiu a Sociedade Clemente Menéres, Lda. O comboio chegou em setembro de 1887 e a Sociedade constituiu-se em 1902, polarizando realidades de uma abrangência que importa realçar e traçar para entender algumas das suas vertentes. Clemente Menéres soube lançar-se nos dois projetos como estratégia para a concretização dos seus sonhos de empresário e mostrou-nos uma visão muito à frente do seu tempo.

Albano Viseu

CLEMENTE MENÉRES: THE SKILLFULL STRATEGIST OF THE TUA RAILROAD

INTRODUCTION

Albano Viseu

DEVELOPMENT

Fontismo

Albano Viseu

delaâ&#x20AC;?

â&#x20AC;&#x153;the completion of the postal telegraph in Miranto make the post

Albano Viseu

â&#x20AC;&#x153;Considering that Mirandela is a major focus of agricultural production, Santa Valha and in the municipalities of Vila Flor, Mirandela and AnsiĂŁes; for

Albano Viseu

â&#x20AC;&#x153;A while ago, when the discussion of the Salamanca Syndicate aroused heated debate between our political parties, those that attacked them broke

Will they not create products to transport, nor will there be agriculture to

Signed M

Do not make project of the Salamanca railway

Albano Viseu

“The Municipality of Mirandela is aware of the great advantages the line has for the city of Oporto, and consequently to this municipality and all of the Trás-os-Montes region, which has, in the importance and grandiosity of that city, the best guarantee of their own prosperity, because it is with Oporto that they do all their commerce, the railway must be continued from Douro to Salamanca, and in the interests of its inhabitants, it cannot avoid to ask the House cedes a subsidy of 135 contos de réis to guarantee the supply of the 5% interest to the company that take charge of the construction of that line. The Municipality, which had just recently defended the hurry the unavoidable construction of the Foz Tua-Mirandela-Bragança line, does not exclude the idea of asking for the approval of the draft law that is now discussed, seeing that the Salamanca line does not exclude the Tua, on the contrary they both can cooperate towards the same ends; it will increase the yield of the already built Douro line, thus justifying its request for the Trás-os-Montes line, which it does not believe will bring any harm to region”.

concede the subsidy of 135 contos de réis to guarantee the supply of the 5% interest to the company that take charge of that line

questing its cooperation for the appreciation of the construction of the mentioned

in roads, and as opposed to what many maintained that this line, merely reaching satisfy the just claims and agricultural and commercial interests

Albano Viseu

of this month been desig-

nate their homes on the night of said day.â&#x20AC;?

that the rubble has nothing to do with the construction of the railway, but with in front of the Almeida house, bought by Englishmen who brought the construc tion there

Albano Viseu

Albino mayor, Joaquim BasĂlio da Costa, and to this one it was told that he would del

pare itself for that occasion to go greet at the entry of this municipality and to the municipality, with the sole purpose of (…) manifesting its joy for a doubly present and propose to the Municipality, an amount for such a purpose; (…) pro few municipalities will be able to boast of possessing such an honorable coat of the chair gained permission to contract one of the best bands of the neighboring

Municipality and for this reason, it was decided that a bid be announced through edicts, on the 8th of this month, allowing the president to make some changes in the conditions, as well as in the bid of the church and in making a new project for the celebrations the municipality was present on the 21st ity (of Mirandela) that on the opening of the railway, the police commissioner and 19 garrisons of this town will patrol the opening of the railway on the 29th of this month nicipality decided since there was no house where they could be accommodated, Another yes was deliberated to pronounce the council members that are not present to appear on the 29th of this month, at 8 o’clock in the morning, in order to wait for His Majesty The King at the Cachão station.”

Albano Viseu

The solemn opening to the public line

of this

to greet the king, who will

ly meet Your Majesty, who deigns to honor these parts with Your Majesty’s royal

and caring Monarch, who pleased to descend from the highness of the throne that scintillates of gold and jewels, to the highest, most remote abodes of the of which Your Majesty only knows of tradition, but all adore Your Majesty with sors were adored; for which reason they allowed that around the coat of arms of this ancient municipality be inscribed the harmonious caption of “Ansiães always

in the memories of all and to be able to transmit this to future generations, such is the great consideration and affection that Your Majesty deigns to testify, in the moment where Your Majesty comes to brighten us with Your Royal presence,

provinceâ&#x20AC;&#x2122;s people, who until today, watched impassively to the contribution of their fellow citizens, with fruit coming out of the cornucopia of power without them having touched almost anything!

scourge that reduced many opulent families to misery, but, in turn, Your Maj esty has come in time, Your Majesty deigns to promote that your illustrious government has developed some improvements these peopleâ&#x20AC;&#x2122;s well-being so need, which will be, at the same time, a secure pledge of how Your Maj

a delightful, strange, fantastic landscape, boldly cut by has in the construction of the Mirandela railway, one of its most brilliant models of its glory, as one if its most eloquent demonstrations of its com or skirting staggering cliffs, to understand how much talent, how much willpower and how much dedication to science and progress these men

Albano Viseu

Rafael Bordalo Pinheiro

Mirandela jubilantly and gratefully salutes the coming of His Majesty and -

all the Royal Family.

Manini Viscount of Arcas Braganรงa the Bishop of the Diocese the General Malaquias de Lemos President of the Municipality of Mirandela Viscount of Moreira de Rei

Mariz), in the presence of Your Majesties and Highnesses, authorities and thou

Albano Viseu

Jer贸nimo Maria Cardoso, the manager of the Mirandela station, and later on,

CONCLUSION

an unprecedented pattern â&#x20AC;&#x153;it has always been my dogma to compete for the happiness of the people disappeared, as it happens in the upper district

Albano Viseu

off for their lives

Albano Viseu

BIBLIOGRAPHY

Albano Viseu

(Figure 2)

(Figure 1) Comércio, transportes e comunicações

Quem foi Clemente Menéres

A Acção empresarial de Clemente Menéres – entre o

Mirandela

Albano Viseu

Other sources

ONE DAY, SÃO LOURENÇO SPA WOULD BE THE RIVIERA OF TUA VALLEY... UM DIA, AS TERMAS DE SÃO LOURENÇO SERIAM A RIVIERA DO VALE DO TUA…

Fátima Santos

José Manuel Lopes Cordeiro

Fátima Santos

José Manuel Lopes Cordeiro

ONE DAY, SÃO LOURENÇO SPA WOULD BE TUA VALLEY RIVIERA...

1. A BRIEF APPROACH TO HYDROTHERAPY IN PORTUGAL

“Poor things that remained in the city…Poor things!”2 -

2. GEOGRAPHIC LOCATION OF THE SÃO LOURENÇO SPRINGS -

Banhos de Caldas e Aguas minerales

2.1 History of the São Lourenço Spa -

and other ailments (…)”3

Aquilégio Medicinal

Ă guas de Portugal

2.2 The tank building

3. THE RELATIONSHIP OF THE RAILWAY WITH THE SPA SPACES, SÃO LOURENÇO’S CASE.

Source:

de ferro

O Desenho das Termas: hist贸ria da arquitetura termal Portuguesa Caminhos-de-ferro e Turismo em Portugal

CONCLUSION

Bruno J. Navarro

THE “MIRACLE OF THE LOCOMOTIVE” IN THE CONSTRUCTION OF THE THIRD PORTUGUESE EMPIRE: THE LAUNCH OF RAILWAYS IN ANGOLA O MILAGRE DA LOCOMOTIVA NA CONSTRUÇÃO DO III IMPÉRIO PORTUGUÊS. O LANÇAMENTO DO CAMINHO-DE-FERRO EM ANGOLA Bruno J. Navarro (CIUHCT, Portugal) Bruno J. Navarro, graduated in History and has a MSc in Contemporary History (U. Clássica, Lisbon, Portugal). Researcher in the Center for History of Sciences and Technologies. His works have received several awards. Bruno J. Navarro, Licenciado em História e Mestre em História Contemporânea, pela Faculdade de Letras da Universidade Clássica de Lisboa, é investigador integrado do Centro Interuniversitário de História das Ciências e da Tecnologia. Em 2010 venceu o Prémio “O Parlamento e a República”, atribuído pela Assembleia da República; o Prémio de História Contemporânea – Dr. Victor de Sá, atribuído pelo Conselho Cultural da Universidade do Minho; e o prémio “República e Academia”, atribuído pela Comissão Nacional para as Comemorações do Centenário da República.

Abstract Resumo On October 31, 1886, three years after the constuction of the Tua line began, the in its vast overseas territory. It was the culmination of a long reorganization process of the imperial Portuguese colony, marked between Brazil’s independence and the to promote the effective occupation of those territories, as it was imposed by the major European powers at the Berlin Conference of 1885. The railway emerged before the political agents and above all the professional class of Portuguese engineers, as a prodigious symbol of modernity and development, an indispensable tool for the strategic territorial appropriation (of a region where communication routes were practically inexistent), as well as for the population to

which it was aimed; a systematic implementation of the administrative machinery of the Portuguese State; an economic use of natural resources in foreign and domestic Portugal (a small country on the periphery of Europe, but political center of extensive African continent. Funda, was open to operation on November 1, 1888. The connection to Ambaca the opposite African shore in Mozambique, in the Zambeze region. Its conception and implementation in the virginal landscape of that overseas province marked the and knowledge of Portuguese engineering, essentially resulting from experience accumulated until that point in the construction of Portuguese railways. In our communication, we will proceed to a detailed analysis of all those political, economic, sanitary and technical particularities, which involved the planning process and construction of the Luanda to Ambaca railway, understood here as the true Portuguese “tool of the empire”. We will address in particular, the recognition and associated with the railway sections where orographic accidents were more pronounced, namely, the mountainous and rugged area of the Cazengo mountain range (comprising the municipalities of Zenza do Golungo with Golungo Alto and Massangano with Cazengo), in the passage from Quisanga to the Luinha Valley. A 31 de Outubro de 1886, três anos depois de iniciados os trabalhos de construção da linha ferroviária do Tua, decorreu, na cidade angolana de Luanda, a cerimónia via-férrea de penetração que o Estado Português projectou no seu vasto espaço ultramarino. Foi o culminar de um longo processo de reorganização do império colonial de fomento para as províncias africanas, decorrente da necessidade imperiosa de promover a ocupação efectiva daqueles territórios, tal como ela fora imposta, pelas principais potências europeias, na Conferência de Berlim, em 1885. O caminho-de-ferro surgia, diante dos agentes políticos e, sobretudo, da classe e desenvolvimento, instrumento indispensável para essa apropriação territorial estratégica (de uma região onde as vias de comunicação eram praticamente

Bruno J. Navarro

inexistentes), bem como para o seu povoamento dirigido; implantação sistemática da máquina administrativa do Estado português; aproveitamento económico dos recursos naturais, no comércio interno e externo; dinamização agrícola e industrial; e, sobretudo, poder no continente africano. à Funda, foi aberto à exploração a 1 de Novembro de 1888. A ligação a Ambaca ferroviária à contracosta africana de Moçambique, na região do Zambeze. A sua concepção e implementação na paisagem virginal daquela província ultramarina, um conjunto de práticas e conhecimentos técnicos da engenharia portuguesa, essencialmente resultantes da experiência acumulada, até àquele momento, na construção dos caminhos-de-ferro da metrópole portuguesa. Na nossa comunicação procederemos a uma análise circunstanciada de todas o processo de planeamento e construção do caminho-de-ferro de Luanda a Ambaca, aqui entendido como verdadeira “ferramenta do império” português. Debruçar-nos-emos, em particular, no reconhecimento e caracterização das pronunciados, nomeadamente, a zona montanhosa e cortada da cordilheira do Cazengo (compreendendo os concelhos do Zenza do Golungo com o Golungo Alto, e Massangano com Cazengo), na passagem do Quisanga para o vale do Luinha.

Bruno J. Navarro

THE “MIRACLE OF THE LOCOMOTIVE” IN THE CONSTRUCTION OF THE THIRD PORTUGUESE EMPIRE: THE LAUNCH OF RAILWAYS IN ANGOLA

O Dia

through Africa -

O Dia

A Vanguarda

Bruno J. Navarro

tool of the empire

A Vanguarda

Gazeta dos Caminhos de Ferro de Portugal e Espanha

Administração dos Portos e Caminhos de Ferro do Estado Legislação e disposições regulamentares sobre caminhos-de-ferro ultramarinos, A ocupação económica das colónias portuguesas Subsídios para o Estudo da Economia de Angola nos últimos cem anos Caminho de Ferro de Luanda Caminhos de Ferro de Portugal e Espanha

Op. Cit

Gazeta dos

Bruno J. Navarro

O Caminho de Ferro de Ambaca. Parecer da Comiss茫o Africana sobre a proposta do s贸cio Conselheiro Pereira Sampaio, Capit茫o-de-mar-e-guerra, e Relat贸rio de F. Ferreira do Amaral, Primeiro Tenente da Armada,

Bruno J. Navarro

O Imperialismo Europeu (1860-1914)

(Legislação e disposições regulamentares sobre caminhos de ferro ultramarinos Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África A Questão Colonial no Parlamento

Bruno J. Navarro

Diário da Câmara dos Dignos Pares do Reino Op

Bruno J. Navarro

Legislação e disposições regulamentares sobre caminhos de ferro ultramarinos Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África Arquivo Histórico Ultramarino

22 Ibidem Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África, Arquivo Histórico Ultramarino Ibidem

Bruno J. Navarro

Ibidem Ibidem Ibidem

azeta dos Caminhos de Ferro de Portugal e Espanha

Ibidem Ibidem

Bruno J. Navarro

Ibidem Ibidem Gazeta dos Caminhos de Ferro de Portugal e Espanha Gazeta dos Caminhos de Ferro de Portugal e Espanh Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África Pareceres e documentos sobre a questão de Ambaca Gazeta dos Caminhos de Ferro de Portugal e Espanha

Ibidem Ibidem

Gazeta dos Caminhos de Ferro de Portugal e Espanha Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África

Bruno J. Navarro

trustees39 -

Gazeta dos Caminhos de Ferro de Portugal e Espanha Gazeta dos Caminhos de Ferro de Portugal e Espanha

Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África Gazeta dos Caminhos de Ferro de Portugal e Espanha th th Ibidem Ibidem

Ibidem Ibidem

Memória explicativa e descritiva dos actos e da situação da Companhia Real dos Caminhos de Ferro Através de África, Ibidem, (Gazeta dos Caminhos de Ferro de Portugal e Espanha, Gazeta dos Caminhos de Ferro de Portugal e Espanha

The Quest for a Professional Identity: Engineers between Training and action

TRANSPORTS UNDER THE FIRST WORLD WAR: THE CASE OF PORTUGUESE RAILWAYS OS TRANSPORTES NA PRIMEIRA GUERRA MUNDIAL: O CASO DOS CAMINHOS DE FERRO PORTUGUESES

Maria Fernanda Rollo

Ana Paula Pires

Maria Fernanda Rollo

Ana Paula Pires

TRANSPORTS UNDER THE FIRST WORLD WAR: THE CASE OF PORTUGUESE RAILWAYS

THE CHANGES BROUGHT ABOUT BY THE GREAT WAR

Home Fires Burning. Food, politics and everyday life in World War I Berlin,

Portugal e a I Guerra Mundial. A República e a Economia de Guerra,

Meios práticos de baratear a vida – O problema das subsistências. Congresso de 1914 na Figueira da Foz Diário do Governo,

Diário do Governo,

THE PORTUGUESE RAILWAY NETWORK ON THE EVE OF THE GREAT WAR -

História da I República

Análise Social,

Portugal da Monarquia para a República, Portugal,

Nova História de

Idem Diário da Câmara dos Senhores Deputados, Idem, Diário da Câmara dos Senhores Deputados,

Idem A Companhia Real dos Caminhos de Ferro Portugueses. 1859-1891,

A Lucta -

It is worthy of note that the State Railways as an administrative entity was created by the law of July 14, 189918. -

Diário da Câmara dos Senhores Deputados, Diário da Câmara dos Senhores Deputados,

Idem, Caminhos de Ferro do Estado: Carta de Lei de 14 de Julho de 1899, Regulamento do Conselho de Administração Instruções para a arrematação e adjudicação de obras e fornecimentos e regulamento das direcções, Caminhos-de-Ferro nos debates Parlamentares (1845-1860),

Ler História, Diário da Câmara dos Senhores Deputados,

The total cost of the connection rose to roughly 2 000 000$000 réis.

A Lucta

The actual route of the Cacilhas-Barreiro connection was only approved in the following year, on January, 3, 191028. -

Idem

Diário da Câmara dos Senhores Deputados, Idem,

TRANSPORTS AND SUPPLIES DURING WARTIME -

Source:

Record of coal sent to Portugal since 1913 and question of tonnage O Declínio da Supremacia Britânica em Portugal (1890-1939)..,

Boletim da Associação Central da Agricultura Portuguesa, Diário de Notícias,

under discreet surveillance of the police

Diário do Governo, Diário do Governo, Overseeing the administration of the goods surveyed within mainland Portugal and adjacent isles (…). Diário do Governo, Chairman – Secretary – Diário do Governo, Diário do Governo, Idem

Diรกrio do Governo, Diรกrio do Governo,

PART 2 Economic impact of railroads: methods and international comparaisons O impacto econĂłmico do caminho de ferro: metodologias e comparaĂ§Ăľes internacionais

Marta Felis-Rota

A RAILWAYS PERSPECTIVE ON THE FIRST GLOBALIZATION OS CAMINHOS DE FERRO E A PRIMEIRA GLOBALIZAÇÃO Marta Felis-Rota (U. Autónoma de Madrid, Spain Espanha) Marta Felis-Rota is Ph.D. in Economic History by the London School of Economics and Political Science (LSE). She was formerly trained as a B.Sc. and M.Sc. economist at Pompeu Fabra University in Barcelona and École des Hautes Études Commerciales (HEC) in Lausanne, Switzerland. She has taught international economic history at the London School of Economics, Pompeu Fabra University, University Pablo de Olavide and Universidad Autónoma de Madrid. Currently, she holds an Assistant Professorship in Economic History Social Research Council (ESRC), the Spanish Ministry of Science and Innovation, and the Regional Government of Madrid. Her research is on social capital, economic history, institutions and international trade, and transportation. Her research on social capital earned the Graduate Student Prize from the Society for the Advancement of Socio-economics. She has published at the Revista de Historia Económica: Journal of Iberian and Latin American Economic History, Cambridge University Press. Marta Felis-Rota é doutorada em história económica pela LSE (London School of Economics and Political Science). Professora Assistente da Universiade Autonoma de Madrid (Espanha). Ensinou história económica internacional na London School of Economics, Universidade Pompeu Fabra, Universidade Pablo de Olavide e agora na Universidad Autónoma de Madrid. Acknowledgments to the FozTua Project, especially to Anne McCants and Eduardo Beira, and the Ministerio de Economía y Competitividad (Ref. ECO2010-21643 and CSO2010-16389).

Abstract Resumo The text pinpoints the railway related aspects of the First Globalization taking part in the second half of the 19th century. Those were the decades of maximum splendor of the railway expansion, and so were its economic effects. It underlines the services, and market integrator. But not for these only; the linkages back and forth into the economy go much further, from attracting new capital investments to the reshaping of urban geography and labor markets. O texto discute a primeira globalização, que o mundo conheceu na segunda metade do século XIX, e os aspetos relacionados com os caminhos de ferro. Foram décadas de esplendor máximo para a expansão das redes ferroviárias, assim como para os

seus impactos económicos. Sublinha-se a importância dos caminhos de ferro como como um integrador de mercados. Mas não só; as ligações com a economia foram

Marta Felis-Rota

A RAILWAYS PERSPECTIVE ON THE FIRST GLOBALIZATION

INTRODUCTION

Ley General de los Ferrocarriles” Ley de Sociedades de Crédito”

Marta Felis-Rota

THE MECHANISMS OF THE TRANSPORTATION REVOLUTION

Marta Felis-Rota

ĂŠpoque

THE ROLE OF THE RAILWAYS

1. Railways as provider of industrial inputs

Marta Felis-Rota

CONCLUSION

Marta Felis-Rota

REFERENCES

India Did Railroads

Century India Railroads in

Russia

Growth

Railroads in Historical

INDIA AND PORTUGAL: THE MORMUGÃO AND THE TUA RAILWAY COMPARED ÍNDIA E PORTUGAL: COMPARAÇÃO ENTRE OS CAMINHOS-DE-FERRO DE MORMUGÃO E DO TUA Ian Kerr, (U. Manitoba, Canada Canadá Ian Kerr Hugo Silveira Pereira

Ian Kerr é Senior Scholar Índia. Hugo Silveira Pereira

Abstract

INDIA AND PORTUGAL: THE MORMUGﾃグ AND THE TUA RAILWAY COMPARED

I. INTRODUCTION

Financing India’s Imperial Railways 1875 – 1914

Engines of Change. The Railroads That Made India passim The Railroad and the Space

II. CONTEXT

Program. An Exploration in Historical Analogy

A Índia Portugueza: breve descripção das possessões portuguezas na Asia

Caminho de ferro e porto de Mormugão Estudos e ensaios em homenagem a Vitorino Magalhães Godinho

A Índia Portugueza: breve descripção das possessões

quid pro quo

portuguezas na Asia

Legislação e disposições regulamentares sobre caminhos de ferro ultramarines

Journal of Historical Geography

9th International Conference of the T2M (2011) O caminho de ferro e porto de Mormugão. Génese e concepção. Regime. História e resultados. Problemas técnicos actuais. O tráfego de minério

Boletim Geral das Colónias Boletim Geral do Ultramar Condição e enquadramento do problema do porto e caminho de ferro de Mormugão

III. CONSTRUCTION PROCESS A. Main Actors

dramatis personae

circa

Oxford Dictionary of National Biography The Times

Engineering MPICE The Times of India

Building the Railways of the Raj, 1850-1900 Minutes of

B. Survey, 1880

Proceedings of the Institution of Civil Engineers,

The Times of India

The Quest for a Professional Identity: engineers between training and action

Revista de Obras PĂşblicas e Minas Railroads in Historical Context: construction, costs and consequences

C. Actual Construction, November 1881-1887

MPICE

Construcção do Caminho de Ferro de Mirandela a Bragança

2nd International Conference of Economic and Social History â&#x20AC;&#x201C; Markets and Politics: Private interests and Public Authority (18th-20th c.)

XXXI APHES Meeting

Times of India

O caminho de ferro e porto de Mormug達o

IV. CONSEQUENCES

Society in Time and Space. A Geographical Perspective on Change

O caminho de ferro e porto de Mormug達o Times of India

Caminho de Ferro e Porto de Mormugao

O caminho de ferro e porto de Mormug達o

Boletim Geral das Col坦nias , O caminho de ferro e porto de Mormug達o

O caminho de ferro e porto de Mormug達o Gazeta dos Caminhos de Ferro Gazeta dos Caminhos de Ferro

Annual Report of the Directors of the West of India Portuguese Guaranteed Railway Company Limited Annual Report

Report

Annual Reports Eighth Annual Report of the Directors of the West of India Portuguese Guaranteed Railway Company, Limited The Gazetteer of Bombay City and Island

IV. CONCLUSIONS AND SOME TUA/WIPGR COMPARISONS

Robert Schwartz

MAKING THE STEEPER GRADE: UPLAND RAILWAYS IN WALES, 1840 TO 1914 CAMINHOS DE FERRO NAS TERRAS ALTAS NO PAÍS DE GALES, 1840 A 1914 Robert M. Schwartz (Mount Holyoke College, South Hadley, MA, USA EUA) Robert M. Schwartz is E. Nevius Rodman Professor of History Mount Holyoke College, South Hadley, Massachusetts. U.S.A. Robert Schwartz é E. Nevius Rodman Professor de História, no Mount Holyoke College, Massachusetts, EUA. Especialista em história ambiental da Europa, desde o século XVII até agora.

Abstract Resumo Using GIS and a digital elevation model, this paper examines the expansion of railways in Wales, noting both the early lines constructed in the lowlands and the upland lines in the higher, rugged terrain in north, central, and southern parts of the principality. It then explores the effects of this expansion on livestock farming using data at at the county level for 1882 and 1892 and at the parish level from the agricultural livestock production, the chief branch of agriculture in the Principality. Financed in part by Welsh capital, the Welsh railways conquered the rugged terrain of the highlands and stimulated agricultural production in livestock and dairy farming. Sections of this paper are drawn from my contribution to a co-authored article that was published in 2011 (Schwartz et al. 2011). Since completing this paper, Ian Gregory and I have constructed agricultural data at the level of the parish and my new results from this data are highlighted in this article.

Utilizando SIG e modelos digitais de elevação, este trabalho analisa a expansão dos caminhos de ferro no País de Gales, observando tanto as linhas iniciais construídas nas terras baixas, como as linhas nas terras altas, acidentadas em partes do norte, centro e sul do principado. Também explora os efeitos desta expansão na agricultura, utilizando dados, ao nível das freguesias, dos retornos agrícolas durante quatro períodos, 1870, 1881, 1891, 1901 e 1911. Os caminhos de ferro galeses conquistaram o terreno acidentado nas terras altas e estimularam produção agrícola em gado e criação de gado leiteiro.

Robert Schwartz

MAKING THE STEEPER GRADE: UPLAND RAILWAYS IN WALES, 1840 TO 1914

RAILWAYS IN ENGLAND AND WALES

Robert Schwartz

RAILWAYS IN WALES

Irish Mail

Robert Schwartz

AGRICULTURE IN NINETEENTH CENTURY WALES

Robert Schwartz

AGRICULTURE AND THE RAILWAYS

Robert Schwartz

CONCLUSION

ACKNOWLEDGEMENTS

The Railways of Great Britain: A historical atlas

Robert Schwartz

REFERENCES

SECONDARY RAILWAYS IN CONTINENTAL EUROPE LINHAS FERROVIÁRIAS SECUNDÁRIAS NA EUROPA CONTINENTAL Eleonora Belloni (University of Siena, Italy Itália Maggi (U. Sienna, Italy Itália) Eleonora Belloni Eleonora Belloni got a Phd in “Theory and History of Modernization and social change in contemporary age” at the University of Siena in December 2006; she was post-doctoral research fellow from 2007 to 2012. Her studies have focused on the economic culture and industrial ideology in the liberal and fascist Italy, history of the industrial association and history of sport in Italy. Stefano Maggi is professor of Contemporary History in University of Siena (Italy). His research has focused on transportation issues, especially railways, as well as history of international trade and history of pharmaceutical industry. He teaches courses on history of communications, history of the regional development and contemporary history. Eleonora Belloni é doutorada pela Universidade de Siena (dezembro de 2006, “Teoria e historia da modernização e da mudança social na idade contemporanea”) e fez investigação pos doutoral entre 2007 e 2012. Os seus temas de interesse focam-se na ideologia industrial na Itália liberal e fascista, na história do associativismo industrial e ainda na história do desporto em Itália. Stefano Maggi é professor de História Contemporânea na Universidade de Siena (Itália). Tem investigado temas relacionados com os transportes, em especial transportes ferroviários. Ensina cursos de história das comunicações, história do desenvolvimento regional e história contemporânea.

Paragraphs 1 and 3 by Stefano Maggi; paragraphs 2, 4 and 5 by Eleonora Belloni. Traslation by Walter Gennari

Abstract Resumo In the late XIXth and early XXth centuries, many governments had to face a growing pressure, because the areas not included in the main railway network wanted their own local railways. In their election campaign local politicians didn’t hesitate to promise a railway connection which was everywhere perceived as a symbol of progress and civilization. Therefore the central government was held responsible for keeping their promises. Therefore new lines were built. They took up the empty space left by the main railways and were welcomed with eagerness as a carrier of modernity, economical

development, improvement of living conditions and emancipation of rural areas. The secondary railway network was mostly built with a narrow gauge, while in the mountainous areas rack railways were built, to overcome the gradients. sujeitos a uma pressão crescente pelas áreas não incluidas nas redes principais, que pretendiam as suas próprias linhas locais. Nas eleições, as campanhas dos politicos locais não hesitavam em prometer a construção de linhas de caminho Construiram-se assim novas linhas, que preencheram o vazio deixado pelas linhas principais, e que foram recebidas com entusiasmo pelo que traziam de modernidade, desenvolvimento económico, melhoria das condições de vida e emancipação das áreas rurais. enquanto que nas zonas montanhosas se construiram linhas de cremalheira para vencer os declives.

SECONDARY RAILWAYS IN CONTINENTAL EUROPE

1. INTRODUCTION -

Sangue ferro e oro. Come le ferrovie hanno cambiato il mondo

Risorgimento

Ibidem Ibidem Ibidem Ibidem Ibidem

Ibidem

Sangue ferro e oro Building a National railway network: Portugal, second half of the 19th century

2. SECONDARY RAILWAYS IN FRANCE.

A doorway to Europe: the dream of the Portuguese railways (1845-1892), Building a National railway network: Portugal, second half of the 19th century

dĂŠpartments

communes -

, Le siĂ¨cle des chemins de fer secondaires en France, 1865-1963. Les

Sangue ferro e oro

Sangue ferro e oro Le siĂŠcle des chemins de fer secondaires en France, 1865-1963

VFIL

3. SECONDARY RAILWAYS IN ITALY -

Ibidem

Relazione intorno allâ&#x20AC;&#x2122;esercizio delle strade ferrate delle Reti Mediterranea, Adriatica e Sicula dal 1Â° luglio 1885 al 1900

Valigia postale delle Indie -

Le ferrovie L’évolution des réseaux des chemins de fer d’intérêt local et des tramways voyageurs - marchandises de leur naissance à leur déclin 1865-1951 Les chemins de fer à la conquête des campagnes Le piccole città nel nuovo ordinamento d’Italia

legge Baccarini

Sulla costruzione delle ferrovie secondarie. Considerazioni economiche, tecniche Le ferrovie economiche dâ&#x20AC;&#x2122;Europa. Relazione al signor ministro dei Lavori Pubblici

ad hoc

Nuova Antologia -

Nuova Antologia

Year -

4. SECONDARY RAILWAYS IN SPAIN.

Railways and the formation of the Italian State

Ley General de Ferrocarriles will aim to provide a public service, will have a mechanical traction and will not be included in the overall network

Spanish Society of Secondary Railways: the failure of a major international project to create an additional railway network in Spain Across the borders. Financing the Worldâ&#x20AC;&#x2122;s Railways in the Nineteenth and Twentieth Centuries

Sociedad Espa単ola de Ferrocarriles secundarios

Compañía de los Ferrocarriles de Castilla y Española de los Ferrocarriles secundarios -

Compañía de los Ferrocarriles de Santander Compañía de los Ferrocarriles Vascongados35 -

Los ferrocarriles vascos: una necesidad de las burgesías comercial y minera y medio del ferrocarril en España 1848-1998. Economía, industria y sociedad

Los ferrocarriles y el desarollo económico del País Vasco (1856-1936) del ferrocarril en España 1848-1998

Siglo

Siglo y medio

Los ferrocarriles vascos: una necesidad de las burgesĂas comercial y minera Los ferrocarriles y el desarollo econĂłmico del PaĂs Vasco (1856-1936)

5. CONCLUSIONS

Red ferroviaria y evolución del comercio interregional de la economia aragonesa, 1875-1930 Siglo y medio del ferrocarril en España 1848-1998 Red ferroviaria, productos agrícolas y mercado regional en Andalucía medio del ferrocarril en España 1848-1998

Siglo y

5,125 42,400 61,940 32,707 22,992 3,677 3,597 18,071 5,221 Source:

International Historical Statistics. Europe 1750-2005

Source:

International Historical Statistics. Europe 1750-2005

Richard Healey

EARLY MOUNTAIN RAILROADS IN THE LOWER PENNSYLVANIA ANTHRACITE COALFIELDS DURING THE 19TH CENTURY: A CASE STUDY OF THE MINE HILL AND SCHUYLKILL HAVEN RAILROAD AS PRIMEIRAS LINHAS DE MONTANHA NAS MINAS DE ANTRACITE DA PENSILVÂNIA (EUA) DURANTE O SÉC. XIX: O CASO DA LINHA FERROVIÁRIA DA MINA DE HILL E SCHUYLKILL HAVEN Richard Healey (U. Portsmouth, UK Reino Unido) Richard Healey is Professor in the Department of Geography, University of Portsmouth, UK. His research interests include regional economic development in the NE USA during the 19th century, historical GIS, historical census analysis and data warehousing. Richard Healey Interesses de investigação: desenvolvimento económico regional no nordeste dos EUA durante o século XIX, SIGs históricos, análise de censos históricos e “data warehousing”.

Abstract Resumo developed in the United States. Their proximity to the eastern seaboard cities of New York and Philadelphia meant they rapidly assumed considerable importance as the primary source of fuel for industrial development (and domestic heating) in the Northeastern states prior to the Civil War (1861-1865). and easily mined seams above water level were to be found in the Southern Field around Pottsville. This area was given a substantial economic stimulus in 1825 when the Schuylkill Navigation connected it directly by canal to the city and port of Philadelphia. The city provided both markets for coal and a source of entrepreneurial capital to facilitate the expansion of the mining industry. However, deeply incised

beyond Pottsville and it was necessary to begin the construction of ‘coal lateral’ powered, these lateral railroads quite quickly expanded into major haulers of large coal tonnages, and were early adopters of locomotive power from the 1830’s onwards. The arrival of the Philadelphia and Reading Railroad in 1842, whose route ran parallel to the canal from Pottsville, to Philadelphia, provided further stimulus to the mining interests. Mining developments spread northwards into the Western Middle Field, as the coal laterals, such as the Mine Hill and Schuylkill Haven RR, extended their lines to reach these previously under-exploited coal deposits. However, traversing the challenging terrain of the Appalachian ridges and valleys required technology beyond that of the locomotive railroad alone and several major inclined planes, such as the Mahanoy and Gordon planes, were constructed to haul coal trains up the steep valley sides. Similar planes were constructed by the Lehigh Coal and Navigation Company at the eastern end of the Southern Field to bring coal down to the Lehigh Canal, for onward shipment to the iron furnaces of the Lehigh Valley or the major eastern seaboard cities. Many of these planes remained in service throughout the 19th century, though most of the early companies were absorbed by larger anthracite carrying railroads during the 1860’s. This paper examines the development of these mountain railroad and inclined plane systems in the context of changing economic circumstances and the evolving geography of the mining industry. The presentation will be illustrated by means of a series of rare photographs dating back to the Civil War era. As minas de antracite da Pensilvânia foram das primeiras minas a serem desenvolvidas nos Estados Unidos. A sua proximidade com as cidades do uma importância considerável como a principal fonte de combustível para o desenvolvimento industrial (e aquecimento doméstico) nos estados do Nordeste antes da Guerra Civil (1861-1865). Apesar das primeiras explorações mineiras terem lugar em todas as minas de carvão, as áreas mais acessíveis e fáceis de minar acima do nível de água situavam-se em Southern Field, próximo de Pottsville. Esta área recebeu um estímulo económico substancial em 1825 quando a Navegação de Schuylkill a carvão como uma fonte de capital empresarial para facilitar a expansão da indústria mineira. No entanto, os vales profundamente incisos dos Apalaches impediram que

Richard Healey

o canal de Schuylkill penetrasse a mina de carvão além de Pottsville e foi preciso iniciar a construção de “linhas laterais ao carvão” para atuarem como alimentadores para o canal. Inicialmente construídas de forma inconsistente, estas linhas laterais tornaram-se, rapidamente, importantes transportadoras de grandes toneladas de carvão e foram as primeiras a adotar o poder locomotivo a partir de 1830. para os interesses mineiros. Desenvolvimentos mineiros espalharam-se para o norte, para o Western Middle Field, e as linhas laterais, como as linhas de Mine Hill e de Schuylkill Haven, estenderam as suas linhas para chegar a esses depósitos encostas e vales dos Apalaches requeria tecnologia além da das linhas locomotivas e vários planos inclinados, como os planos de Mahanoy e Gordon, foram construídos para transportar comboios de carvão pelas encostas íngremes do vale. Planos semelhantes foram construídos pela Companhia Lehigh Coal and Navigation na parte do Southern Field para trazer carvão para o canal de Lehigh, para depois o enviar para os fornos de ferro do vale de Lehigh ou para as grandes cidades costeiras do leste. Muitos destes planos permaneceram em serviço ao longo do séc. XIX, embora a maioria das primeiras companhias tenha sido absorvida por linhas que transportavam antracite durante a década de 60 do séc. XIX. Este trabalho examina o desenvolvimento destas linhas montanhosas e sistemas de planos inclinados no contexto das circunstâncias económicas em transformação

Richard Healey

EARLY MOUNTAIN RAILROADS IN THE LOWER PENNSYLVANIA ANTHRACITE COALFIELDS DURING THE 19TH CENTURY:A CASE STUDY OF THE MINE HILL AND SCHUYLKILL HAVEN RAILROAD

INTRODUCTION

EARLY COALFIELD MINING AND TRANSPORTATION DEVELOPMENTS

Richard Healey

SOUTHERN FIELD MINING AND THE ‘COAL LATERALS’

CASE STUDY: THE MINE HILL AND SCHUYLKILL HAVEN RAILROAD

Richard Healey

EXTENSION OF THE MINE HILL RAILROAD INTO THE WESTERN MIDDLE FIELD

Richard Healey

just the interest

OTHER IMPORTANT INCLINE PLANES

Richard Healey

loaded empty

Richard Healey

CONCLUSION

REFERENCES

THE ENGINEERING DESIGN OF THE TUA RAIL TRACK: EVIDENCE FROM THE ARCHIVES PROJETO DE ENGENHARIA DA VIA-FÉRREA DO TUA: EVIDÊNCIA A PARTIR DOS ARQUIVOS

Lurdes Martins,

Graça Vasconcelos

Open Construction and Building Technology Journal

Paulo Lourenço,

Eduardo Beira,

Lurdes Martins,

Graรงa Vasconcelos

Open Construction and Building Technology Journal Paulo Lourenรงo

Eduardo Beira,

THE ENGINEERING DESIGN OF THE TUA RAIL TRACK: EVIDENCE FROM THE ARCHIVES

1. INTRODUCTION

2. GENERAL GEOMORPHOLOGICAL CHARACTERISTICS -

3. GEOMORPHOLOGICAL CONDITIONS AT THE SITE OF FRAGAS MÁS (BAD BOULDERS) AND PRESAS

4. RAILROAD FOZ TUA TO MIRANDELA: TRACING FROM THE RIGHT OR LEFT MARGIN OF THE TUA RIVER? -

5. TECHNICAL ASPECTS OF THE PROJECT OF TUA LINE

6. CONCLUSION

REFERENCES Gazeta dos caminhos de Ferro nº 19 Diário de Notícias

Notas Técnicas de Projeto Geométrico. Aplicações ferroviárias, Parâmetros de Projecto de Traçado de Via – Bitolas de Via de 1435 mm e de valor superior. Parte 1: Plena Via. Tese de Mestrado: Projecto de Execução – Traçado e Materiais de Via Férrea Troço Miranda do Corvo / Serpins . Panoramico Cantinho dos Coimboios

Domingo Cuéllar

BRITISH PARTICIPATION IN THE SPANISH RAILWAY BUSINESS (1828-1950) O INTERESSE BRITÂNICO NOS NEGÓCIOS FERROVIÁRIOS ESPANHÓIS (1828-1950) Domingo Cuéllar (Madrid Railway Museum, Spain Espanha) Domingo Cuéllar PhD in History, Universidade de Almeria. Specialist in transportation, Universidad Politecnica de Madrid. He has been associate professor in Universidad Autonoma de Madrid, manager of historical research in Fundacion de los Ferrocarriles Espanoles, editor of a journal of history (TST) and codirector of a collection of Railways History. Author of several monographies about railways and transportation. Domingo Cuéllar Doutorado em História pela Universidade de Almeria e especialista em transportes pela Universidade Politecnica de Madrid. Foi professor associado na Universidade Autonoma de Madrid, geriu projetos de investigação histórica na Fundacion de los Ferrocarriles Espanoles, foi editor de uma revista de transportes e caminhos de ferro.

Abstract Resumo The main objective of this paper is to evaluate the presence of British capital in the development of Spanish broad-gauge railways. Although the overwhelming role played by French capital in the expansion of the railway in Spain is widely known, certain British interests were not entirely unrelated to this process. They were not limited to the customary contribution of rolling stock and, after the initial failed attempts, full of certain legendary aspects such as Stephenson’s presence in Spain in 1845, British companies focused their interest on the second Spanish railway boom which got under way in 1880 with the commissioning of broad-gauge railway lines whose purpose was clearly linked to the mining industry. The article (Archivo Histórico Ferroviario) archives in order to reconstruct the capital structure of these companies, analyse their evolution and study their large, medium and small shareholders. Finally, the outcome of these businesses is assessed. O objetivo principal deste trabalho é avaliar a presença do capital britânico no desenvolvimento das linhas férreas de bitola larga espanholas. Apesar do papel esmagador desempenhado pelo capital francês na expansão das linhas férreas em Espanha ser amplamente conhecido, certos interesses britânicos não foram de todo

alheios a este processo. Estes não se limitaram à habitual contribuição de material circulante e, depois das tentativas iniciais terem falhado, cheias de certos aspetos lendários como a presença de Stephenson em Espanha em 1845, as empresas britânicas centraram o seu interesse no segundo boom ferroviário de Espanha, que teve início em 1880 com a implementação de linhas férreas de bitola larga, obviamente ligadas à indústria mineira. O artigo baseia-se em documentos valiosos dos arquivos britânicos (representados com o objetivo de reconstruir a estrutura do capital destas empresas, analisar a sua Finalmente, é avaliado o resultado destes negócios.

Domingo Cuéllar

BRITISH PARTICIPATION IN THE SPANISH RAILWAY BUSINESS (1828-1950)

1. INTRODUCTION

Consular Report

ad hoc

Domingo Cuéllar

2. A TOUR OF THE HISTORICAL AND BUSINESS PATH

Semanario de Agricultura y Arte

The Sunday Times

Domingo Cuéllar

Crédito Mobiliario Español Crédit Moblière Sociedad Española Mercantil e Industrial Compañía General de Crédito de España

Anglo-Foreing Banking and England

Union Bank of Spain

British and Foreign Railway Plant

Compañía del Ferrocarril Compostelano de la Infanta Doña Isabel,

Domingo CuĂŠllar

Compañía del Ferrocarril de Zafra a Huelva

The Great Southern of Spain Railway

The Coruña, Santiago and Peninsular Railway Company Limited

Domingo Cuéllar

Compañía del ferrocarril directo de Jerez a Algeciras (Gibraltar)

The Algeciras (Gibraltar) Railway Company

The Madrid and Portugal Direct Railway (Avila and Salamanca) Limited

Compañía de los Caminos de Hierro del Sur de España

The Granada Railway

3. ANALYSIS AND ESSENTIAL QUESTIONS

Domingo CuĂŠllar

The Spanish Railways Trust Investment

Hornillo Company Limited

Domingo CuĂŠllar

Sur de Espa単a

Spanish Railways Trust Investment The Trustees and Executores and Securities Railway Debenture Trust National Provincial Bank of England River Plate General Investment Trust

Domingo CuĂŠllar

Smith Knight and Company,

Minutes of Proceedings

Domingo CuĂŠllar

Greenwood & Co Buenos Aires and Great Southern Railway

Livesey, Son & Henderson

Henderson Administration

The Trustees and Executores and Securities National Provincial Bank of England Mercantiles Investment & General Trust The Spanish Railways Trust Investment

Sur de Espa単a

Domingo Cuéllar

The West Galicia Railway

Compañía de los Caminos de Hierro de Granada

Andaluces

Compañía de los Ferrocarriles Andaluces

Compa単鱈a Nacional de los Ferrocarriles del Oeste de Espa単a Sur de Espa単a

Domingo CuĂŠllar

In pounds

Utrera and Moron Railway, 1868

Domingo CuĂŠllar

Domingo Cuéllar

BIBLIOGRAPHY Los ferrocarriles en España, 1844-1943 Los ferrocarriles en España, 1844-1943 Nunca en el cumpleaños de la reina Victoria. Historia de las minas de Río Tinto The railways of Spain The role des interets etrangers dans le croissance economique de l’Espagne: 1815-1913. Etat, enterprise et histoire Bulletin d’Histoire Contemporaine de l’Espagne Francia y el desarrollo económico de Europa, 1800-1914 Estudio histórico-económico de las construcciones ferroviarias españolas en el siglo XIX Revista de Historia Industrial El Ferrocarril compostelano de la Infanta Dª Isabel & The West Galicia Railway Company (La azarosa historia del primer ferrocarril gallego)

Del metal al motor. Innovación y atraso en la historia de la industria metal-mecánica española

La mano visible. La revolución en la gestión en la empresa norteamericana Historia de la Hacienda pública, II. España (1808-1995)

XIX Los transportes en el Sureste Andaluz (1850-1950): Economía, Empresas y Territorio Transportes, Servicios y Telecomunicaciones

150 años de ferrocarril en Andalucía: un balance

150 años de ferrocarril en Andalucía: un balance Cien empresarios andaluces Estudios de Historia Moderna y Contemporánea de México Homenaje al Dr. D. Juan Reglà Campistol Commercial and Industrial Spain The Law Relating to Railways and Railway Companies

Domingo Cuéllar

International Review of Financial Analysis The Migrations of British Capital to 1875

Las inversions extranjeras en América Latina, 1850-1930. Nuevos debates y problemas en historia económica comparada Investigaciones de Historia Económica La Casa Rothschild en España Las inversiones extranjeras en América Latina, 18501930. Nuevos debates y problemas en historia económica comparada El fracaso de la Revolución industrial en España, 1814-1913

Hacienda Pública Española Finance, Trade, and Politics in British Foreign Policy, 1815-1914 Revista de Historia Económica Memoirs of Sir Edward Blount REPORT of the Mineral Districts of Andalusia, which will be laid open by the completion of the Great Lines of Railway The life of George Stephenson, railway engineer

Lives of the engineers George and Robert Stephenson

Los ferrocarriles en España, 1844-1943 Los orígenes del capitalismo en España. Banca, Industria y Ferrocarriles en el siglo XIX Educación, Instituciones y Empresa. Los determinantes del espíritu empresarial Una guía de fuentes sobre inversiones extranjeras en España (1780-1914) Historia económica de la empresa Henderson. A history of the life of Alexander Henderson, Libras y rieles. Las inversiones británicas para el desarrollo de los ferrocarriles en Argentina, Brasil, Canadá e India durante el siglo XIX

Luís Santos

THE MARQUIS OF FOZ, A NAME IN THE FOG THE VARIOUS GAMES OF A CAPITALIST OF THE RAILWAY APOGEE MARQUÊS DA FOZ, UM NOME NAS BRUMAS. OS MÚLTIPLOS JOGOS DE UM CAPITALISTA DO APOGEU FERROVIÁRIO Luís Lopes dos Santos (U. Complutense de Madrid, Spain Espanha) Luís Santos graduated in History in Nova University of Lisbon and completed a PhD (2011) in Contemporary History in the Faculty of History and Geography, Universidade Complutense, in Madrid (Spain). Luis Santos conclui em 2011 o doutoramento em História Contemporânea na Faculdade de História e

Abstract Resumo In the second half of the 20th century, the Marquis of Foz was the head of one of the main capitalist Portuguese groups. His activity had many faces, embracing politics, of a more profound study about this important historical character, of whom little is the Marquis of Foz’s railroad concerned activities. Between 1884 and 1891, the group headed by himself managed the destinies of the Companhia Real de Caminhos-de-Ferro (Royal Railroad Company), conducting Companhia Nacional, concessionary of the narrow gauge lines of Tua and Dão. As an entrepreneur, he constructed a large part of the south line, in the section connecting the Alentejo and Algarve. He also headed an attempt to control the Minho and Douro railway system, a state concern, when the possibility of leasing was admitted.

marquis fell in disgrace and was even arrested for some time. From that moment on, until the moment of his death in 1917, he lived off of selling of his valuable art

Na segunda metade do séc. XIX, o marquês da Foz foi o líder de um dos principais grupos capitalistas portugueses. A sua atividade era multifacetada, decorrendo pela é um embrião de um estudo mais profundo sobre esta personagem histórica Entre 1884 e 1891, o grupo por ele liderado, geriu os destinos da Companhia

de via estreita do Tua e Dão. Como empreiteiro, construiu boa parte da linha do Sul, entre o Alentejo e o Algarve. Liderou ainda uma tentativa de se apossar do caminho de ferro do Minho e Douro, na posse do Estado, quando se admitiu a possibilidade do seu arrendamento. Era um jogador de risco e em 1891, os seus negócios, frequentemente apoiados

Luís Santos

THE MARQUIS OF FOZ, A NAME IN THE FOG THE VARIOUS GAMES OF A CAPITALIST OF THE RAILWAY APOGEE INTRODUCTION

Companhia Real de Caminhos-de-Ferro

A crise em seus aspectos morais; introdução a uma biblioteca de psico-

logia individual e colectiva Petição de agravo do Marquês da Foz com os documentos que a instruem, relator o Exmo. Sr. Mattoso, no seu impedimento o Exmo. Sr. Seabra Gazeta dos Caminhosde-Ferro Mariano Cirilho de Carvalho; O “poder oculto” do liberalismo progressista (1876-1982) Uma A Companhia Real dos Caminhos-de-Ferro Portugueses, 1859-1891 -

Luís Santos

Companhia Nacional de Caminhos-de-Ferro Companhia Real de Caminhos-de-Ferro Sociedade Agrícola e Financeira de Portugal 1

1. ROTATIVISM, FAVORITISM OF FINANCIAL GROUPS AND THE MARQUIS OF FOZ’S POLITICAL ACTIVITY

Companhia Real de Caminhos-de-Ferro Companhia Real da Agricultura Portuguesa Companhia do Monte Estoril

Jornal do Comércio,

Diário Popular

Mariano Cirilo de Carvalho; O “poder oculto” do liberalismo progressista (1876-1982), Empresários do Século XX, Op. Cit.,

Luís Santos

2. FOZ, RAILWAY ENTREPRENEUR Companhia Real de Caminhos-de-Ferro

Société Géneral de Crédit Industriel et Commercial

Companhia Real

Sociedade do Caminho-de-Ferro de Cáceres a Malpartida de Plasencia Madrid a Cáceres e Portugal Companhia Real Companhia Op. Cit., A Companhia Real dos Caminhos-de-Ferro Portugueses, 1859-1891,

Nacional Ultramarino Companhia Real

Companhia Real AgrĂcola e Financeira

Companhia Real

11 Op. cit., Op. Cit, Actas da Assembleia-Geral da Companhia Real dos Caminhos-de-Ferro Portugueses,

LuĂs Santos

Companhia

Companhia Michel Ephrussi and Co. Companhia Real -

Companhia Real -

Actas da Assembleia-Geral da Companhia Real dos Caminhos-de-Ferro Portugueses, Op. Cit.,

Companhia do Monte Estoril Sociedade Estoril 19

Companhia Real Companhia do Caminho de Ferro de Madrid a CĂĄceres e a Portugal Companhia Real

Companhia Nacional de Caminhos-de-Ferro

Compahia Nacional

Op. Cit., Gazeta dos Caminhos-de-Ferro; NĂşmero

Gazeta dos Caminhos-de-Ferro de Portugal e Espanha, Op. Cit., op. Cit.,

Luís Santos

Companhia Nacional

3. FOZ, FINANCE, THE RAILWAY AND POLITICAL INFLUENCE

de Portugal

Companhia Real

Madrid a CáOp.

Cit.,

Op. Cit.,

ceres e Portugal

Oeste de España

4. BANKRUPTCY AND FALL -

Companhia Real España

Madrid a Cáceres e Portugal Companhia Real

Oeste de

A crise em seus aspectos morais; Introdução a uma biblioteca de psicologia individual e colectiva,

Política Ferroviária Ibérica; de princípios del siglo XX a la

Luís Santos

a Cáceres e Portugal

Oeste de España

Madrid -

Norte de España

Companhia Nacional

ComCompan-

panhia Real hia Real

Gazeta dos Caminhos-de-Ferro de Portugal e Espanha,

Gazeta dos Caminhos-de-Ferro de Portugal e Espanha, Op. Cit., Petição de agravo do Marquês da Foz com os documentos que o instruem, relator o Exmo. Sr. Mattoso, no seu impedimento o Exmo. Sr. Seabra, Gazeta dos Caminhos-de-Ferro,

CONCLUSION

Companhia Real Companhia Real -

Nacional

Companhia Real

a posteriori

LIFECYCLE ANALYSIS OF INFRASTRUCTURES: APPLICATION TO TUA RAIL TRACK ANÁLISE DO CICLO DE VIDA DE INFRAESTRUTURAS: APLICAÇÃO À LINHA FÉRREA DO TUA

Bruno Gonçalves

Paulo Lourenço,

Bruno Gonçalves

Paulo Lourenço

Resumo

LIFECYCLE ANALYSIS OF INFRASTRUCTURES: APPLICATION TO TUA RAIL TRACK

1. INTRODUCTION

2. TUA RAILWAY LINE OPERATION

2.1. Transitory Mobility Plan

2.2. Integrated Mobility Plan

3. LIFECYCLE ANALYSIS OF INFRASTRUCTURES

REFERENCES

GAINING INSIGHT INTO TUA RAILWAY LINE THROUGH INTERACTIVE EXPERIMENTS COMPREENDER A LINHA DO TUA ATRAVÉS DE EXPERIÊNCIAS INTERATIVAS

João Sena Esteves

Luís F. Ramos

João Miguel Nóbrega

António Pedro Souto

Manuel João Sepúlveda

João Sena Esteves

Luís F. Ramos João Miguel Nóbrega

António Pedro Souto

Manuel João Sepúlveda

GAINING INSIGHT INTO TUA RAILWAY LINE THROUGH INTERACTIVE EXPERIMENTS

1. TUA LINE MAIN FEATURES

Metropolitano Ligeiro de Mirandela, S. A. Deutz

(estações)

(apeadeiros)

(paragens) Com-

panhia Nacional dos Caminhos de Ferro

Companhia dos Caminhos de Ferro Portugueses, S. A. R. L.

CP – Caminhos de Ferro Portugueses, E. P. Rede Ferroviária Nacional - REFER, E.P. Metropolitano Ligeiro de Mirandela, S. A., CP - Caminhos de Ferro Portugueses, E. P.

Companhia Nacional dos Caminhos de Ferro

â&#x20AC;&#x153;four short metal or masonry bridges of less than 10,000m lengthâ&#x20AC;?

Draisines

2. INTERACTIVE EXPERIMENTS Openlab

A) Model Railway

Alsthom

B) Game Station

C) Stone Bridge

D) Track Cutaway

E) Steam Locomotive Cutaway

3. CONCLUSIONS Openlab

Openlab

Acknowledgements

REFERENCES

DESIGNING NMFT: AN ESSAY ON MEMORY AND CONTEMPORANEITY THROUGH ARCHITECTURAL DESIGN PROJETANDO O NMFT: UM ENSAIO SOBRE A MEMÓRIA E A CONTEMPORANEIDADE POR MEIO DO PROJETO ARQUITETÓNICO

Teresa Novais and Jorge Carvalho

Teresa Novais e Jorge Carvalho

DESIGNING NMFT: AN ESSAY ON MEMORY AND CONTEMPORANEITY THROUGH ARCHITECTURAL DESIGN

FRAMEWORK

LOCATION

SPACES AND USES -

RE-USE

FORMAL ANALOGY

MATERIAL ANALOGY

CONCLUSION

Dominic Fontana

A NEW AGE OF STEAM? THE TUA VALLEY LINE, PORTUGAL - EXPERIENCE AND EXAMPLES FROM THE TECHNOLOGICAL HERITAGE OPERATIONS AND PRESERVED RAILWAYS OF BRITAIN UMA NOVA ERA DE VAPOR? A LINHA DO VALE DO TUA, PORTUGAL - EXPERIÊNCIA E EXEMPLOS DAS OPERAÇÕES DE HERANÇA TECNOLÓGICA E DOS CAMINHOS DE FERRO PRESERVADOS DA GRÃ-BRETANHA Dominic Fontana (U. Portsmouth, United Kingdom Reino Unido) Dominic Fontana is Senior Lecturer in Geography at the University of Portsmouth and is a Fellow of the Royal Geographical Society. As a mature student he read for a BA in Geography at Portsmouth Polytechnic and then continued his studies, taking his PhD at University of Portsmouth, during which time he also became a lecturer in Geography. working as archaeological photographer on the Mary Rose project. This major maritime archaeological project excavated and recovered Henry VIII’s warship from the Solent seabed in October 1982. Mary Rose and one exploring the events of the Battle of Hastings in 1066. He has worked on projects and exhibitions at The Tower of London and Hampton Court Historic Royal Palace. In conjunction with the Mary Rose Trust, he is currently researching the July 1545 “Battle of the Solent” in which the Mary Rose was lost. He is also working on a project with The Royal Collection to better understand two of Henry VIII’s major historical paintings. e é membro da Royal Geographic Society. Doutorado pela Universidade de Portsmouth. Trabalhou na British Railways no inicio da sua carreira, tendo depois participado no projecto de recuperação do navio Mary Rose. Participou na produção de diversos documentários sobre arqueologia. Atualmente está a investigar a batalha de Solent (Julho de 1545), em que o navio Mary Rose se afundou, assim como um projeto da The Royal Collection sobre as pinturas históricas de Henrique VIII.

Abstract Resumo Industrial and technological heritage tourism in Britain is an important part of the nation’s tourism portfolio and includes historic factories, coal mines, motor museums, old ships, canals and railways. Most of these are owned and operated by charitable organisations, founded and staffed by volunteer enthusiasts. Great Britain has over 150 preserved railways, which generate in excess of 15 million tourist journeys each year. The industry employs 2,000 people directly and engages a further 18,000 volunteers. They contribute £579 million to the British economy and play a very important role in the extensive cultural and heritage tourism industry of the country. The railways of Portugal are well known to a global community of steam enthusiasts, the last days of steam traction until as late as the 1980s. The narrow gauge lines north of the Douro river, and the Tua Valley line in particular, were considered as very special railways. Their unique combination of narrow gauge steam traction, relatively long runs of track and extraordinarily beautiful landscapes made for a magical railway experience. In the 1980s and 1990s steam was replaced and although there are now a few steam hauled tourist trains on the Douro Valley line, there are currently few opportunities for people to recapture this experience. Portugal has several railway museums under the control of the excellent National Railway Museum in Entroncamento, but these present static displays rather than “live” steam. Portugal possesses a considerable number of redundant steam locomotives dispersed in yards around its national railway network, some of which remain in usable condition. Portugal also possesses track and routes, which have and could be reinstated at relatively low cost. Almost 60 years of experience of operating and developing technological heritage and preserved railways has been accrued in Britain and this may prove valuable to the recognition of the tourist railways present as part of a modern tourism industry. O turismo de património industrial e tecnológico na Grã-Bretanha é uma parte importante do portfolio de turismo da nação e inclui fábricas históricas, minas de carvão, museus de automóveis, navios antigos, canais e caminhos de ferro. Estes compostas por voluntários entusiastas. A Grã-Bretanha tem mais de 150 linhas de caminhos de ferro preservados que geram, em excesso, 15 milhões de viagens turísticas por ano. A indústria emprega,

Dominic Fontana

diretamente, 2.000 pessoas e envolve mais 18.000 voluntários, contribuindo com 579 milhões de libras para a economia britânica e desempenhando um papel muito importante na extensa indústria de turismo cultural e de património do país. Os caminhos de ferro de Portugal são bem conhecidos pela comunidade global de entusiastas de máquinas a vapor, muitos dos quais costumavam visitar o país à década de 80. As linhas de bitola estreita a norte do rio Douro, e a linha do vale do Tua em particular, eram consideradas muito especiais. A combinação única de tração a vapor de bitola estreita, linhas relativamente longas e paisagens extraordinariamente belas criavam uma experiência ferroviária mágica. Nas décadas de 80 e 90, os comboios a vapor foram substituídos e, apesar de hoje existirem alguns comboios turísticos a vapor na linha do vale do Douro, existem agora poucas oportunidades para as pessoas viverem de novo esta experiência. Portugal tem vários museus ferroviários sob o controlo do excelente Museu Ferroviário Nacional no Entroncamento, mas estes apresentam exposições estáticas em vez de máquinas a vapor “ao vivo”. Portugal possui uma quantidade considerável de locomotivas, espalhadas por vários quilómetros da sua rede ferroviária, algumas das quais em condições de uso. Portugal possui também linhas e caminhos que foram recentemente fechados ao trânsito de passageiros e mercadorias. Estas linhas estão praticamente intactas e podem ser restauradas a um custo relativamente baixo. A Grã-Bretanha tem quase 60 anos de experiência na gestão e desenvolvimento de património tecnológico e de caminhos de ferro preservados, o que se pode revelar útil para o reconhecimento do potencial turístico e dos benefícios económicos deste património como parte da indústria de turismo moderna.

Dominic Fontana

A NEW AGE OF STEAM? THE TUA VALLEY LINE, PORTUGAL EXPERIENCE AND EXAMPLES FROM THE TECHNOLOGICAL HERITAGE OPERATIONS AND PRESERVED RAILWAYS OF BRITAIN

Dominic Fontana

THE WORLD’S FIRST HERITAGE RAILWAY

Dominic Fontana

ISLE OF WIGHT RAILWAYS -

Dominic Fontana

ISLE OF WIGHT STEAM RAILWAY -

Dominic Fontana

BRUE VALLEY LINE, NORFOLK -

Dominic Fontana

VOLK’S ELECTRIC RAILWAY, BRIGHTON

THE ROMNEY, HYTHE AND DYMCHURCH RAILWAY -

Dominic Fontana

DOWNPATRICK & COUNTY DOWN RAILWAY, NORTHERN IRELAND

THE TUA LINE

Dominic Fontana

British Pullman Northern Belle Venice Simplon-Orient-Express -

Dominic Fontana

REFERENCES steamlocomotive.info The steam train driver experience, Countdown To the Last Steam Train

Minister of State praises railway heritage sector at Westminster reception

Heritage Lottery Fund Award ÂŁ970,000 Grant to Isle of Wight Steam Railway

Beeching 50 years of the axeman; modernisation of British Railways Great Railway Eras. Isle of Wight Lines, 50 Years of Change

Portugal Narrow Gauge from Porto to Pomerao History

The annual TRPS Council Meeting report, 2006

Dominic Fontana

Continental Railway handbooks Spain and Portugal Haydn Jones buys the quarry and railway,

A brief history of Volkâ&#x20AC;&#x2122;s Electric Railway,

Michel Cotte

AN EXAMPLE OF RENOVATION – ADAPTATION FOR AN OLD RAILWAY MOUNTAIN LINE: THE ‘CHEMIN DE FER DU VIVARAIS’, SOUTH-EASTERN FRANCE UM EXEMPLO DE RENOVAÇÃO – ADAPTAÇÃO DE UMA LINHA DE MONTANHA ANTIGA: O CHEMIN DE FER DU VIVARAIS, SUDESTE DA FRANÇA Michel Cotte (U. Nantes, France França) Michel COTTE is emeritus professor of History of Technology at the École polytechnique of the University of Nantes (France), where he was director of the Institut de l’Homme et de la Technologie. His historical researches initially focused upon the introduction of the Industrial Revolution in France early 19th C, especially for civil engineering and transportation equipments and industries. He studied the concept of technology transfer and adaptation to new contexts that based sometime innovations. His PhD studied the (line of mountain railways, tubular boiler). He studied the social context of rising for new professional categories like civil engineers and private contractors in French regional context, which based a critic of the classical model of the “state managed development” of industry in France. He pursued his researches by studying the circulation of technical ideas at large scale during 19th C as base of technical and industrial initiatives. His teaching works for education of young engineers led him to have great interest in links between past and present technologies, especially for applying modern tools of engineering as design assisted by digital graphics to re-conception of machines of the past-times. It is now an important subject of joint-researches between mechanics, history of technology and digital sciences. In parallel to his academic activities, he worked for the ICOMOS (International Council for Monuments and Sites) from the 1990s as expert for civil engineering heritage and hydraulic works in context of the World Heritage UNESCO Convention. He is currently advisor for the evaluation of applicant sites for the World Heritage List. Michel Cotte é professor emérito de História da Tecnologia na Escola Politécnica da Universidade de Nantes, onde foi diretor do Institut de l’Homme et de la Technologie. O seu trabalho de investigação tem-se focado nas questões do advento da revolução industrial, especialmente nos domínios da engenharia civil, dos equipamentos industriais e de transporte, onde estudou as principais inovações de Marc Seguin nos anos de 1820 em pontes suspensas (com cabos de pequena espessura) e caminhos de ferro (linhas de engenheiros civis e empreiteiros no contexto regional francês (o que fundamentou uma crítica ao modelo clássico de desenvolvimento liderado pelo Estado em França). Estudou a circulação em grande escala de ideias técnicas, durante o século XIX, como fundamento de iniciativas técnicas e industriais. Na educação de novos engenheiros interessou-se pelas ligações entre as novas e antigas tecnologias,

especialmente na aplicação de modernas ferramentas digitais na reconcepção de máquinas antigas, tema que é atualmente objeto de investigação multidisciplinar entre a mecânica, a história da tecnologia e as ciências digitais. Colaborador da ICOMOS, desde os anos 1990, como especialista em património de engenharia civil e obras de hidráulica na convenção do património mundial da UNESCO. Consultor para a avaliação de pedidos de

Abstract Resumo This presentation pursues and deepens one of the two case studies presented last year at the Foz-Tua Conference n°1: Two case studies in Heritage and Valorization of Ancient Mountain Railways in France. So, we know well the geographical, historical and social pattern of that mountain railway line at narrow gauge (1 m). Issued from the end of 19th C, it used initially steam engines (Mallet), with a today remarkable rolling-stock collection, and later diesel railcars. We also have in mind the exploitation sudden collapse of the CFD Co at the end of the 60s, and the rapid and strong volunteers’ initiative to save a part of the line by touristic exploitation with steam traction and diesel railcars. That revival was remarkable, making a generational transition from the latest professionals of steam engines from SNCF to young educated technicians for rail exploitation. A ‘Golden Age’ was probably reached during the 80s and 90s. However structural and contextual questions arose simultaneously at the beginning of 21th C, dealing with tracks maintenance, steam engine renovation, cost of exploitation through more numerous salaried employees, etc. Collapse of the touristic commercial activity of CVF was accomplished in 2008, leaving a complex situation between numerous stakeholders. From this period, decantation of the situation and important public interventions through involvement of local authorities helped to shape a new economic and technical model, with some important decisions. We intend to develop and update the information about this notable local and regional project of ‘third generation’ in railway tourism development. Partial reopening of summer 2012 is a promising success for rail bikes. Tracks maintenance was actively performed, new sheds of Lamastre were achieved and it is working from some months for rolling stock depot and maintenance, and works for Trains powered by steam engines are announced for next year. This section of former Chemin de fer du Vivarais, so locally called as Mastrou, is saved and hope for a strong touristic revival is credible. political involvement of an array of local, departmental and regional public authorities

Michel Cotte

permits to overcome deep structural questions, new buildings construction and to organize exploitation by a regime of concession to a private Company. This one is specialised both in transport management and in mass tourism organisation. An effort to associate railway investments with other goals was done both for rationalisation of local space management and to offer a large series of associated cultural and touristic activities. Counterparts of such a deep reorganisation is a line exploitation devolution between steam engine, railcars and rail bikes. Esta apresentação segue e aprofunda um dos dois estudos de caso apresentados no ano passado, na primeira Conferência do Foz Tua: Dois estudos de caso em Património e Valorização de Antigas Linhas de Montanha na França. Conhecemos vapor (Mallet), apresentando uma coleção notável de material circulante e veículos ferroviários a diesel. Também temos em mente o colapso súbito da Compagnie des chemins de fer para salvar parte da linha, através da exploração turística com máquinas a vapor e máquinas a diesel. Essa recuperação foi notável, marcando uma transição Nationale des Chemins de fer Français) para jovens técnicos educados para a exploração dos caminhos de ferro. Uma “Idade de Ouro” foi alcançada, provavelmente, nas décadas de 80 e 90. Contudo, no início do séc. XXI, surgiram questões estruturais e contextuais relacionadas com a manutenção das linhas, a renovação das máquinas a vapor, o custo da exploração através de mais trabalhadores assalariados, etc.. O colapso da atividade turística da CVF aconteceu em 2008, deixando uma situação complexa com que os vários investidores tiveram de lidar. A partir deste período, a decantação da situação e importantes intervenções públicas através do envolvimento de autoridades locais ajudaram a formar um novo modelo económico e técnico, com algumas decisões importantes. Pretendemos desenvolver e atualizar as informações sobre este notável projeto local e regional de desenvolvimento de turismo ferroviário de terceira geração. A reabertura parcial no verão de 2012 é um sucesso promissor para as bicicletas ferroviárias. A manutenção das linhas foi ativamente efetuada, foram construídos novos depósitos em Lamastre, que estão a ser utilizados há alguns meses para estação terminal de Pont du Doux foi recentemente iniciada. Comboios a vapor

estão anunciados para o próximo ano. Esta secção do antigo Chemin de fer du Vivarais, localmente conhecido por Mastrou, está salva e a esperança numa forte revitalização turística é credível. No entanto, devem ser feitos alguns reparos. Questões estruturais profundas, a construção de novos edifícios e a organização da exploração por parte de um regime de concessão a uma empresa privada (especializada tanto em gestão de transportes como na organização de turismo de massas): estes são alguns problemas que só serão ultrapassados através de um consistente envolvimento departamentais e regionais. Foi feito um esforço para associar os investimentos nos caminhos de ferro a outros objetivos com o propósito de racionalizar a gestão do espaço local e oferecer um vasto conjunto de atividades culturais e turísticas relacionadas. As contrapartidas de uma reorganização tão profunda incluem uma redução da extensão da linha explorada e, até hoje, algumas incertezas acerca ferroviários e bicicletas ferroviárias.

Michel Cotte

AN EXAMPLE OF RENOVATION – ADAPTATION FOR AN OLD RAILWAY MOUNTAIN LINE: THE ‘CHEMIN DE FER DU VIVARAIS’, SOUTH-EASTERN FRANCE

Railroads in Historical Context: Construction, Cost and consequences

1. THE CFD RAILWAY CONSTRUCTION AND ITS DEVELOPMENT (1883-1968) -

Michel Cotte

Le rĂŠseau du Vivaraisâ&#x20AC;Ś

2. A SECOND LIFE BY TOURISM (1968-2008)

article mentioned Les Chemins de fer du Vivarais

Michel Cotte

3. RETHINKING AND REFURBISHING THE LINE STRUCTURE AND ITS MANAGEMENT (AFTER 2008) -

Michel Cotte

4. TOWARD A ‘THIRD LIVE’ BY NEW TOURISTIC OFFERS AND PROFESSIONAL MANAGEMENT -

Michel Cotte

5. CONCLUSION: FORCES AND POSSIBLE LIMITS TO THE GLOBAL PROJECT

Michel Cotte

Stefan Brauckmann

DRAISINE TOURISM IN GERMANY – IDEAS FOR THE TUA LINE? TURISMO DE DRESINAS NA ALEMANHA – IDEIAS PARA A LINHA DO TUA? Stefan Brauckmann (U. Hamburg, Germany Alemanha) Stefan Brauckmann (*1980) is Head of Research of an associate company of Moses Mendelssohn Rural Development, Cultural Landscape, Tourism and History of German Youth Movement. Stefan Brauckmann desenvolvimento rural e urbano, turismo e história dos movimentos da juventude alemã.

Abstract Resumo The reactivation of a railway line is more easy and economic, if the right-of-way is preserved. In the past many railway lines have been abandoned. These railways awareness. Regional planning must therefore aim to save the right-of-way and the connected properties if a railway line is taken out of service. One possibility for this conservation is to establish a tourist attraction with manualpowered rail vehicles formerly used for track control, the so called draisines. In Germany, tourist interest in draisines is thriving, with more than 250,000 visitors each year who visit one of the 30 German draisine tracks. This has led to the creation of new jobs in rural areas as well 500km of railway tracks were saved. By opening the railway line for draisines, time can be bought to avoid negative decisions, which may render reactivation impossible. Perhaps utilising tourist draisines could be a solution for those parts of Tua railway which are currently not in service.

seriam úteis devido ao aumento do trânsito e à consciência ambiental em mudança. O objetivo do planeamento regional tem de ser, portanto, o de reservar o direito de passagem e as propriedades relacionadas, se uma linha férrea for retirada de serviço.

Uma possibilidade para esta conservação é estabelecer uma atração turística manutenção das linhas.

linhas férreas.

serviço neste momento.

Stefan Brauckmann

DRAISINE TOURISM IN GERMANY – IDEAS FOR THE TUA LINE?

1. INTRODUCTION

2. LEGAL REGULATIONS AND OPTIONS FOR USE

Stefan Brauckmann

3. DRAISINES

Stefan Brauckmann

CONCLUSION

Stefan Brauckmann

BIBLIOGRAPHY Bauer Bingeser, Julia Brandes Brauckmann Brauckmann

Forum BahnFlächen nrW

Fremdling hüBschen

nagel

marcinoWski röll schWark

Stefan Brauckmann

schWeinsBerg,

soyez

REDESIGNING THE CLASSICAL RAILRIDER: A TRANSPORTABLE PROTOTYPE FOR MODERN AGES REDESENHAR O CLÁSSICO QUADRICICLO FERROVIÁRIO; UM PROTÓTIPO TRANSPORTÁVEL, PARA OS TEMPOS DE HOJE

Carlos Nuno Barbosa

João Figueiredo

Jorge Marques

Lídia Teixeira

Miguel Oliveira

Eduardo Beira

António Araújo

Carlos Nuno Barbosa

João Figueiredo

Jorge Marques

Lídia Teixeira

Miguel Oliveira

Eduardo Beira

Ant贸nio Ara煤jo

REDESIGNING THE CLASSICAL RAILRIDER: A TRANSPORTABLE PROTOTYPE FOR MODERN AGES

1. INTRODUCTION -

Imagine gliding along on ribbons of steel, through breathtaking open space, enjoying the pristine air, the abundant wildlife, and the silence. Your ride is as smooth as lunch. Your path is never steep. Where there’s a hill, you go around it or through a tunnel. Where there’s a river, you go over a bridge. Breathe deeply, relax, enjoy […] No, you’re not dreaming. You’re Railbiking!” -

2. PRODUCT DEVELOPMENT PROCESS

2.1. Planning -

esting”

“interesting”

“very inter-

2.2. Concept Development -

i) ii) 2.3. System-Level Design & Detail Design -

2.5. Business and Strategy -

ACHIEVED RESULTS -

CONCLUSIONS

“very interesting” -

REFERENCES

Anne McCants

CLOSING REMARKS NOTAS DE ENCERRAMENTO Anne McCants (MIT, USA EUA) Anne McCants is Margaret Mac Vicar Faculty Fellow and professor of History and director of the Concourse Program, MIT Massachusetts Institute of Technology, Boston (U.S.A.). She has published extensively in the areas of economics of Gothic church building, wealth and income inequality, global trade networks and European consumerism, women’s work and access to credit, history of nutrition and social welfare, migration and labor market participation, historical demography. Anne McCants é Margaret Mac Vicar Faculty Fellow, professora de História e diretora do Concourse Program do MIT Massachusetts Institute of Technology, Boston (E.U.A.). Tem publicados trabalhos nas áreas da economia da construção das catedrais e igrejas góticas, desigualdades de riqueza e de rendimentos, redes comerciais globais e consumismo europeu, trabalho feminino e acesso ao crédito, histórica.

Anne McCants

CLOSING REMARKS

Manuel Heitor

FROM A RAILROAD TO A TEST BED: EXPLORING THE UNKNOWN THROUGH SOCIALLY ROBUST INTERNATIONAL NETWORKS DE UMA LINHA DE CAMINHO DE FERRO COMO UM BANCO DE ENSAIOS: EXPLORAR O DESCONHECIDO ATRAVÉS DE REDES INTERNACIONAIS SOCIALMENTE ROBUSTAS Manuel Heitor (IN+, IST, Lisbon, Lisboa Portugal) Manuel Heitor Full Professor, Department of Mechanical Engineering, Instituto Superior Técnico (Lisbon, Portugal). Director of IN+, “Center for Innovation, Technology and Policy Research. From March 2005 to June 2011 he served as Secretary of State for Science, Technology and Higher Education in the Government of Portugal. During 2011-12 he was a Visiting Scholar at Harvard. Manuel Heitor Professor catedrático, departamento de engenharia mecânica, Instituto Superior Técnico, Lisboa, onde lidera o IN+ Centro de Inovação, Tecnologia e Políticas Públicas. Foi Secretário de Estado para a Ciência, Tecnologia e Educação Superior do Governo de Portugal (2005 a 2011). Durante o ano letivo 2011-12 foi professor visitante em Harvard.

Abstract Resumo This brief paper builds on the observation that the “FOZ TUA Project” has facilitated socially robust forms of international cooperation to foster research and training capacities across a range of disciplines, bringing together students, scholars and practitioners oriented towards a common goal. A new paradigm in international model for exporting services. Its implementation requires a clear understanding of the dynamics of technical change as a social construct, together with a better understanding of processes of social appropriation of knowledge and the need to promote capacity building of local institutions. Este ensaio breve baseia-se na observação que o projeto FOZTUA tem facilitado

formas robustas de cooperação internacional para desenvolver a investigação e para treinar competências através de uma gama variada de disciplinas,

A sua implementação exige uma compreensão clara das dinâmicas de mudança tecnológica como construções sociais, assim como uma compreensão dos processos de apropriação social de conhecimento e da necessidade de promover a construção de competências de instituições locais.

Manuel Heitor

FROM A RAILROAD TO A TEST BED: EXPLORING THE UNKNOWN THROUGH SOCIALLY ROBUST INTERNATIONAL NETWORKS

1. INTRODUCTION

Why this is innovative and up to which extent is it relevant

Manuel Heitor

2. EVOLVING FORMS OF INTERNATIONAL VENTURES IN RESEARCH AND HIGHER EDUCATION

Manuel Heitor

3. DISCUSSION: TOWARDS A NEW PARADIGM OF SOCIALLY RESPONSIBLE “TEST BEDS” AND SCIENCE-BASED PARTNERSHIPS

Manuel Heitor

REFERENCES

This book includes the proceedings of the second FOZTUA International Conference, organized by FOZTUA project and sponsored by EDP. This second international interdisciplinary meeting about the memory of Tua Valley and Tua railways was held last 5-6-7 October 2012, in the small village of Foz Tua, in the mouth of the Tua River with the Douro River. Construction, costs and consequences elsewhere have been examined in order to illuminate the history of the Tua line and the region of Portugal, the Tras-os-Montes it traversed, and to identify better what the Tua story shared, and did not share, with railroad lines elsewhere. Historians, geographers, engineers, economists, statisticians, architects, and people from the worlds of business and political life participated in the Tua meetings, and contributed to the intellectual synergies that have made the sessions so fascinating. Conference participants came from many parts of the world: the U.S.A and the U.K, Canada, other parts of Europe, and, of course, a substantial number from Portugal. A result of the multi-dimensional and inter-disciplinary foci of the organizers of the Tua conferences has been the presentation of an impressive body of papers among which the 2012 contributions, in their revised forms, appear in this volume. (From the preface, by Professor Ian Kerr)

RAILROADS IN HISTORICAL CONTEXT: Anne McCants (MIT, USA) X António Vieira, Marta Correia and Eurico Loureiro (U. Minho, Portugal) X Conceição Salgado (U. Lusíada, Portugal) X Maria Otília Lage (CITCEM, U. Porto, Portugal) X Albano Viseu (CITCEM, U. Porto, Portugal) X Fátima Santos and José Manuel Lopes Cordeiro (U. Minho, Portugal) X Bruno J. Navarro (CIUHCT, Portugal) X Maria Fernanda Rollo and Ana Paula Pires (U. Nova, Lisbon, Portugal) X Marta Felis-Rota (U. Autónoma de Madrid, Spain) X Ian Kerr, (U. Manitoba, Canada) and Hugo Silveira Pereira (U. Porto, Portugal) X Robert M. Schwartz (Mount Holyoke College, South Hadley, MA, USA) X Eleonora Belloni (U. Siena, Italy) and Stefano Maggi (U. Sienna, Italy) X Richard Healey (U. Portsmouth, UK) X Lurdes Martins, Graça Vasconcelos, Paulo B. Lourenço (U. Minho, Portugal) and Eduardo Beira (IST Lisboa, Portugal) X Domingo Cuéllar (Madrid Railway Museum, Spain) X Luís Lopes dos Santos (U. Complutense de Madrid, Spain) X Bruno Gonçalves (MIT Portugal Program, Portugal) and Paulo B. Lourenço (U. Minho, Portugal) X João Sena Esteves, Luís F. Ramos, João Miguel Nóbrega, António Pedro Souto and Manuel João Sepúlveda (U. Minho, Portugal) X Teresa Novais and Jorge Carvalho (aNC arquitectos, Portugal) X Dominic Fontana (U. Portsmouth, United Kingdom) X Michel Cotte (U. Nantes, France) X Stefan Brauckmann (U. Hamburg, Germany) X Carlos Barbosa, João Figueiredo, Jorge Marques, Lídia Teixeira, Miguel Oliveira, Eduardo Beira and António Araújo (MIT Portugal Program) X Manuel Heitor (IN+, IST, Lisbon, Portugal)

The FOZTUA project FOZTUA Project is a joint interdisciplinary project sponsored by EDP, in order to study, preserve and disseminate the memory of Tua Valley and Tua railroad. This project intends to challenge the academic community to study the century-long history of the Tua railways and the development of a peripheral region (Tua Valley in Trás os Montes) in a peripheral country (Portugal, 19 th century), to publicize the memory and the “stories” of the line, and to discuss its impact in the region. The project intends to bring together scholars of various aspects of railroad history in order to share their research on other the economic and social impact of the lines.