David Veltom Portuguese Memories - Full

David Veltom

Portuguese Memories

John Marsh & David Veltom

David Veltom

Portuguese Memories

John Marsh & David Veltom

© Images and design: Transport Treasury 2025 Text: John Marsh & David Veltom ISBN 978-1-913893-67-5 First published in 2025 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing.

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Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta by Gutenberg Press Ltd. ‘David Veltom Portuguese Memories’ is one of many books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Front Cover: In the photograph taken by David during the last week of March 1973, “Mouse” class 0-4-0WT Well tank CP 002 is about to move the fairly clean 2-8-4T CP 0190, the turntable having been operated by the man in the yellow cabin. Four of these diminutive engines were built for the CRP (Companhia Real dos Caminhos de Ferro Portugueses, Royal Company of Portuguese Railways) in two batches. CP 002 was one of two in the first batch built by Sächsische Maschinenfabrik vormals Richard Hartmann in 1881, CP 003 and 004 being built by John Cockerill & Cie, Belgium in 1890. CP 002 is stored at Nine. Other locomotives in view are, from left to right; 2-6-4T CP 087, 2-8-0s CP 719 and 701, 2-6-4Ts P 075 and 080, 2-8-4Ts P 0182 and 0190 and 2-8-0 CP 710.

Frontispiece: It is not surprising that Régua, being a large town in the heart of the wine producing area, had a large and important station. It was built when the broad gauge Douro line opened on 15th July 1879. The station buildings and the main broad gauge platform can be clearly seen in the photo. There is also an island platform visible, showing that three broad gauge lines served the two platforms. Adjacent to the long line of goods wagons is a broad gauge line that ran alongside a large goods shed, of which part of the roof is just visible behind the water tower. On the other side of this goods shed was a narrow gauge line thus providing interchange facilities between the Douro line and the Corgo line. The narrow gauge line that runs parallel to these four lines provides access to the shed’s servicing facilities for locos from the narrow gauge Corgo line platforms which are situated in bays alongside the far end (east end) of the main station platform. The hand operated dual gauge turntable needed two men to operate it. 4-6-0 CP 238 is being turned in the photo. Around the turntable was a mixture of broad gauge and dual gauge tracks. Photo date Thursday, 11th September 1969.

Rear Cover: David continued his journey behind E131 to the next but one station called Vouzela which was a noted passing place. Taking advantage of the wait until the train from Sernada arrived, David lined up his next photograph which shows Borsig 4-6-0T E121 (Factory number 5449 of 1908) entering the station with a train from Sernada. The green bogie coaches in the train are from the early years of the line and have vertical matchboard planking. Below the red brass builder’s plate on the cab side of E131 can be seen the date of 4-7-67 which was when E131 had its last major overhaul. E131 is now preserved at the Macinhata section of the Portuguese Railway Museum. I wonder if the little girl still remembers seeing the steam engines.

DAVID VELTOM (1942-2023) David was a brilliant, enthusiastic, and wonderfully eccentric train enthusiast whose lifelong passion for locomotives was nothing short of extraordinary.

His love for trains took him on adventures around the globe, immersing himself in the rich history, culture, and marvels of rail travel.

Along the way, David documented his journey with stunning photographs—some of which are beautifully showcased in this meticulously curated collection, offering a glimpse into his remarkable world. David’s dedication didn’t stop there; he amassed a breathtaking collection of station tickets from across the globe, numbering in the tens of thousands - a testament to his meticulous nature and unwavering passion. This publication stands as a tribute to his life’s work, inviting others to share in the joy and wonder he found in every journey.

David’s family and friends will deeply miss his vibrant spirit, his stories, and his boundless enthusiasm for trains, but his legacy will continue to inspire all who share his love for the rails.

Maria V.

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INTRODUCTION I was delighted when Robin at the Transport Treasury asked me if I would be interested in compiling a book based on the Portuguese steam photographs taken by David Veltom. Prior to his request we’d frequently discussed my trip to photograph steam in Spain and Portugal in 1969. I didn’t know anything about David or his travels in Portugal but when I started to select images from his collection of over 300 photographs, I began to understand his approach to railway photography. It is a pity that I never met David to discuss and compare his memories with mine, especially when our first visits to Portugal were in the same year.

It appears that David first visited Portugal in 1969 and made further visits in 1971, 1973, 1974 and 1975, the latter three as a member of a Locomotive Club of Great Britain (LCGB) railtour party. In an effort to organise his many photographs I decided to categorise them into the various lines on which he travelled over the six years of his visits. In addition to discussing the locomotives in the photographs, I have attempted to include information on the history of the line/location as well as the track layout and station complex where information was available.

In writing the many captions, I found the excellent book “Narrow Gauge Railways of Portugal” by W. J. K. Davies an invaluable resource of highly detailed information. Books by D. W. Winkworth “Railway Holiday in Portugal” and Michael J. Fox “Last Steam 4

Locomotives of Spain and Portugal” also proved a good read. The Internet has has also been a useful reference.

Portuguese Wikipédia, Google Maps, www.openstreetmap.org, topographic-map.com, the National Railway Museum of Portugal (www.fmnf.pt/pt) and the online editions of Gazeta Dos Caminhos de Ferro at https://hemerotecadigital.cm-lisboa.pt have all been an interesting read and Deepl Translate (www.deepl.com) has been an invaluable aid in translating Portuguese.

Finally, I must thank my Portuguese friend Jorge Perdigao who has helped me with translations and detailed information on locomotives and stations.

John Marsh. Brighouse, Yorkshire. November 2024

Map showing places that David visited on his travels in Portugal from 1969 to 1975.

When the expansion of Campanhã station was planned in the early 1960s to centralise Porto’s railway services, some of the land to the northeast where the locomotive shed and works were located was required. This meant that the shed and works would not be capable of servicing and repairing the large number of locomotives that were currently using the facilities, so a new shed and works was planned at the next station, Contumil, some 2km north of Campanhã. It was sited in the fork formed by the northeasterly route of the double track Minho line and the northerly route of the single track Leixões line. According to the Gazeta dos Caminhos de Ferro of 1st June 1966, the ten road roundhouse, electrically operated turntable and works were due to be completed by the end of June that year.

The white roof over the roundhouse was made of Lusalite (a form of corrugated asbestos) and all the roads inside the roundhouse had inspection pits with three of these having wheel drops. Also there were coal and oil refuelling points. The turntable has a capacity of 100 tonnes, a diameter of 20m and was to replace that at Campanhã. The works are capable of repairing steam, diesel and electric locomotives and there is a large two storey office building with all the modern facilities such as a canteen, rest rooms for drivers, firemen and other railway workers as well as medical facilities.

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I was delighted when Robin at The Transport Library asked me if I would be interested in compiling a book based on the Portuguese steam photographs taken by David Veltom. Prior to his request we’d frequently discussed my trip to photograph steam in Spain and Portugal in 1969. I didn’t know anything about David or his travels in Portugal but when I started to select images from his collection of over 300 photographs, I began to understand his approach to railway photography. It is a pity that I never met David to discuss and compare his memories with mine, especially when our first visits to Portugal were in the same year.

It appears that David first visited Portugal in 1969 and made further visits in 1971, 1973, 1974 and 1975, the latter three as a member of a Locomotive Club of Great Britain (LCGB) railtour party. In an effort to organise his many photographs I decided to categorise them into the various lines on which he travelled over the six years of his visits. In addition to discussing the locomotives in the photographs, I have attempted to include information on the history of the line/location as well as the track layout and station complex where information was available.

In writing the many captions, I found the excellent book “Narrow Gauge Railways of Portugal” by W. J. K. Davies an invaluable resource of highly detailed information. Books by D. W. Winkworth “Railway 6

Holiday in Portugal” and Michael J. Fox “Last Steam Locomotives of Spain and Portugal” also proved a good read. The Internet has has also been a useful reference. Portuguese Wikipédia, Google Maps, www.openstreetmap.org, topographic-map.com, the National Railway Museum of Portugal (www.fmnf.pt/ pt) and the online editions of Gazeta Dos Caminhos de Ferro at https://hemerotecadigital.cm-lisboa.pt have all been an interesting read and Deepl Translate (www.deepl.com) has been an invaluable aid in translating Portuguese.

Finally, I must thank my Portuguese friend Jorge Perdigao who has helped me with translations and detailed information on locomotives and stations.

John Marsh. Brighouse, Yorkshire. November 2024

LINHA DO DÃO - THE DÃO LINE - (SANTA COMBA DÃO TO VISEU)

The line from Santa Comba Dão to Viseu is approximateley 45 km south east of Porto and was 49km in length. It opened on 25th November 1890. It was one of the first narrow gauge lines in Portugal and was constructed by the Companhia Nacional de Caminhos de Ferro (CN) which also constructed the Tua Line (see later). It had a gauge of 1000 mm often referred to as a metre gauge line. From Santa Comba Dão on the Beira Alta broad gauge main line to Spain, the line makes a big arc diving under the main line and then running in a broadly north easterly direction through the upper Dão valley and across open country to Viseu. During the time of David’s visit there were seventeen stations operating between Santa Comba Dão and Viseu. There were two tunnels on the line the, longest being 181m and steel bridges involving 1, 2, 3 and 4 spans. The first locomotives to operate the line were 0-6-0 tanks built by Emil Kessler of Esslingen am Neckar, Germany in 1890. They were numbered 1 to 6 (factory numbers 2345-50) and named BEIRA ALTA, VIZEU, SANTA COMBA, TONDELLA, DÃO and VIRIATO respectively. They were the only locos to operate the Dão line in CN days and when the line was nationalised on 1st January 1947 it came under the control of CP (The Companhia dos Caminhos de Ferro Portugueses) who renumbered them E51-E56 (later 3-059051 to 3-059056). At some time in the 1950s E51/2/5/6 were moved to the Tua line. Pssengers were carried in both 4 wheeled and bogie 1st, 2nd, 3rd and composite coaches. Some of the 4 wheeled coaches were built by Bristol Wagon Works and Metallurgique, Nivelles, Belgium. Bogie coaches appeared in 1928 when the CN took over the Estado narrow gauge line and Viseu works built some in 1937-8. Locomotives originally from the Sernada do Vouga - Viseu section of the Vale do Vouga system which opened in 1913 could be seen operating the Dão line from the 1950s and the above photo shows 4-6-0T E123 at Santa Comba Dão with a mixed train for Viseu on 7th September 1969. This station is located adjacent to, but on the south side of the Beira Alta main line on a long narrow complex site. Note the rail level platform. E123 was built by Borsig of Berlin, Germany in 1908 (factory number 5451) and is now preserved at Macinhata do Vouga on a plinth outside the Linha do Vouga - The Dão Line - (Santa Comba Dão to Viseu).

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This photo shows one of the original 0-6-0 tanks E52 “VIZEU” built to operate the Dão line in 1890 as previously described. It is standing in the locomotive works yard at Mirandela on the Tua line, outside the former carriage maintenance shed (Posto de Manutenção) and alongside the two road erecting shop on 3rd June 1971.

It retains many of its original features from when it first appeared on the line such as the mounting of the safety valves on top of the dome and the stove type smokebox door.

Three views of E124 at Santa Comba Dão where the Dão line interfaced with the Iberian gauge Beira Alta main line which runs basically west to east. This is the yard at the east end of the station. The loco is stood on a trailing connection off a very long loop which originated at the west end of the station. It runs east between the Iberian gauge tracks behind the engine and the narrow gauge tracks in front, through the visible awning which used to serve as a shelter for the engines and eventually to a mixed gauge turntable. At some time in 1974 the CP renumbered all its stock including the narrow gauge locomotives according to the UIC (Union Internationale des Chemins de Fer) series by power classification. As far as narrow gauge locomotives were concerned their numbers began with a 3 followed by three digits specifying their power and then three digits indicating their running number. In the case of E124 this became 3 059124-0 as can be seen on the cab side. It was built by Borsig in 1908 (factory munber 5452). There were four of these 4-6-0 tanks built for the CN in 1908 numbered 3.11-3.14, then 21-24 and under CP ownership E121-E124. The dome on the boiler nearest the cab is a sandbox. The open backed cab above the rear coal bunker is clearly visible in the photo at top left. Unfortunately the beautiful brass E numbers which were on the chimney were removed.

Fortunately the brass E number on the buffer beams were retained. The photo at bottom left is of E124 having arrived with a mixed train from Viseu. The two bogie coaches, one with a clerestory roof could be Estado vehicles. The photos were taken in 1974 and all the locomotives were allocated to Viseu shed.

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THE VOUGA VALLEY LINE - ESPINHO TO SERNADA DO VOUGA; SERNADA DO VOUGA TO VISEU; SERNADA DO VOUGA TO AVEIRO

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The Vouga Valley Line was located south of Porto and built by the CF Vale do Vouga Company to 1000 mm (1m) gauge. It opened fully in sections as follows; Espinho to Oliveira de Azemeis (38km) in December 1908 but officially by the King of Portugal on the 23rd November; Oliveira de Azemeis to Sernada (28.8km) in September 1910; Aveiro to Sernada (34.6km) in September 1911 and Sernada to Viseu (78.9km ) in February 1914. Fourteen tank locomotives of three classes were initially purchased to operate the railway; three 0-6-0T, seven 2-6-0T and four 4-6-0T. Some ten years later as part of a war reparation scheme (German war repairs), three 2-8-2Ts were delivered to the line. All seventeen engines were taken into CP ownership in 1947 except 0-6-0T number 1 (or 11) which had been sold in the 1920s.

The three 0-6-0Ts were built by Corpet - Louvet (1904, 1906) and numbered 11-13. These were the first locomotives on the line and worked on the construction of the section from Espinho in 1908. 12 and 13 entered CP ownership as E22 and E23. They were withdrawn in 1952. The four 4-6-0Ts built by Borsig arrived in 1908 but proved difficult to erect. However, they were available to operate the section from Espinho when it opened to the public in December. They were used throughout the system. They became CP E121-124 in 1947. The photo shows E133 (factory number 19835), one of the three 2-8-2Ts built by Henschel & Sohn, Germany and delivered in 1925. It is at Oliveira de Azemeis on the line from Espinho Vouga to Sernada. The engine has just arrived with a train from Espinho Vouga and is preparing to return. Standing next to the water tank it will replenish its tanks and have some appropriate lubrication applied by the driver. It will then be turned on the turntable so as to face forward. The photo was taken by David after travelling on the LCGB Minho & Vouga Railtour of March 1973.

In March 1973 David travelled on the Locomotive Club of Great Britain (LCGB) ‘Minho and Vouga’ railtour. This photo was taken on 25th March at São João de Ver on the outward journey from Espinho Vouga to Oliveira de Azemeis. It is typical of one of the many small standard stations on the line. There appears to be quite a number of people on the tour as most of the five coaches of the special train are well populated. E131 (Henschel factory number 19833 of 1924) was provided as motive power. The history of the surviving coaching stock on the Vouga Line is quite complex. Initially the Vouga had three classes of accommodation in 1st/2nd composite coaches and 3rd class bogie coaches. By 1969 there was only 1st and 2nd class accommodation. Some coaches retained their original outward appearance of vertical matchboarding (first coach above which is a composite 2nd/1st class) save for the removal of the clerestory roof, addition of heating and insertion of a toilet whilst others had been converted by the CP to gain a completely new roof (second, third and fourth coaches above), heating and a toilet. At the time of David’s visit there were twelve bogie Composite coaches, eighteen 2nd class coaches and six passenger - luggage coaches (two 1st and four 2nd class) in operation.

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E132 was built by Henschel & Sohn (factory number 19834) of Kassel, Germany, which at the time was the largest locomotive builder in Germany. It was delivered in parts in 1925 and erected at one of the works at Espinho Vouga or Sernada in 1926. It is waiting to depart from Vila da Feira station and tackle the 19.5 km journey to Espinho Vouga. Vila da Feira was typical of one of the larger standard passing stations. It had two loops and a water column for trains heading to Sernada. The station building had a ground floor booking office, an upper floor accommodation for the station master and an attached goods shed, the awning of which can be seen in the photo. David visited this line after his few days on the LCGB Douro, Tamega and Sabor Tour of March 1975.

Oliveira de Azemeis was typical of a large station, with loops and sidings, water tower and turntable. Situated 33 km from Espinho Vouga and 29 km from Sernada it was the original terminus when the first section of the line was completed. The water tower was a common feature at many medium and large sized stations. Frequently they had the station name emblazoned on them in large white lettering on a black background. In the case of Oliveira de Azemeis and other stations with long names, they were abbreviated, in this case to O.D’AZEMEIS (see a previous photo showing a close up view of the water tank).

The photo on the left is of E211 (Henschel & Sohn 1923) a 2-4-6-0 compound Mallet tank with the 15.35 train from Espinho Vouga which may terminate here or proceed to Sernada. David’s lack of notes for this trip don’t help here. In this 1975 photo of E211, the brass number which was present on both sides of the chimney prior to 1974 has been removed and the UIC number applied to the cab side in yellow. This class of locomotive first appeared on the line in 1927 and possibly before that. Two were loaned to the Vale do Vouga each year from the CF do Estado Corgo Line. This process appears to have continued until the CP took over the line in 1947. The CP continued using these Mallet tanks on the Vouga Line until it was dieselised in 1975 when there were four examples in use,

E210-E213.

David took the photo on the right from a conveniently situated road bridge over the line. It shows the layout of the station very well. The turntable was at the far end of the station. You can just see the track leading to it veering off to the right of the main line entering the station platform. Although there were services from Espinho Vouga to Sernada and beyond to Viseu, Oliveira de Azemeis often had terminating services from the busy city of Espinho. E133 has just arrived with a mixed train from Espinho Vouga. It has detached its goods wagons ready for unloading and has shunted its carriages into a siding.

After uncoupling it will head for the water tank (see a previous photo). Then it will turn on the turntable to be ready for its return journey. The goods wagons could return attached to the carriages or be shunted into a siding for use at a later date.

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Three views at Oliveira de Azemeis of E133 being turned on the turntable which was manually operated. Once the engine was driven onto the steel bridge of the turntable and brakes applied, the crew and anyone else available to help would rotate the engine by pushing on the steel poles which were permanently attached to the steel bridge. In this case four men were available to turn the 59 tonne engine which obviously needed a lot of effort. Interesting features on the side of the cab are the red brass builder’s plate, the last date the engine visited the works for major overhaul and a warning about the water in the tanks.

The builder’s plate gave the builder’s name - Henschel & Sohn gmbh, the location of the works - Cassel and the year of manufacture followed by the factory number of the engine - 1924 - Nr. 19835. The works visit date in white is - 6-11-68. The warning at the bottom of the cab side in white says - ÁGUA IMPRÓPRIA PARA BEBER which translated says - water unsuitable for drinking.

In a hot country like Portugal it is possible the crew, on a hot day, would be tempted to drink the cold water out of the side tanks. All three photos here were taken in March 1973.

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David’s first visit to the Vouga Line was in September 1969 when he travelled from Viseu to Espinho Vouga. E131 (Henschel 19833/1924) is at S Pedro do Sul station on Sunday 7th September and the crew are taking advantage of the leisurely stop to fill the tanks with water. The train had travelled 30 km from Viseu and there was another 48 km before arriving at Sernada which is 62 km from Espinho. However there would be two other opportunities to take water if needed. The beautiful carriage just behind the engine is unusual and has shell ventilators on the roof. Unfortunately I was unable to find out anything about it.

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Seven of these 2-6-0 tanks were built for the Vale do Vouga and were numbered E91 - E97 when the CP took them over. E93 and E 95 (VV numbers 1 and 2) were built for the contractors in 1910 by Decauville of France and E91-2, E94 and E96-7 by Orenstein & Koppel of Germany in 1912/13. However they were always referred to as Koppels and treated as identical mechanically. The Decauvilles along with two of the Koppels, E91 and E94 had an extra square sandbox fitted just forward of the safety valves as can be seen in this photo. This photo of E94 was taken on Sunday 7th September 1969 at Sernada do Vouga on what was David’s first of three visits he made to the Vouga Lines. The writing on the cab side is the date (30-10-65) when E94 last visited the works for a major overhaul.

Compared to the sunny weather David had at Sernada do Vouga the previous day, Monday 8th September 1969 was cloudy and overcast when he photographed these two examples of the 2-6-0 tanks at Sernada do Vouga. E92 is ready to depart whilst the crew of E97 and others appear to have found something amusing judging by their faces. Both of these locomotives weren’t fitted with the additional square sandbox on the top of the firebox but it is difficult to see this from the photo. E92 (Orenstein & Koppel 5753 of 1912/1913) is preserved at the Oficina de Guifões in Porto and E97 (Orenstein & Koppel 5757 of 1912/1913) is preserved at the Sernada do Vouga depot.

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LINHO DO TUA - THE TUA LINE (TUA TO BRAGANÇA)

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The 133.1km long Tua line runs from its junction with the broad gauge main line at Tua (altitude 94m) in the Douro Valley to the city of Bragança (altitude 688m) in the north east corner of Portugal close to the Spanish border. It was built by the Companhia Nacional de Caminos de Ferro (CN) with a gauge of 1m (1000mm) in three stages, the first being from Tua to Mirandela (altitude 231m) which opened on 19th September 1887. The narrow gauge line approaches the broad gauge station from the west, alongside but high above the broad gauge main line on the north side. It descends, running parallel to the main line through exchange sidings to a shared platform and buildings on the north side. Interchange facilities were provided at the station which permitted passengers to change from the narrow gauge trains to the broad gauge trains easily, thus providing access to major towns in the Douro Valley and also make the 140km journey to the city of Porto. There were also basic locomotive servicing facilities at the east end and between these and the station was a large interchange goods shed with broad and narrow gauge lines. David visited Tua on five different occasions between 1969 and 1975. This photo was taken in the yard at Tua on his last visit in 1975 and shows E82, one of the original 2-6-0 tanks built for the line in 1887 by Emil Kessler, albeit with some substantial changes carried out by CN over the years until CP took control.. Accompanying E82 is E52 “VIZEU”, one of the 0-6-0 tanks, which were brought from the Dão line in the 1950s to work goods, short passenger workings (eg. 15.45 Mirandela to Tua) and act as station pilot at Tua. It has retained many of its original features such as the twin pop safety valves on top of the dome, stove type smokebox door and characteristic buffer beam.

Codeçais was the first watering point from Tua on the journey to Mirandela. By this time, the line had climbed 89m in 25km through five tunnels and over two viaducts as it hugged the side of the precipitous gorge of the Tua river. The station was a single storey building with combined station house and goods shed. The only siding served the goods shed as can be seen in the photo. A nice example of a loading gauge is also visible. When David took this photo of 2-6-0 tank E111 in 1974 he was travelling back down the line from Bragança to Tua. E111 (Factory No. 3288) was one of two locomotives built by Emil Kessler in 1904 and were basically an upgraded more powerful and slightly heavier version of the original locomotives of 1887.

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Two more views at Codeçais station. The view at left taken on Thursday, 25th March 1975, shows the goods shed and water tower quite clearly. The fireman has climbed back up to be ready to put the lid on the tank after the arm of the water column has been swung away. The driver is ready to turn off the water supply whilst the guard looks on. The train is the 15.45 from Mirandela to Tua. As previously mentioned 2-6-0T E82 was one of the first locomotives bought to operate the line. Six locomotives (CN 1-6 and eventually CP E81-E86) were built

by Emil Kessler, Esslingen, Germany (Factory Nos. 2189-94) in 1887. At some time early in their career they were all given names which were fitted on brass plates above the works plate on the side tank. They were; 1 TRAZ OS MONTES, 2 BRAGANÇA, 3 MIRANDELLA, 4 VILA FLOR, 5 CARRADEZA and 6 FOZ TUA. The names were removed before CP ownership. However some of the crews still called their locomotives by their original names. The copper capped chimney with capuchon as fitted to E82 was not a standard feature of all the class, there being only two locomotives at any one time fitted with them, the others having a plain tapered chimney. By this time the brass number plates originally fitted to either side of the chimney had been removed when the CP introduced the UIC numbering system in 1974. They were numbered 3 069081-86 and this was painted below the bottom step on the side tank near to the cab door. E82 is preserved at the National Railway Museum, Bragança.

The photo on the right was taken the same day as the photo above.

0-6-0T E56 is replenishing its tanks at the head of a mixed train from Tua to Bragança on which David was travelling. The red brass builders’ plate in the tank side bears the inscription; No 2350 MASCHINEN - FABRIK ESSLINGEN EMIL KESSLER 1890 The large yellow numbering reads 3 059056 - 4 which is the UIC number.

The white lettering above this reads; O.G.C-R1- 3-12-57 O.M.L 3 25-6-62 Indicating a visit to the works.

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Two trains pass at Cachão on Thursday, 3rd June 1971. Cachão was 16km further up the line from Codeçais. It had a passing loop and a siding to the goods shed off the main line. The line would continue for a further 13km through olive groves before reaching the important city of Mirandela (originally Mirandella). 0-6-0T E55 (Kessler-1990. Factory No. 2349) arrives with a train from Tua and meets 2-6-0T E112 (Kessler-1904. Factory No. 3289) waiting in the station with a train from Mirandela to Tua. E55 is preserved at the National Railway Museum, Bragança.

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Mirandela was the headquarters of the Tua line. The photo shows why this station was considered to be the most impressive on the line. In the buildings alongside the four storey station block were various stores, an elaborate toilet facility and a restaurant. There were four through lines with various spurs off them and a high level industrial siding. Behind the train where a locomotive is standing was a large goods shed and a covered loading bay. To the right and behind David when he took this photo on Saturday, 27th March 1975, was the works yard which included a two road engine shed and turntable. The turntable, in addition to turning locomotives, provided access to other lines in the works. Locomotive repairs were carried out in a two road erecting shop and wagons had their own repair shop too. When CP closed the section of line between Mirandela and Bragança in 1991 the station buildings were abandoned, but now, after an investment of 2.5 million euros, the buildings have been transformed into a centre of art and culture.

Mirandela station on the same day but looking in the opposite direction to the previous photo. 2-6-0T E82 has just arrived from Tua with a mixed train which includes only one carriage. 0-6-0T E56 is taking a break from duties. Notice its different smokebox door, buffer beam and safety valves on top of the firebox when compared to E52 “VIZEU” in an earlier photo. The steam pipes coming from the dome to feed the cylinders are a characteristic feature of the early Kessler locomotives bought by the CN.

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2-6-0T E113 (Kessler- 1907 Factory No. 3504), one of two built in the second batch of this class of tank, crosses the Assureira viaduct at Jerusalem de Romeu with the 17.45 Mirandela to Bragança. The extension of the line from Mirandela to Bragança was constructed in two sections. The section from Mirandela to Macedo de Cavaleiros (altitude 554m), a distance of 28km, was opened on 19th October 1905 and the final section from Macedo de Cavaleiros to Bragança (altitude 688m) , a distance of 50km was opened on 31st December 1906. With an average gradient of 1 in 86 and 1 in 50 for most of the time, the section from Mirandela to Macedo de Cavaleiros was very demanding on the engine and crew. When David travelled on this section in 1974 he will have experienced the tortuous climb beginning with a 192m long tunnel immediately exiting Mirandela station. From the single carriage at the rear of his train David was able to photograph E113 crossing the magnificent 135m long Assureira (Romeu) viaduct. In the distance can be seen a van and two cars waiting at the level crossing for his train to pass where it will immediately stop at Romeu station

This photo at Macedo de Cavaleiros was taken on David’s first visit to the line on Thursday, 3rd June 1971. It clearly shows the large goods shed previously mentioned. 2-6-0T E112, still retaining its brass number plates fitted to the chimney, has arrived with a mixed train from Bragança and is collecting some wagons to attach to its train. The single carriage, a common feature of trains on the line at this time, is at the rear of the remains of its train on the line next to the station building. Shortly the train will depart for Mirandela.

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Whilst travelling back down the line to Mirandela in 1974, David’s train, hauled by 2-6-0T E111, stopped at Macedo de Cavaleiros to allow a train coming from Mirandela to enter the loop. 2-6-0T E82 is arriving with a short mixed train. Both locomotives have had their brass number plates removed from their chimneys.

E111 looks like it is not long out of works. The white lettering above the yellow UIC number of 3 089111-1 reads O.G.C-R1- 21-12-73 which gives the date when it was outshopped from its works visit.

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Macedo de Cavaleiros was the most important station between Mirandela and Bragança. It had two loops in addition to the main running line. One of these loops served a single storey goods shed which is just off the photo on the right. There was also a wagon turntable on this goods loop part of which can be seen in the bottom right of the photo. Because of its importance, the station building was a two storey structure with an ornate awning. It still stands today in a modernised form, as does the goods shed, even though this section of the line closed on 15th December 1991. When David took this photo he was travelling on this train hauled by the 2-6-0T E82. Judging by the goods van in the train, it would appear that this is a normal service train to which has been added additional carriages to accommodate the large number in the group. The train ran from Tua to Braganca and return and formed part of the LCGB March 1975 Douro/Sabor/Tua tour. Three of the carriages still have their clerestory roofs whilst the second one has had its roof converted at some time. The train is returning from Bragança on Wednesday, 27th March. E82 used to carry the name “BRAGANÇA” on its side tanks. The crew often referred to their locomotive by this name rather than by its number.

Mirandela workshops and enginemen were very protective of the history of the line.

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Another photo of E82 but before David’s returning train had got to Macedo de Cavaleiros. It is at the station of Chãos (altitude 758m) which was nothing more than a halt with a concrete shelter! The line had climbed 204m from Macedo de Cavaleiros to Chãos in 18km at an average gradient of 1 in 88 and still hadn’t reached the highest point on the line.

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When David took this photo of E82 he was standing at the highest narrow gauge station in Portugal - Rossas (strictly Santa Comba de Rossas) at an altitude of 869m. The line had climbed 111m in the 10km from Chãos on a gradient of 1 in 90.

Earlier in the day he had experienced this climb behind 2-6-0T E111 (Kessler,1904 - Factory No. 3288) but was now descending back to Tua from Bragança on this train. The station had the standard two storey building and a large goods shed, part of which is visible behind the carriages. There was also a spur which left the empty line in the photo, a small part of which is visible in the bottom left corner of the photo. To this day the station building and the small building, which could have been a toilet, still stand and have been renovated.

Bragança (altitude 688m) was the terminus of the line but it was never intended to be so. The layout of the station is indicative of a through line rather than a terminal station. When the CN built the line they envisaged reaching the Spanish border at Puebla de Sanábria, a further 42km north of Bragança but that never happened. There were four lines at the station with facilities on both sides including the standard silver water tower which was just off the photo on the right. The class 1 two storey station building, dormitorio and toilet block are in evidence in the photo which was taken on Thursday, 3rd June 1971. Behind the rear few wagons is the goods shed. 2-6-0T E112 is waiting to depart with a mixed train for Mirandela. Off the photo to the right was a long carriage shed which had two lines and a locomotive shed in the form of a quarter roundhouse served by a turntable. Four and a half years after the closure of the section of line between Mirandela and Bragança, the station came under the jurisdiction of the City Council who, in 1998 adapted it as a bus station. On 24th January 2004 the Secretary of State for Transport inaugurated the refurbished station complex as a bus station. Today it’s a wonderful example of preservation.

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LINHA DO TÂMEGA - THE TÂMEGA LINE (LIVRAÇÃO - AMARANTE & ARCO DE BAÚLHE)

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The Tâmega line was the second metre gauge line to be opened by the CF do Estado (MD). It was built in five sections but as the MD was incorporated into the CP in 1927 it was only responsible for the construction of the first three sections. The first section from Livração (altitude 122m) to Amarante (altitude 102m), a distance of 12.8km was difficult to construct, not because of any steep gradients as the highest point on this section was only 16m above Livração but because of the numerous sharp curves as it climbed along the side of the gorge of the Tamega river. The first train ran on this section on 21st March 1909. The second section of 4.7km to Gatão (altitude 175m) opened on 23rd October 1921 and the third section of 3.7km to Chapa (altitude 136m) on 23rd November 1926.

The narrow gauge station at Livração (also called Caldas de Canaveses) was a three road terminus as can be seen in this photo David took on Monday, 24th March 1975. It was on the north side of the broad gauge Douro main line which had opened on 15th September 1878, some 30 years earlier. The broad gauge line is just visible on the other side of the interchange platform and a large goods shed with dual gauge tracks is on the right. About 100m behind David were the original carriage and locomotive sheds and a turntable. 0-4-4-0T compound Mallet tank E167 (Henschel & Sohn - Factory No. 8914 of 1908) is waiting to depart with a mixed train for Amarante. Ten of these engines were built by Henschel & Sohn in two batches; CP E161 - E164 (Factory Nos. 7019-22) in 1905 and CP E165-E170 in 1908 (factory Nos. 8912-17). They were distributed between the Tamega, Sabor and Corgo lines. E167 is preserved at Arco de Baúlhe museum as MD 407, its original number.

2-6-0T tank E92 has just departed Livração station and is passing the shed yard with a mixed train for Amarante. It was built by Orenstein & Koppel in 1912/13 (Factory No. 5753) for the Vale do Vouga line. By 1970 it was operating on the Tamega line as in this photo taken by David on Tuesday, 1st June 1971. However it returned to the Vale do Vouga some years later and was withdrawn in 1980. It was stored for museum use and eventually ended up in Porto at the Oficina de Guifões in December 2019.

Amarante station was the original terminus of the first section of line from Livração. It was therefore a large intermediate station. There were three lines at the station and a short island platform served two of them. The southern part of the station complex was partially sited in a rock cutting. A few yards south of the station was a large rendered goods shed with a headshunt on the running line side and two lines on the other side. At the northern end there was a spur off one of the running lines which led to a turntable and servicing facilities. The photo is a view looking south into the cutting with the main station building and platform just off to the left. 0-4-4-0T compound Mallet tank E167 (UIC No. 3 069167-7) has just arrived with a mixed train from Livração on which David travelled. It is shunting its freight wagons before departing for Arco de Baúlhe with just the carriage and the bogie luggage brake van.

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The fourth section of line to be built was from Chapa to Celorico de Basto (altitude 208m), a distance of 13.4km and was opened on 20th Marxh 1932. This was as far as the line reached until the CP nationalised it in 1947. The Celorico de Basto station building was typical of a large intermediate station. At the north end (behind the photographer) was a shelter for locomotives and a turntable.

At the station was a running line and a loop line. The watering facilities are in evidence in this photo taken by David on Sunday, 24th March 1974 whilst travelling on the LCGB “Corgo and Tamega Railtour”. 0-4-4-0T compound Mallet tank E151 is taking the opportunity to replenish its tanks from the water column whilst a member of the tour chats to the driver and guard. It’s last opportunity was 21.8km down the line at Amarante. The train was specially organised by the LCGB to be steam hauled and consisted of five coaches and a standard Estado bogied luggage brake van. The line was mostly operated by the three Nohab bogie railcars, ordered by the CP in 1947 from the Swedish company, as a means to reduce the loss making of the line. E151 and E152 were used as standby locos when a railcar failed and for some freight workings. During the special Festival of São Gonçalo which was celebrated in Amarante on the first weekend of June, extra coaches and steam locomotives were brought in from other lines to provide additional services necessitated by the influx of people. The CP supplied some old clerestory roof stock for the train which looks like a mixture of 1st, 2nd and Composite carriages and some may be original Barrreiro 1908-09 builds. The first vehicle in the train is the previously mentioned bogie luggage brake van. It was one of five built by M.A.N. (Maschinenfabrik Augsburg- Nurnberg) in 1925.

The construction of the final section of line (16.9km) between Celorico de Basto and Arco de Baúlhe (altitude 226m) was carried out by the CP but its construction suffered from many problems, mostly financial which delayed its opening. It finally opened on 15 January 1949. Arco de Baúlhe was a terminal station but there were plans at one stage to make it a through station and the line to join with the Corgo line near Chaves. This never came to fruition. At the station were two platform lines and two loop lines. The station building and toilet block was similar to that of Celorico de Basto. North West of the station were a large goods and two road stone built carriage sheds. At the extreme North west was a single road locomotive shed also constructed of stone and alongside it was a turntable. This photo of E151 shows it waiting to depart Arco de Baúlhe with the LCGB “Corgo and Tamega Railtour” returning to Livração on Sunday, 24th March 1974. E151 was one of two 0-4-4-0T compound Mallet tanks built by Henschel & Sohn, Germany in 1905 (Factory No. 7221) for the PPF (Compnahia dos Caminhos de Ferro de Porto à Póvoa de Varzim e Famalicoão) to a gauge of 900mm. It was re-gauged to metre gauge in March 1930 when all the PPF lines were re-gauged to metre gauge. E151 and E152 originally had PPF numbers 14 and 15 together with names “ELEUTHERIO DA FONSECA” and “SILVA MONTEIRO” respectively. The nameplates were removed early in their careers.

They were a less powerful version of the beautiful 0-4-4-0T compound Mallet tanks (E161-E164) built for the Corgo line the same year. E151 is preserved at the Lousado Railway Museum as PPF number 14.

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LINHA DO SABOR - THE SABOR LINE (POCINHO TO DUAS IGREJAS-MIRANDA)

The metre gauge Sabor Line was the third of the CF do Estado’s narrow gauge lines to be built and the most easterly. The main reason for the building of the line was to bring the iron ore from the mines in the area of Rebordelo north of Moncorvo to the Douro Valley main line and then movement by rail to the Port of Leixões for export. However, like the Tamega line, it took many years before completion. It was built in four stages; the first and most important stage was from Pocinho (altitude 141m) to Carviçais (altitude 617m), a distance of 33.5km which opened on 17th September 1911. The highest point on this section of line was at the station of Felgar, 8.2km before Carviçais where the altitude was 692m. This photograph taken by David on Saturday, 13th September 1969 is at Pocinho station looking in a north easterly direction. The station complex is on the south bank of the Douro river (off to the left of the photo). It was here that the Estado built is narrow gauge interchange station with the Broad Gauge Douro Valley main line. Broad Gauge 4-6-0 loco CP 268 is waiting to depart for Régua with a mixed train. In the distance on the left is an island interchange platform with broad gauge track on the right and mixed gauge track on the left. A short mixed narrow gauge train is waiting to depart for Miranda Duas Igrejas. To the left of this train was an extensive yard with tracks and sidings of both gauges. One siding had a broad gauge track at a lower level alongside a narrow gauge track which allowed narrow gauge wagons carrying iron ore to discharge into them from above. The extensive three storey buildings at the station reflect its importance when the line was built. The narrow gauge Sabor Line ran alongside the Broad Gauge line for only 200m before it curved sharply to the left to cross the Douro river on a 298m long metal double deck bridge. The upper deck carried the railway and the lower deck, road transport. Just before the bridge in the “V” between it and the main line were situated a narrow gauge carriage shed and a mixed gauge turntable and engine shed which had facilities for light repairs.

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0-6-0WT Well Tank E41 is shunting in the station yard at Pocinho on Wednesday, 2nd June 1971. A Well Tank is a steam locomotive with a water tank located between the frames on the underside of the locomotive. MD 301 (CP E41) was the first narrow gauge engine to be bought by the CF do Estado in 1904. It was built by Hohenzollern of Grafenberg near Düsseldorf, Germany (Factory No. 1801). The Estado used it in the construction of the first section of the Corgo line. It was also used in the construction of the Sabor line in the 1920s. It spent most of the rest of its working life on station pilot duties at Pocinho eventually being replaced around 1974 by 0-6-0T E54 from Regua where it had been station pilot. It is preserved at the railway museum in Chaves.

A pair of 2-4-6-0T compound Mallet tanks await their next turn of duty in the shed yard at Pocinho. E201 (Factory No. 10341) is in the company of E203 (Factory No. 10343). They were both part of the first batch of four built by Henschel & Sohn in 1911. E201 had just come back from Miranda Duas Igrejas with David’s train. The photo was taken on the same day as that of E41 above.

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Moncorvo was the first station on the line 12.3km from Pocinho. At this point the line had reached an altitude of 418m. The station had the standard two storey building basic toilet block and watering facilities from the large round grey metal water tower with the station name on it. There was also a turntable.

Giesel Ejector fitted 2-4-6-0T compound Mallet tank E209 is carrying out some shunting at the station before attaching the van to the long mixed train which included three coaches. The train has come from Miranda Duas Igrejas and is heading for Pocinho. David travelled on this train on Saturday, 13th September 1969 having taken this and another photo.

Carvalhal station (altitude 659m), although manned, was nothing more than a halt (Apeadeiro), miles from anywhere. However it was the nearest place on the line to the important iron ore mining area of Rebordelo in the Serra do Reboredo.

The station buildings are basic to say the least with just a waiting room/booking office and a cottage for the station master. There was however a complex layout of sidings, weighbridge, turntable and watering facilities just out of view on the photo beyond the back of the train and mostly to the left. An aerial wire ropeway brought iron ore in buckets from the mines at Carvalhosa to an ore hopper which was used to load bogie ore wagons for Pocinho and the Port of Leixões. On David’s first visit to the Sabor line in 1969 and on subsequent visits the mixed trains and freight trains were worked by the 2-4-6-0T compound Mallet tanks. On Tuesday, 1st June 1971, E201 (Henschel & Sohn - 1911 Factory No. 10341) is waiting to depart for Miranda Duas Igrejas with a mixed train that has a single coach at the rear which David will shortly board.

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To reach Duas Igrejas, the line was constructed in three sections with opening dates as follows; Carviçais to Lagoaça (15.9km) on 6th July 1927, Lagoaça to Mogadouro (23km) on 1st July 1930 and Mogadouro to Duas Igrejas (33.6km) on 22nd May 1938. The highest station on the line was at Variz (altitude 809m), 5.7km from Mogadouro (altitude 780m) and 27.9km from Duas Igrejas (altitude 749m). The station was constructed as a standard intermediate station rather than a terminal station which it always was. The photo is a view looking north to the headshunts.Beyond the station building was a goods shed and beyond that a single road engine shed served by a turntable which in turn was served by a line off the headshunt. There was also a circular stone water tower (with the station name cast on it) between the goods shed and the engine shed. 2-4-6-0T compound Mallet tank E201 which arrived earlier with David’s train, has been turned and watered ready to depart for Pocinho with a mixed train. By this time most of the passenger services were operated by four-wheeled petrol railbuses built at the CP Barreiro Works in 1948. Date of the photo is Tuesday, 1st June 1971.

LINHA DO CORGO - THE CORGO LINE (PESO DA RÉGUA TO CHAVES)

The Metre Gauge Corgo line was built in five stages by the CF do Estado’s Minho e Douro (MD) division. It was their first narrow gauge line and was 96.7km in length.

The first section from Peso da Régua (altitude 75m) to Vila Real (altitude 426m) was opened on 12th May 1906 in the presence of the King of Portugal. This section of line was a tortuous climb for 25km up the Corgo valley to Vila Real at an average gradient of 1 in 71 but a gradient of 1 in 40 was not uncommon in certain parts. At Régua the Corgo line’s three bay platforms were on the south side of the Broad Gauge line as can be seen in this September 1969 photo of a view looking west. There was a large three storey station building for this important interchange station. The locomotive servicing facilities were located at the west end of the station complex; a mixed gauge turntable and lines off it of either single or dual gauge. 2-4-6-0 Mallet Tank E202 is waiting to depart for Chaves with a mixed train. In the adjacent broad gauge platform is 4-6-0 CP 284 with a passenger train for Tua and Pocinho. Trains for Vila Real exited the station in an easterly direction for 1.2km running along dual-gauge gauntleted tracks before heading up the Corgo valley at a halt called Corgo. Here there were some basic maintenance facilities in a three road shed.

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There were two designs of locomotives that operated the line, the beautiful 0-4-4-0T compound Mallet Tanks (CP E161-E170) and the less handsome but more powerful 2-4-6-0T compound Mallet Tanks. Unfortunately the 0-4-4-0T had been moved away from the line by the CP to operate the ex Norte Porto System and the Tamega line many years before David visited the line so they will be discussed under those systems. Sixteen 2-4-6-0T Mallet Tanks were built in three batches by the German company Henschel & Sohn. They were numbered E201 to E216 when the CP took control of the line. The first batch of four (CP E201-E204 Factory Nos. 10341-44) was built in 1911, the second batch of two (CP E205-E206 Factory Nos. 12280-81) in 1913 and the final batch of ten (CP E207-E216 Facory Nos. 19870-79) in 1923. When David photographed these locomotives they were in virtually original condition except for E209 which had been converted to a Giesel Ejector chimney.

The photo taken on Saturday 23rd March 1974 shows E209 waiting to depart Régua with the LCGB “Corgo and Tamega Railtour” to Chaves.

This locomotive was bought from an Anglo Dutch consortium building Leixões docks sometime in the early 1940s as a 900mm gauge engine. It was first recorded on the line in 1943 when it had obviously been regauged to 1000mm. It is an 0-4-0WT (Well Tank) built by Henschel & Sohn in 1922 (Factory No. 19339) and was numbered E1 by the CP (UCI number 3 049001-3). It was used as station pilot at Régua until it was withdrawn in 1978. The brass works plate on the tank side reads HENSCHEL & SOHN G.m.b.H. CASSEL 1922 -Nr. 19339 and the white inscription under this reads OGC-R1-27-11-70 which indicates it came out of the works after a major overhaul on that date. E1 is preserved on a plinth at Régua station.

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0-6-0T E54 is preparing a mixed train for Chaves in one of the bay platforms at Régua. It carried a nameplate “TONDELLA” in its early life. It came from the Dão line possibly in the late 1950s or 1960s for use as station pilot. It was built by Emil Kessler of Esslingen am Neckar, Germany in 1890 (Factory number 2348). The carriages are a mixture of original Clerestory roof coaches (first and fourth coaches) and Campanha rebuilds (second and third coaches). The first coach appears to be a first class vehicle built at the Barreiro Works of the CF do Estado in 1908-9. The photo was taken on Wednesday 10th September 1969.

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E206, one of the second batch of 2-4-6-0T compound Mallet Tanks stands at the intermediate two storey station of Via Real with a mixed rain from Chaves to Régua. As a result of its importance being the terminus of the first section built, it has three platform lines, a separate goods yard and locomotive servicing facilities including a turntable and water tower (beyond the goods wagon on the right). David took this photograph in March 1975.

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2-4-6-0T compound Mallet Tank E214 has just arrived at Pedras Salgadas from Chaves with a train for Régua on which David was travelling. It is taking water whilst waiting for a train from Régua to enter the station and so clear the occupancy of the single track line. The beautiful two storey station building still exists today thanks to some serious restoration. A toilet block like that on the left, for women and men (SENHORAS and HOMENS), was common at important stations. There was also a separate goods shed here. Photo taken on Tuesday, 25th March 1975.

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2-4-6-0T compound Mallet Tanks E216 and E214 pass at the major intermediate station of Pedras Salgadas (altitude 583m). All of the class were built with the beautiful copper capped chimneys. E214 (UIC Number 3 079214-5 is standing in the station platform as shown in the previous photo. E214 has just come off the single track line with the 10.04 train from Régua to Chaves. The photo was taken on Tuesday, 25th March 1975.

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E202 crosses the River Tamega on the beautiful Ponte do Tâmega (Curalha). This stone bridge is 78.5m in length and is situated 0.6km before Tamega station and 7.8km before the terminal station of Chaves. This photo was taken by David on Saturday, 23rd March 1974 when he was one of the group travelling on the LCGB “Corgo and Tamega Railtour”. The train is returning from Chaves having started at Régua earlier in the day with E209. It looks like the train is doing a run past for the benefit of the members of the group who wanted to get a photo of their train crossing this historic bridge. Other members of the group can be seen leaning out of the windows.

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THE PORTO SYSTEM - LINHA DO PORTO À PÓVOA DE VARZIM E FAMALICÃO - PORTO TO PÓVOA AND FAMALICÃO

The line from Porto to Póvoa de Varzim was the first narrow gauge line to be built in Portugal. It was built to 900mm gauge by the PPF (Companhia dos Caminhos de Ferro de Porto à Póvoa de Varzim e Familicão) and was 27.9km in length. The line began in the northern district of Porto Boa Vista and once it exited the suburbs it ran along the coastal plain in a northerly direction to Póvoa. It was opened on 1st October 1875. The extension of the line to Famalicão was completed in two stages; Póvoa to Fontainhas (15.6km) on 7th August 1878 and Fontainhas to Famalicão (13.7km) o 12th June 1881. When the PPF amalgamated with the CFG (Cia do Caminho de Ferro de Guimarães) to become the CF do Norte do Portugal on 1st January 1927 the Norte decided to re-gauge all the 900mm gauge PPF lines to metre gauge.

Amazingly this was completed in 19 days in March 1930! By the late 1930s the location of Porto Boa Vista station was considered to be too far out of the city centre and on 30th October 1938 a new station, Porto Trindade opened, 1.9km closer to the city centre. 0-4-4-0T compound Mallet tank E162, originally built for the Corgo, Sabor and Tamega lines, has just exited the 477m long tunnel into the terminal station platforms of Porto Trindade with the 17.44 train from Senora de Hora. This train could have come from Familicão or Póvoa.

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The 477m long tunnel taken by all trains departing from the terminal station of Porto Trindade is visible in this photo. A large rendered stone signal cabin is just off to the right by the tunnel mouth. This controlled the fourteen colour light signals, the majority of which were three aspect signals that controlled all movements within the station complex. This signalling had changed little since its installation when the station was built in 1938. The three colours used were Red, Green and White with Green being used for shunting movements including light engines. Between the tracks at the buffer stops were water columns which allowed locos that had just arrived with a train to replenish their tanks before being released when its train was pulled out. It could then await for its train to be shunted back into a clear line ready for it to attach and then depart. The photo shows 2-8-2T E143 stood in a headshunt waiting to receive attention from the fireman.

This photo was taken immediately after the one above. It shows the fireman cleaning out the ash pan on 2-8-2T E143. These powerful looking engines were second only to the 2-4-6-0T compound Mallet tanks in tractive effort. Four of these (CP E141-144) were built for the Norte in 1931 by Henschel & Sohn (Factory Nos. 21875-78). In the years that David visited Portugal they were working the Póvoa line. They were equipped with turbo generators to power the electric lights. After the Norte was integrated into the CP in 1947 the CP allocated them all to the Porto system where they remained for the rest of their working lives.

They were often to be seen working bunker first when departing with a train.

There were also extensive carriage sidings adjacent to the platforms and an operational turntable. Both photos were taken in late March 1974 whilst David was travelling on the LCGB ‘Corgo & Tamega Rail Tour’.

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The original station at Senhora da Hora constructed in 1875 was situated some 300m north of the station David photographed at. Further modifications and improvements to it added around 1900 sufficed until the whole station complex was redeveloped in 1932 to encompass the Trofa link. In January 1933 the section of line between here and Porto Boa Vista was doubled. Because of the new track layout, the track doubling and it becoming an important four way junction, a new set of interlocked lower quadrant semaphore signals were installed but the original disc signals protecting the main approaches were retained. As a result the main lines through the station were effectively bi-directional. There was also a large goods yard and goods shed on the east side of the line which created some traffic for the Port of Leixões at the end of the Leixões Branch (also called the Ramal de Matosinhos). The branch closed in 1965 but Leixões continued to be served by a broad gauge line. 0-4-4-0T compound Mallet tank E166 is seen departing for Porto Trindade with a train most likely from Lousado or Fafe on Monday, 8th September 1969.

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When the line opened, Familicão station had a two storey building, a large goods shed and a single road engine shed at the southern end of the station. Shortly after opening a turntable was installed and sidings built. The station was built at the broad gauge station of Familicão on the Linha do Minho (Minho Line) and alongside their tracks but directly across from them on the west side. Shortly after the CP took over the line in 1947 all the PPF and Norte buildings were demolished including the goods shed which had provided very useful interchange facilities with the broad gauge. In 1948 the mixed gauge track between Trofa and Lousado was extended on to Famalicão which allowed the operation of some circular services. The photo taken on Monday, 31st May 1971 is of 2-6-0T E101 which has just come in from the north with a train from Póvoa de Varzim and which will probably be destined for Lousado or Trofa by running inside the broad gauge tracks which are gained a hundred metres or so behind the photographer.

David took this photo on the same day as the one above. 2-6-0T E101 is approaching the island platform at Familicão. The impressive historic buildings forming the backdrop still exist today. It was the former ‘Boa Reguladora’ Clock Factory, the company being famous for its quality watches and clocks. In the foreground are the broad gauge tracks of the main line between Porto and Valença. E101 was one of three built by Emil Kessler, Esslingen, Germany in 1907 for the CF de Guimarães. It carried the name “SOARES VELLOSO” and the number 6 before renumbering by Norte to 51 and CP to E101. Behind the large dome were two sandboxes. The Norte liked these engines and considered them to be quite powerful for their size. They passed all three to the CP in 1947 who used them mostly on the Porto system. The train is formed of four-wheeled coaches, the green ones being 2nd class and the blue one 1st class. A fourwheeled luggage/brake van is at the rear. E101 continued in service through 1976 but was out of use the following year. It is preserved as CFG number 6 “SOARES VELLOSO” at the National Railway Museum, Lousado (Museu Nacional Ferroviário, Vila Nova de Famalicão).

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LINHA DE GUIMARÃES - THE LINE FROM TROFA TO GUIMARÃES AND FAFE

The construction of the line to Guimarães began as a broad gauge line to match that of the Minho line. However after 6km of track bed had been constructed the company went bankrupt in 1878. After legal actions a new contract was issued to the Companhia do Caminho de Ferro Guimarães (CFG) in 1881 to build a metre gauge line to Guimarães. The line opened to traffic on 1st January 1883 from Trofa to Vizela, a distance of 22.8km and from Vizela to Guimarães (7.9km) on 14th April 1884. The CFG narrow gauge station at Trofa was an interchange station with the CF do Estado’s run single track Minho line. On the west side of the Minho line were various lines (loops and siding) that allowed goods to interchange. The 2.5km section of single line between Trofa and Lousado was shared with the Minho as dual-gauge gauntleted track (the narrow gauge track inside the broad gauge track). On the southern approach to the station at Lousado the narrow gauge line became a single track line in its own right and veered off to the right. The broad gauge main line veered to the left on a curve which had a platform between it and the narrow gauge line. In 1932 when the line connecting Trofa to Senora da Hora was opened, the narrow gauge ran alongside the Minho line on its southern approach to the station. The photo taken on Friday, 28th March 1975 shows ex MD 0-4-4-0T compound Mallet tank E163 departing Lousado for Fafe with the 09.00 train from Porto Trindade. On the left is the engine shed and on the right a large three road carriage shed and locomotive works with a traverser. The adjacent locomotive works is now the museum previously mentioned.

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This photo of E163 was taken before the previous one and shows it waiting to depart the station at Lousado. The engine shed is visible in the background behind the train but the goods shed and yard are not. At the time of its inauguration the Guimarães Line used the track platform of the Minho line. This was supposed to be temporary but ended up being permanent. This view looking south towards Trofa shows two narrow gauge lines served by low platforms. These will soon combine to become single track to Guimarães. Out of view beyond the back of train and carriage shed was the main island platform which served both the Guimarães line and the dual-gauge line to Familicão.

Lousado was the main repair works for the CP’s Porto System so there was a boiler shop here too. The building on the extreme right is part of the large carriage shed. The engine behind E163 is ex PPF 2-6-0T E101 and to the left of that is one of the former Norte 2-8-2T tanks looking the worse for wear and possibly out of use. Next to that is possibly another ex MD 0-4-4-0T and at the extreme left is ex MD 0-4-4-0T E170 (Henschel & Sohn 1908 - Factory No. 8917) one of the last batch of six to be built.

Accidents do happen! In this case to E86. Although the wheels are not visible this is a 2-6-0T, the last of six built for the CN by Emil Kessler of Esslingen, Germany in 1886 (factory No. 2194) to operate the Tua line. This birds eye view allows us to see the round topped firebox that is attached to the boiler. The large external steam pipes coming from the dome and going to the cylinders behind the front of the side tank are clearly visible. Behind the dome is a rectangular sand box. The copper capped chimney was fitted at a previous works visit as they weren’t built with them. The brass number plates fitted to either side of the chimney by the CP in 1947 have been removed and the UIC number 3 069086 - 9 in yellow is visible on the tank side below the red painted brass works plate which reads; No 2194 MASCHINEN - FABRIK ESSLINGEN EMIL KESSLER 1886 This photo was taken from the train on which David was travelling back to Porto from Lousado. The date was 28th March 1975 and the location was neat to Lousado station.

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Guimarães station was the original terminus of the line. The large two storey station building and goods shed in the photo had been in existence since the line opened. Originally there were three loops and sidings but when the line was extended to Fafe an extra loop was created from a siding. The island platform and main station platform allowed passengers to board/disembark their train. The station building remains today but the rest of the site was redeveloped when it was electrified as a broad gauge line to Lousado and a new station built. 0-4-4-0T compound Mallet tank E161 hauled the mixed train on which David was travelling, from Porto Trindade to Fafe. At the Guimarães stop whilst the E161 was taking water, he took the opportunity to take this photo. Monday, 25th March 1974.

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This photo was taken by David on his return journey from Fafe to Lousado on Monday 25th March 1974. E161 had brought its mixed train into the main station platform. It has had its train split by the shunter stood on the narrow stone platform and reversed into the loop to pick up some vans. It will then reattach to the vans in the platform line and head for Lousado. Stood in one of the loop lines is an Allan bogie diesel-electric railcar which looks to be a single motor drive unit with two passengers about to board, so it is probably heading for Fafe. Ten of these and eight trailer cars were built by the Dutch firm NV Allan of Rotterdam in 1954-55 for the narrow gauge CP lines. There were 1st and 2nd class accommodation in the motor cars. The motor cars were fitted with two British AEC diesel engines, each delivering 220 hp, which generated electricity to drive motors on all four axles.

The extension of the Guimarães line to Fafe was opened for public use on 21st July 1907. Fafe was the terminal station. In addition to the large two storey station building seen in the photo was a goods shed which was situated beyond the back of the train. Both are still in existence today. The usual water tower, turntable and loco servicing facilities were situated at the end of lines that ran alongside the goods shed. E161 which brought in David’s train seen in the previous photo, has been watered, turned and serviced. It has assembled its mixed train and is ready to depart for Lousado and Porto Trindade.

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LINHA DO MINHO - THE MINHO LINE (PORTO SÃO BENTO TO MONCÃO) & BRAGA BRANCH

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Porto - Campanhã station which had opened on 21st May 1875 soon proved to be an important railway centre for passengers and freight. However, its overcrowding and location on the outskirts of the city was inconvenient and a new station in the centre of the city was authorised. A 2.7 km line from the southern end of Porto - Campanhã station to the chosen site of the ruinous Benedictine Convent of São Bento da Avé Maria opened to a temporary station, named Porto - São Bento, on 8th November 1896 having been inaugurated the previous day by a special train. The present station which was to accommodate the services of the Minho and Douro (MD) railways was completed on 15th October 1916 having taken 12 years to construct. There were six platforms for passengers covered by a metal roof supported on ornate cast iron pillars centred on the middle two platforms. There was a large goods shed adjacent to the outermost line of each pair of twin tracks that provided facilities for express goods services. The spacious station vestibule is decorated with some 20,000 azulejo tiles depicting scenes from Portuguese history, a wondrous sight indeed which I’m sure will have impressed David. In the construction of the station, three tunnels had to be cut through the hill. A four track tunnel served the four central platforms and there was a twin track one either side of it. The photo taken on Saturday, 24th March 1973 appears to show a member of the LCGB Minho and Vouga railtour group climbing into the cab of 2-6-4T CP 075 (Factory No. 2568). This loco was one of a batch of five (CP 071 - 075) built for the CP in 1916 by the Swiss manufacturer SLM (Schweizerische Lokomotiv- und Maschinenfabrik) of Winterthur.

Another view inside the beautiful Porto - São Bento station but this time looking to the right of the previous photo. These two tracks lead into the four track tunnel at the end of the platform. The two tracks on the other side of the platform behind the loco lead into a two track tunnel. 2-8-0 CP 719 is waiting to depart with the LCGB Minho and Vouga railtour on Saturday, 24th Match 1973. 719 will take the train as far as Nine on the Minho line before being replaced by 2-8-4T CP 0189 for the journey north to Valença. 719 (Factory No. 22715) was one of nineteen built to operate the SeS lines for the CF do Estado (Portuguese Government Railways) in three batches from 1912 to 1921. It was in the third batch of 8 built by the North British Locomotive Company, Glasgow in 1921. Originally numbered 119 and CP 719 from 1950 and assigned to work the South and South East lines, they were moved to the Minho and Douro lines as electrification advanced on the lines south of Porto.

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The broad gauge Linha do Norte from Lisboa (Lisbon) to Porto built by the Royal Company (Companhia Real dos Caminhos de Ferro Portugueses) had reached Vila Nova de Gaia on the south bank of the Douro estuary by December 1862 but the station wasn’t officially commissioned until 8th June 1863 and the whole line opened on 7th July 1864. Gaia station wasn’t convenient for the city of Porto and the government built a new station at Campanhã (originally called Pinheiro) on the north bank of the Douro. This station was to serve the Linha do Norte, Linha do Minho and Linha do Douro. Opened to traffic on 21st May 1875 when services on the first section of the Minho line began, it was a through station and to be the terminus of the Norte line from Lisboa, as well as being the originating station for the Minho line to the north and the Douro line to the east. However it wasn’t until 5th November 1877 that the Norte line opened to Campanhã after the completion of the Gustave Eiffel designed Maria Pia Bridge over the Douro some three weeks earlier. The station complex was expansive and on the north west side of it were large goods sheds served by headshunts. On the north east side of the station was a half roundhouse with eighteen roads, a turntable, an adjacent works for steam overhauls as well as numerous carriage sidings all entered from the south. The station building was enormous being over 100m in length and is still in use today along platform 1. There was a roof over the two main platforms but the others were uncovered. 2-6-4T tank CP 088 was photographed on Friday, 4th June 1971 stood in Campanhã station with a mixed train which David may have taken to Livração on the Douro line, his next photographic location. It was one of a batch of twelve built in 1929 by Henschel & Sohn for the CP (CP Nos. 086-097 Factory Nos 21312-23). They were delivered to Portugal by Germany as reparations for the First World War.

As previously mentioned the first section of the Minho Line opened to traffic on 21st May 1875 from Campanhã to Braga, a distance of 54 km. It was built by the Portuguese government as a single track broad gauge line which would eventually reach Monção on the northern border with Spain. In 1973, David travelled on the LCGB Minho and Vouga Railtour and took this photo at Nine on the journey north to Monção. Nine was to be the junction of the Minho main line to Monção and the line to Braga (the Braga Branch) 15 km away. The next section of the Minho line (11.3 km) to open was from Nine to Barcelos on 21st October 1877. An old photo taken around the time of opening in 1875 shows Nine to be an important station with five platforms, four serving the main line and a joint one also serving Braga. An overall roof covered all but the joint platform. A three road engine shed with servicing facilities including a water tower was built in the V between the Minho line and the Braga line at the north end. 2-8-4T CP 0189 is waiting to depart with David’s train whilst 2-6-4T CP 093 is replenishing its tanks before departing for Braga with a train from Porto São Bento on Saturday 24th March 1973. The platform that CP 093 is standing at is for Braga trains and is a result of track modifications carried out sometime after the line was opened.

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This photo, taken on the same day as that on the previous page, shows 2-6-4T CP 093 making a fine start from Nine on its journey to Braga. CP 093 (Factory No. 21319) was one of twelve delivered in 1929 from Henschel & Sohn. Initially all of the class, including CP 070 which was built by the CP at the Lisboa Works in 1944, were allocated to the Campolide depot in Lisboa. They worked the services on the lines to Sintra and Azambuja and eventually the line to Porto as well as some freight services. When many lines in the Lisboa area and some sections of the Norte line were electrified in 1957 they were sent to Coimbra, Barreiro and Campanha depots. Further electrification resulted in them being sent to work the Minho and Douro lines.

Henschel & Sohn 4-6-0 number CP 296 (Factory No. 12200) was photographed by David on a cold September morning in 1969 as it made a spirited departure from Nine with an express from Porto São Bento to Valença. Six of these engines numbered 201-206, were built in 1913 for the Caminhos de Ferro do Estado (CFE), a government organisation which was often called The General Administration of the State Railways. They carried the numbers CP 291-296 from about 1950. Photo date Tuesday, 9th September 1969.

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Braga station on Tuesday, 9th September 1969. It had changed little since it opened to traffic on 21st May 1875 but major repairs and improvements were carried out to the passenger buildings in 1933. The station was a terminus of the single track broad gauge line from Nine and the large station building with roof over the main platform is indicative of the importance of the railway coming to the oldest city in Portugal. The photo shows the two platform lines and one of two parallel goods lines. Roughly where the goods wagon is standing on the viewable goods line was a wagon turntable that connected to another wagon turntable on the adjacent goods line. There was a large goods shed, unfortunately out of view, that ran alongside this adjacent goods line with a roof that extended out over part of the track. Behind the photographer and to his right was a three road stone engine shed served from a spur off the goods line that fed the goods shed. In the V of these two tracks was a cylindrical water tank supported on a stone built circular building. Beyond this was a manually operated turntable which was rotated by winding a handle. 2-6-4T CP 096 (Henschel & Sohn 1929 - Factory No. 21322) is waiting to depart bunker first with a mixed train for Porto São Bento.

I wonder if David was surprised when, on his visit to Braga on Tuesday 9th September 1969, he went to the two road engine shed and inside, saw these two preserved engines rather than a CP 701 class 2-8-0 or a CP 2-6-4T tank. CP MD 02049 is a 2-2-2ST Saddle Tank. It was built to standard gauge by William Fairbairn & Sons of Manchester, England in 1856 and acquired in 1857 by the Companhia Peninsular as one of a batch of four to operate on the opening section of the Linha do Norte between Lisboa Principal and Carregado. In 1861 this line and other sections of the Linha do Norte built to standard gauge were regauged to broad gauge and 02049 was also converted to broad gauge. When the broad gauge Linha do Leste (Eastern Railway) was completed between Entroncamento and Elvas near the Spanish border in July 1863 it worked on this section of line too. In 1864 it and others in its class worked the rápidos between Lisboa Principal and Vila Nova de Gaia (Porto). The Estado bought 02049 in 1874 to operate short passenger and freight services and perform shunting duties on the Minho and Douro lines, hence the MD in its number. It was withdrawn from service in 1911 but it performed special duties until the 1920s. It has also been used to haul the Royal Train. It became known as “ANDORINHA” - the Swallow and is the oldest preserved locomotive in Portugal. It is now in the National Railway Museum in Entroncamento. In the adjacent line but difficult to photograph was 2-4-0 CP 9. This was built by Beyer, Peacock and Company, Manchester, England (Factory No. 1471) in 2 by the Douro Railway and carried the name “VILA REAL” at some time in its early life. It was still in use at Régua and Campanhã in 1964. It is preserved in the engine shed at Nine.

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Viana do Castelo is 81.65 km from Porto Campanhã and 42.6 km from Nine. The line between Nine and Viana opened in four sections; Nine to Midões (7 km) on 1st January 1877, Midões to Barcelos (4.2 km) on 21st October 1877, Barcelos to Darque (26.4km) on 24th February 1878 and Darque to Caminha (27.9 km) which included Viana station, on 1st July 1878. An old photograph taken before 1915 shows the original station buildings to be almost the same as that in the photograph but the track layout was different. Originally there were only two platforms, both covered by a roof, whereas the photograph shows an extra uncovered platform. The goods shed was directly opposite the main station building but a much larger one was built at some time in roughly the same location, with more lines and sidings between it and the station. A water column was situated in between the two platforms at each end of the station, hidden by the train in this photograph. Behind David and to his left when he took this photo on Tuesday 9th September 1969 was a single road stone built engine shed which had lost its roof. Immediately in front of it and between it and the goods shed was an engine turntable. 4-6-2 Pacific CP 553 is shunting its mixed train before departing for Porto Campanhã. 553 (Factory No. 19882) was one a batch of ten built by Henschel & Sohn in 1924 for the Portuguese Government who had taken over the Southern and Southeastern Railways (Ferroviária do Sul e Sueste). They were capable of fast running and were used to operate the important services connecting Lisboa-Rossio to Porto (actually Gaia on the south bank of the Douro estuary). 553 is now preserved at the National railway Museum in Entroncamento.

The stationmaster at Caminha is waiting for the train from Valença to arrive before he waves off 2-8-4T CP 0189 with a mixed train for Valença. This small station is in a unique position with a tunnel at the south end just visible in the photo and a bridge over the Coura river at the north end. The single track Minho line and a loop line creates two lines between the platforms and there is a spur off the main line into a platform bay at the north end. On the main station platform is a medium sized two storey building with three arched doorways giving entry to and from the platform. On either side of the main building are connected single storey buildings with a similar arched entrance. What is very special about this little station is its gorgeous azulejos - handpainted ceramic tiles depicting the town’s history. Each scene, made up of many tiles, is about 1 m square and these scenes surround the station building approximately 0.5 m from the ground. There are around 4,200 tiles around the building. In the XVII national Concurso das Estações Floridas competition in 1959 the station won the first prize, a memorable achievement for the station staff and the town.

Azulejo scenes can be seen at many other Portuguese stations but most only have them on the platform side of the station building. CP 0189 (Factory No.19898) was one of ten 2-8-4T tanks built by Henschel and Sohn in 1924/25 for the Portuguese Government which had taken over the SeS (Southern and Southeastern Railways) whose lines they would operate. The photo was taken on Saturday, 24th March 1973.

The section of line northwards to the current station of Valença was built in three stages. The first stage involved crossing the Coura river which was only 100 m northeast of the station. It was opened on 15th January 1879 to São Pedro da Torre, a distance of 20.8km. The single track iron bridge as can be seen in the photo, was designed by Gustave Eiffel, the designer of many railway bridges for Portuguese railways and of course the famous Eiffel Tower in Paris.

It is a 3 span 164m lower deck continuous closed lattice girder bridge.

Unfortunately the bridge had to be totally supported by a new continuous steel arch bridge surrounding the original bridge and which hides most of the lattice work from view. Henschel & Sohn 4-6-0 number CP 295 (Factory No. 12199) built in 1913 for the Caminhos de Ferro do Estado (CFE) has just come off the Coura Bridge and is about to enter the station. The station platform begins to the right of the photographer and the train will have come from Valença some 25 km distant on the other side of the bridge. The photo was taken just after the one above.

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The 2.6km section of line from São Pedro da Torre to the provisional station of Valença in Segadães was opened on 3rd June 1879. It wasn’t until 6th August 1882 that a further 1.7 km of line opened to where the present station in Valença is located. The station is of similar size to that of Viana with three platforms but its construction was different. 2-8-4T CP 0189 is stood in the main station platform at Valença facing north ready to depart to Monção. Just off to the right was a large goods shed, the near side of which was fed off a spur from the line on which CP 0189 is standing. Out of view to the left and beyond the station was a two road engine shed which now houses the Railway Museum of Valença. Valença was also a junction station. A line to the Spanish border and town of Guillarei crosses the Minho river just north of the station on a 318 m long double deck bridge with the railway on the upper deck.

Monção station was the terminus of the Minho line 146 km from Campanhã. The station complex ran in an east - west direction. Tains approached the station from the west and the station buildings were situated on the north side of the lines. The 16 km of line from Valença was built in two sections; the section from Valença to Lapela (10 km) opened on 15th June 1913 and that from Lapela to Monção (6 km) on 15th June 1915. On the west side of the station was a medium sized goods shed served by a spur off the main platform line which terminated in a short bay at the station. Alongside the main platform line were two other lines which occasionally acted as carriage sidings. Opposite the goods shed was a cylindrical water tower supported on braced metal legs and close to that was a manually operated turntable. The turntable was geared with two handles. Both driver and fireman had to rotate the handles in order to turn the loco on the turntable. 4-6-0 CP 295 is waiting to depart with the LCGB Minho & Vouga Railtour on Saturday, 24th March 1973. Unfortunately the section of line between Valença and Monção closed on 31st December 1989.

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LINHA DO DOURO - THE DOURO LINE (ERMESINDE TO BARCA D’ALVA)

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The single track broad gauge Douro line ran from the station at Ermesinde to Barca d’Alva near the Spanish border but trains started from Porto Campanhã, 9 km from Ermesinde and then from Porto São Bento when it was built. David travelled on this line on many occasions but he didn’t take any photos at Ermesinde, at least not any that have survived. The station at Livração, also called Livração - Caldas de Canaveses, all of which appear on the station buildings, opened on 15th September 1878 when the section of line from Caíde to Juncal opened to traffic. At the station is the main line and a loop line to the west. There was also a spur off the line as it approached from the northwest that terminated at the northwest end of the station platform. This served a small loading bay and small goods shed.

The main station building is typical of small town stations on the line being two storey with single storey buildings attached either side and a roof over the main line platform. This platform extends southeastwards to allow interchange of passengers between the Douro line trains and the narrow gauge Tamega line train in the adjacent platform. The narrow gauge terminus at Livração has been discussed previously. The photo taken on Tuesday, 1st June 1971 shows 2-6-4T CP 089 (Henschel and Sohn; 1920 Factory No. 21315) waiting to depart with a train for Régua. The platform behind the loco is the interchange platform for Tamega line trains.

In 1975 David travelled on another LCGB railtour, the Douro/Sabor/Tua tour in Portugal. This photo was taken on Saturday, 22nd March 1975 on the Douro main line 1.8km northwest of Palas station on the journey to Tua. It appears that the train is doing a run past on the historic five arch, 180.9m long stone built Quebradas Viaduct ( Ponte de Quebradas). When the train came off the viaduct it immediately crossed a dirt road so it would have been a convenient place to arrange for members of the group to get off the train to take photographs. The driver would then reverse the train back across the viaduct for photographs as can be seen by the direction of the smoke. The viaduct is located on the 38.4km section of line between Juncal and Régua which opened on 15th July 1879. 2-8-4T CP 0190 (Henschel and Sohn 1924 Factory No. 19899) is pushing the train off the viaduct in order to come forward for the run past. It is preserved at Devesas station in Vila Nova de Gaia in an unrestored condition.

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The Pala Viaduct is a stone built, 190m long, six arch bridge across the Laje stream and valley. It is situated 300m east of the apeadeiro (halt) of Palas and 2km west of the station of Mosteirô. 4-6-0 CP 295 (Henschel and Sohn 1913 Factory No.12199) is reversing to do a run past with the LCGB “Corgo & Tamega Railtour” on Saturday, 23rd March 1974. David travelled on this tour and the train started from Porto São Bento station around 8am. An arrangement will have been made by the organisers for the train to stop after it crossed the viaduct, so that anyone in the group who wanted to take photos of it on the viaduct could climb down and find a suitable location

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On Thursday, 3rd June 1971, 2-6-4T CP 086 (Henschel and Sohn; 1920 Factory No. 21312) stands in the main platform at Régua with a train heading for Tua. Beautifully polished brass boiler bands, a feature of the class, are very evident in this photo. The 2-8-4T tanks didn’t have this feature which made them look rather plain. At this time the locos still retained their brass number plates fitted to the chimney. Just visible in the background is the narrow gauge track that connected the shed at the west end to the east end of the station. The red roofed building beyond the last carriage is a goods shed alongside the narrow gauge bay platforms.

It was served by a broad gauge line.

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An interesting view taken by David on Friday, 12th September 1969 looking down on 4-6-0 CP 268 (Fives-Lille 1903). It appears that David, in his search for different views of locos at Régua, found this high vantage point from an outdoor staircase of an office building on the west end of the main platform. His sequence of photos of CP 268 shows it had just come off the turntable and will work a train to Tua. Broad gauge engines on shed gained access to and from the main lines via the turntable and a spur off the main line at the extreme west end of the station complex just before the line went into a single bore tunnel. In the background on the right is an oil storage tank and beyond the cab, on metal supports, is an oil supply tank for locomotives. The pipe that supplies the oil to the tender has a drip tray underneath it.

4-6-2 Pacific CP 501 appears to be heading for the shed judging by the way the fireman is looking. Régua was roughly half way between Porto and Barca d’Alva and was the changeover point for broad gauge locomotives. It has probably worked a train from Porto São Bento and will be turned and serviced on the shed for its return working. There were only two classes of Pacific locomotive built to operate in Portugal, the 501-508 class and the 551-560 class. Both classes were fourcylinder compounds and were built by the German builder Henschel and Sohn in 1924. CP 501 (Factory No. 20435) was built for the Portuguese Government and the eight members of the class were used to work the express trains between Lisboa Rossio to Vila Nova de Gaia (Porto) but they couldn’t work into Porto Campanhã across the Douro estuary because their axle loading was too great for the Maria Pia Bridge. Also, they weren’t able to haul long trains on the climb between Caxarias and Albergaria dos Doze and double heading was therefore introduced. On April 7 1939 501 and three coaches achieved a speed between 87 and 90 mph (140 and 145 km/h) near Ovar on its record breaking journey from Gaia to Lisboa Campolide of 3hrs 9mins. The photo was taken on Tuesday, 1st June 1971.

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A view of two-cylinder simple 4-6-0 CP 284 from a public footbridge at the west end of the station beyond the shed. The spur off the single track main line on which CP 284 is standing leads directly onto the shed turntable. It looks like it is backing out of the shed to gain access to the main line and then go forward to the station to replace a loco which has arrived with a train from Porto São Bento to Barcad’Alva. In fact it is recorded that CP 284 was often seen at Barca d’Alva. 284 was one of six built by Henschel and Sohn in 1910 (Factory Nos. 10089–10094) for the Portuguese Government and numbered CP 281-286 in 1950. They were simple twocylinder locos with inside cylinders and resembled the Great Eastern Holden 4-6-0s (B12 class) if one ignores the splashers over the leading two driving wheels. The brass boiler bands and cab window frame are kept highly polished by the crew as well as the brass smokebox door handle. Photo date, Thursday 11th September 1969.

A view taken from the same location and the same day as the photo of CP 284 on the previous page but looking in the opposite direction. 4-6-0 CP 238 has just come off a train from Porto São Bento and will go forward to the tunnel mouth and then reverse onto the spur which adjoins the turntable. David’s next photo was of it on the turntable (out of view to the left) taken from this viewpoint. Contrast this photo of 4-6-0 CP 238 with that of 4-6-0 CP 284 on the previous page. CP 238 (MD No. 51) has very similar lines but is a four-cylinder compound locomotive and looks rather plain as it lacks the polished brass boiler bands and smokebox door handle of CP 284. It was built by the German company Borsig in 1904 (Factory No. 5359) for the CF do Estado’s MD division and was the first to be delivered to the MD.

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A fine study of 2-8-4T CP 0190 in Régua shed yard on Thursday, 3rd June 1971. The driver appears to be replacing the oil filler cap on the crank rod bearing. Just out of view on the left are the oil storage and refuelling tanks and to the right, the main station buildings. CP 0190 was one of ten built by Henschel and Sohn in 1924 (Factory Nos. 19890-19899) for work in the south around Lisboa. They were more powerful than the 071-097 series having larger boilers and fireboxes, bigger diameter cylinders but smaller driving wheels.

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A view of 2-8-0 CP 714 at the east end of Régua station opposite the narrow gauge platforms on Wednesday, 10th September 1969. This locomotive was part of the CP 701 - 719 series. Nineteen of these engines were built in three batches from 1912 to 1921. CP 714 (Factory No. 22710) was one of eight built in the last batch by the North British Locomotive Company of Glasgow for the Caminhos de Ferro do Estado (Portuguese Government Railway) in 1921 to work the Beira Alta and Algarve lines. These superheated locomotives had plate frames and two cylinders unlike the 2-8-0s of the CP 751 - 766 series. They were originally numbered 112 - 119.

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The construction of the broad gauge Douro Line from Régua to Tua was completed in three sections; Régua to Ferrão (15.81km) which opened on 4th April 1880, Ferrão to Pinhão (7.61km) on 1st June 1880 and Pinhão to Tua (12.99km) on 1st September 1883. The main line station at Tua was built on a long narrow strip of land running west to east which was cut out of the hillside high above the north bank of the Douro river. As previously mentioned, the station platform and buildings were shared with the narrow gauge line to Bragança. Adjacent to the main station, on the south side was a narrow platform served by a loop line and next to this was a line with a small wooden goods shed (virtually opposite the station buildings) for local freight. At the east end of the station platform was a large goods shed sandwiched between two broad gauge lines on its southern side and a narrow gauge line on its northern side. The narrow gauge line had a wagon turntable sited between the east end of the station platform and the west end of the goods shed. Across from this was a wagon turntable on the nearest of the two broad gauge lines alongside the goods shed. A very short section of mixed gauge track joined these two turntables and on a raised platform on the goods shed side was a hand operated crane to load or unload either a narrow or broad gauge wagon. On Friday, 12th September 1969, inside cylinder 4-6-0 CP 284 (Henschel and Sohn 1910 Factory No. 10092) has shunted some wagons into one of the two lines alongside the large goods shed whose red roof is visible above the wagons. It will then pick up its carriages which it left in the station platform and head off for Pocinho and Barca d’Alva.

A view at the west end of Tua station on Thursday, 3rd June 1971, shows 2-8-0 CP 709 waiting to depart with a freight train for Régua. The tracks on the right lead to the small goods shed opposite the station. The track to the left of CP 709 is the narrow gauge line from Bragança which runs into the north side of the main station platform. CP 709 was one of five built in the second batch by Berliner Maschinenbau-Actien-Gesellschaft vormals L. Schwartzkopff of Berlin in 1913. They were the second most powerful engines working when David took this photo and used almost exclusively on heavy freight trains. The most powerful were the 2-8-0s of the CP 751-766 series.

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Another fine study of a locomotive, this time two-cylinder 4-6-0 CP 294 stood at the head of its train on the main platform line at the east end of Tua station.

CP 294 (Factory No. 12198) was built by Henschel and Sohn in 1913 for the Caminhos de Ferro do Estado (CFE), a Portuguese Government organisation. Behind CP 294 is the large interchange goods shed referred to on the previous page and the two broad gauge lines that serve it. Behind the first van in the train are the wagon turntables and the hand operated crane also mentioned previously. The platform in the bottom left corner of the photo is part of the small wooden goods shed for local freight traffic.

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The inside cylinder 4-6-0s of the CP 281 - 286 series were a common sight working trains between Régua and Pocinho. After David photographed 2-8-0 CP 709 heading west in this location, his next photograph on Thursday, 3rd June 1971 was of CP 282 (Henschel and Sohn 1910 Factory No.10090) approaching Tua station with a misto from Régua. The narrow gauge track at the foot of the rocky cliff is the Bragança line which has already begun its rising gradient. The donkey is well laden with two sacks and a fully loaded basket as well as having to carry the owner. This was a not uncommon sight in the 60s and early 70s in the rural regions of Portugal.

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An interesting view at Tua station looking up the Douro valley towards a very distant Pocinho. The photo was taken by David on Thursday, 27th March 1975.

The main station platform with roof over the main concourse is on the extreme left and the building opposite is the small wooden goods shed for local freight.

Behind this building and the white fence was a narrow road providing access to the goods shed. In the far distance on the left of the main line is a train of goods wagons being shunted into one of the two lines adjacent to the large interchange goods shed. Two-cylinder 4-6-0 CP 291 (Factory No. 12195), the first of the 291 - 296 series, appears to have stopped on the line serving the wooden goods shed. This is the 16.00 train from Pocinho to Régua, a misto as there are two silver carriages at the rear. Standing on the narrow platform are two groups of interesting articles, probably to be loaded on to the next train.

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A view from the train on which David travelled from Pocinho to Tua, sometime towards the end of March 1974. It was the 10.40 misto from Barca d’Alva. He managed to take six photos from the carriage in which he was travelling. In this view the train, hauled by 4-6-0 CP 292 has just passed Ferradosa and is crossing the Douro river on the Ferradosa Viaduct. This viaduct has now been replaced by a newer one in which the railway line runs through a lattice cage structure supported on concrete pillars.

About 2km after Ferradosa, David took this photograph. It shows how the line clings to the cliffside of the Douro valley and that a ledge was cut into the rocks to form the trackbed. Today the water level is maintained about a metre below the trackbed as a result of the construction of the Valeira Dam which was completed in 1976. Until the construction of the 5 Dams on the Douro river between 1972 and 1985, the river was virtually unnavigable. Now the waters have been tamed and boats can travel from Foz in Porto to Barca d’Alva.

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This was the last photograph that David took from the train before it arrived in Tua, some 7km down the line. The train has only travelled about 800m since David’s last photo on the previous page. The tunnel is about 600m in length and the last one of any significant size before Tua. It’s impossible to imagine the conditions that the navvies would have had to endure when blasting through that rock in the creation of the tunnel in 1886. It is still possible to travel on this section of line today, but not hauled by a steam engine, as the Douro Historic Train only operates between Régua and Tua. However, passengers making this trip would see the Valeira Dam which is just round the bend in the river and opposite the tunnel exit as well as the higher water level.

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4-6-0 CP 295 (Henschel and Sohn 1913 Factory No. 12199) is waiting at Pocinho station with a mixed train (misto) for Tua and Régua in late March 1974. The station at Pocinho opened on 10th January 1887 when the 31.68km section of line from Tua was completed. It is situated on the south bank of the Douro river in a roughly southwest - northeast direction. As can be seen in the photo, the three storey station buildings are large and impressive and there is a roof over the main platform area. The wide island platform is separated from the main platform by two broad gauge lines. It was an important interchange platform for passengers using the Sabor line. The broad gauge line in the bottom left corner of the photo becomes mixed gauge at the platform and was the only platform access for the Sabor line trains.

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At the northeast end of the station complex, just beyond the platform end, stand a pair of Henschel 4-6-0s. CP 282 (Factory No. 10090) is the older of the two by three years, being built in 1910. Built with inside cylinders, contrast it with the other locomotive which has smoke deflectors and outside cylinders. This is one of the 291 - 296 series and more powerful than the 281 - 286 series as a result of their larger diameter boilers and cylinders They are stood on the main line to Barca d’Alva and the frontier with Spain which opened on 9th December 1887 although the 9.06km section to Côa opened seven months earlier. Interesting in this view is the ramp on the left which was used to transfer narrow gauge wagons, coaches and engines onto broad gauge wagons for transfer to the works in Campanhã when they couldn’t be repaired in the small workshops here in Pocinho. Out of view to the left are the engine shed/works, carriage shed and the narrow gauge Sabor line to Duas Igrejas-Miranda.

A wonderful study of this typically French De Glehn du Busquet four-cylinder compound. CP 268 was one of twelve built for the Government owned South Eastern of Portugal Railway (SeS or Companhia dos Caminhos de Ferro do Sul e Sueste) by French locomotive builder Compagnie de Fives-Lille between 1898 and 1903.

Originally numbered 61 to 72, they were renumbered by the CP in 1950 to CP 261 to 272. CP 268 was one of the last batch of five built in 1903. They were almost identical in appearance to the French C F du Nord 3.078 - 3.354 series (SNCF 231.A 1 - 277) having identical high and low pressure cylinder sizes, same size driving wheels but a smaller boiler and therefore a slightly lower tractive effort. CP 268 is waiting to depart Pocinho with a long mixed train (misto) for Régua. In order to have the three coaches at the rear of the train standing in the platform, the engine ended up opposite the largest of the two goods sheds previously described!

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CP 211 of the CP 211-215 series was photographed by David out of service in the shed yard at Pocinho on Wednesday, 2nd June 1971. Partially visible behind it is 0-6-2T tank CP 012. CP 211 was one of five four-cylinder compounds built by Henschel and Sohn in 1924 (Factory No. 19828) for the Companhia da Beira Alta (Portuguese Railway Company of Beira Alta) who operated the main international line from Pampilosa on the Linha do Norte to Vilar Formoso close to the border with Spain. The Beira Alta numbered it 61 in their 61-65 series and in 1950 the CP numbered it CP 211. There was also an earlier batch of five built by the same company for the Beira Alta in 1909 numbered 51-55 (CP 201-205). CP 211 is preserved in store at Pamphilosa. CP 012 0-6-2T was one of two built by Hanomag of Hanover, Germany, in 1902 (Factory No. 3808) for operation on the Minho and Douro lines where it carried the number MD18. It is stored at Entroncamento.

LINHA DE LEIXÕES - THE LEIXÕES LINE (CONTUMIL TO LEIXÕES) The broad gauge Leixões line (Linha do Leixões or Linha de Cintura do Porto) started at Contumil station on the Linho do Minho and ended at the port of Leixões in Matosinhos. The line was single track but stations were constructed for double track. One of the steepest gradients on the Portuguese railway network is on the section of line between Contumil and São Gemil. The line is located to the north of the narrow gauge line from Senora da Hora to Leixões which had opened on 16th November 1891 to goods traffic and on 7th May 1893 to all traffic. The Leixões line opened in two sections.The first section from Leixões-Serpa Pinto to Leixões, a distance of 3km opened on 20th July 1938 and the second section of 19.93km from Contumil to Leixões opened on 18th September 1938. At the same time a short line of 3.81km to Ermesinde from a junction at São Gemil on the Contumil - Leixões section was also opened. The opening of the Leixões line allowed the Port of Leixões to fully assume its function as a major port as the narrow gauge line to Leixões imposed restrictions on freight operations. The closure of the narrow gauge line from Senora da Hora in 1965 was no doubt the result of these limitations and the success of the broad gauge line in its freight operations. The top photo was taken by David whilst travelling on the LCGB “Minho and Vouga” railtour on Saturday, 24th March 1973. The train had originated at Porto São Bento earlier in the morning. 2-6-4T CP 075 (SLM 1916 Factory No. 2568) is waiting to depart from Leixões station but its destination is unfortunately unknown. The bottom photo was taken the following year whilst David was travelling on the LCGB “Corgo and Tamega” railtour. 2-8-4T CP 0184 (Henschel and Sohn 1924 Factory No 19894) is waiting to depart for Porto São Bento on Sunday, 24th March 1974.

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RÉGUA SHED Two views of the shed area at the western end of Régua station. The first was taken on the 11th and the second one on the 12th of September 1969. The term shed is a bit of a misnomer as there wasn’t a building to house the locomotives.

The whole area was an open array of broad gauge and mixed gauge tracks, mixed gauge turntable, watering point, facilities for coaling and tanks for fuel oil storage and delivery. In the top view, 4-6-0 CP 238 built by Borsig in 1904, is being turned manually by the crew and will shortly reverse into the second line in front of the 2-4-6-0T Mallet tank. Behind the tender of CP 238 is a 4-6-0 of the CP 281-286 series and beyond that on this mixed gauge line is another 2-4-6-0T Mallet tank of the series E201-E206 which appears to have just had its coal bunker filled from the adjacent pile of coal. Standing between the small white building which was for enginemen and the oil refuelling tank on a mixed gauge headshunt, is a rather clean 2-4-6-0T Mallet tank. In the above photo CP 238 is now on one of the dual gauge radial tracks around the turntable awaiting its next duty as is the 2-4-6-0T Mallet tank to the right which is also standing on mixed gauge tracks. The locomotive partially in view in the bottom left corner is 4-6-0 CP 284 which David photographed on the turntable and exiting the yard in his next two photos. The photo below is a view taken from an outdoor staircase at the end of an office building on the west end of the station platform. In the foreground are the four broad gauge lines and a narrow gauge line leading off the turntable which enables narrow gauge engines to access the east end of the station where trains to Chaves would arrive and depart.

The locos in view are, from left to right; CP 268, a 2-4-6-0T Mallet tank, a 2-8-4T of the CP 0181-0190 series, a 2-8-0 four-cylinder compound of the CP 751-766 series with high running plate and taper boiler, a possibility being CP 754 which was a regular on the line. Last of all is a 4-6-0 of the CP 221-252 series.

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When steam finished on British Railways in August 1968 many enthusiasts looked to continental Europe as the nearest source of steam operated railways. It was therefore not surprising that such an enthusiast as David Veltom made his first visit to Portugal in 1969. This book, through a selection of David’s many photographs, portrays the steam operation of the Narrow and Broad Gauge Railways of the Camino de Ferro Portugueses (CP) up to his last visit in 1975.

Many of the different classes of steam locomotives are depicted at ISBN 978-1-913893-67-5 stations both large and small, depots and in beautiful scenery.

Detailed captions accompany the photographs.

£17.50