Few dates in the history of the Beira Baixa Line were as significant as 5 and 6 September 1891. The visit of King Carlos and Queen Amélia to Castelo Branco and Covilhã turned the opening of the new railway into a major event for the entire region.
The arrival of the railway aroused great expectations. In a region defined by long distances and difficult communications, the new line represented far more than a means of transport: it promised to bring markets closer, ease travel and create the conditions for greater prosperity.
This article draws on the contemporary press to reconstruct the days leading up to the opening, the organisation of the first services and the specifically railway aspects of the royal journey.
Construction had begun in December 1885 and proceeded in three main sections: Abrantes–Ródão, Ródão–Covilhã and Covilhã–Guarda. The undertaking comprised some 212 kilometres of railway, nine tunnels and dozens of bridges. At the height of the works, approximately 15,000 people are believed to have been employed on the project.
By the summer of 1891, the sections between Abrantes and Covilhã were complete and ready for the first trains.
An opening with several dates
The opening was at one stage planned for 15 August 1891, but the inspection programme delayed the timetable. Between 9 and 12 August, a government commission travelled over the new line to inspect the bridges and other engineering works, accompanied by engineer António de Vasconcellos Porto, director of construction.
“It is likely that the new railway from Alferrarede to Covilhã will not yet open to public traffic on the 15th of this month, but rather during the coming month of September.”
Diário Illustrado, 6 August 1891
Once the inspection was complete, new dates were suggested: 25 August or the first days of September. At the same time, reports spread that the royal family might take part in the ceremonies.
On 23 August, representatives of the municipal councils of Castelo Branco and Covilhã travelled to Lisbon to formally invite King Carlos. They were received at Sintra the following day. The King accepted the invitation and the principal date was fixed: 5 September.
“His Majesty the King accepted the invitation, thanking those municipalities for their courtesy. The inauguration will take place on 5 September.”
Diário Illustrado, 25 August 1891
1 September
Provisional opening to traffic, limited to the fast-traffic category.
5 and 6 September
Royal journey, celebrations in Castelo Branco and Covilhã, and the running of special trains.
7 September
Full opening of regular passenger and goods services.
Stations, fares and the first timetables
The section initially opened included, among others, the stations at Alferrarede, Alvega-Ortiga, Belver, Barca da Amieira, Fratel, Vila Velha de Ródão, Sarnadas, Castelo Branco, Alcains, Lardosa, Castelo Novo, Alpedrinha, Penamacor, Fundão, Tortosendo and Covilhã. There were also halts at Mouriscas, Vale de Prazeres, Alcaide and Alcaria, although Mouriscas and Alcaria did not enter service immediately.
“It comprises the stations of Alferrarede, Alvega-Ortiga, Belver, Barca da Amieira, Fratel, Ródão, Sarnadas, Castelo Branco, Alcains, Lardosa, Castelo Novo, Alpedrinha, Penamacor, Fundão, Tortosendo and Covilhã.”
Diário Illustrado, 4 September 1891
The Covilhã–Guarda section was also well advanced, but the financial crisis of 1891–1892 slowed the works and brought construction to a halt during 1892. The section would not open until 11 May 1893. The projected Monte Barro chord connecting with the Beira Alta Line was never built.
Lisboa–Covilhã
From Santa Apolónia, fares were 5$980 in first class, 4$660 in second and 3$330 in third.
From Rossio
Fares were slightly higher: 6$120, 4$770 and 3$410 respectively.
Daily service
Two up and two down passenger trains, together with one goods train in each direction.
First advertised timetables
| Service | Route | Time |
|---|---|---|
| Passenger | Abrantes → Covilhã | 14:25 and 00:45 |
| Passenger | Covilhã → Abrantes | 05:30 and 17:00 |
| Goods | Abrantes → Covilhã | 08:45 |
| Goods | Covilhã → Abrantes | 09:15 |
The first day of operation
The provisional opening took place on 1 September 1891. On that day only the fast-traffic service began, with one train in each direction.
At several stations, goods had been accumulating for days while awaiting the opening. At Covilhã, newspapers reported large quantities of wool ready to be forwarded over the new line.
“It is reported that a large quantity of traffic is awaiting the opening of the railway at Covilhã, particularly bales of wool.”
Diário Illustrado, 20 August 1891
Curiosity drew large crowds to the stations to watch departures and arrivals. In Castelo Branco and Covilhã, preparations for the royal visit created unusual activity. Police officers, soldiers, carriages, horses, servants and musicians arrived from Lisbon.
5 and 6 September: the royal journey
On the morning of 5 September, the royal train left Sintra at 08:15, with arrival at Castelo Branco scheduled for 15:40. Journalists and guests departed Rossio on a special train to Benfica, where they transferred to the royal train.
“The royal train, conveying Their Majesties and the rest of the entourage, leaves Sintra today at 8.15 in the morning and is due to reach Castelo Branco at 3.40 in the afternoon.”
Diário Illustrado, 5 September 1891
The journey used the Lisbon Cintura Line, opened that same day together with Braço de Prata station. The formation included the royal saloon, a saloon for ministers, the railway management saloon, a restaurant car, several coaches for guests and two vans.
“Their Majesties’ saloon, ministers’ saloon, railway management saloon, restaurant, coaches for the guests and two vans.”
Diário Illustrado, 4 September 1891
The royal and ministerial saloons were probably vehicles Sy3, Sy4 and SRyf 2, acquired in France from Desouches David and later incorporated into the Portuguese Presidential Train. The management saloon may have been Syf 1, now preserved at Valença.
The train called at Benfica, Olivais, Santarém, Entroncamento, Tramagal, Abrantes, Alvega-Ortiga, Belver, Fratel and Vila Velha de Ródão. The longest stop was at Entroncamento, where lunch was served to the royal family and their entourage.
On 6 September, the train left Castelo Branco at noon, calling at Alpedrinha, Penamacor, Alcaide, Fundão and Tortosendo. It reached Covilhã at about three o’clock in the afternoon.
Special trains for the public
| Date | Route | Outward | Return |
|---|---|---|---|
| 5 September | Abrantes–Castelo Branco | 10:45–14:35 | 23:00–02:35 |
| 6 September | Abrantes–Covilhã | 06:30–14:10 | 23:00–06:35 |
The press estimated passenger traffic at around 8,000 over 5, 6 and 7 September. The figure may have been exaggerated, but it gives an indication of the scale of the crowds.
The royal family began the return journey from Covilhã at midnight on 7 September. The train reached Rossio at about 11:30 on the 8th, using the royal reception rooms of the new central station for the first time; the station itself had opened only three days earlier.
The celebrations in Castelo Branco and Covilhã were described enthusiastically. Monarchist newspapers extolled the reception given to the royal family, while republican papers preferred to emphasise popular enthusiasm for the arrival of the railway.
The inaugural locomotive
Contemporary newspapers help resolve a question that remained uncertain for many years: which locomotive hauled the royal train between Abrantes and Covilhã?
“From Abrantes to Covilhã the train will be hauled by engine 009, a condensing locomotive, which is due to leave for there today.”
Diário Illustrado, 4 September 1891
Diário Illustrado reported that, as far as Abrantes, locomotives of the 90 series would be used double-headed. From there, the train would be entrusted to “engine 009, a condensing locomotive”.
There was no locomotive numbered 009 in Portugal. There was, however, the 09–026 series, built by Beyer Peacock of Manchester between 1890 and 1891. These tank locomotives were fitted with condensing equipment for services from Lisbon to Cascais, Sintra and Sacavém, a feature of particular value in the Rossio tunnel.
A Vanguarda confirmed that, beyond Abrantes, the royal train was hauled by a condensing locomotive. The reference to “009” was therefore most probably a typographical or journalistic error. The locomotive used for the inauguration was, in all likelihood, CP 09.
“Beyond Abrantes, the royal train was hauled by a condensing locomotive.”
A Vanguarda, 5 September 1891
The choice, although unusual, was entirely plausible. It was a relatively new locomotive with good tractive effort for a heavy train and reduced exhaust nuisance — an advantage on a journey during which the royal family frequently appeared at carriage windows and on station platforms.
Moreover, the return journey would terminate at Rossio, making the class particularly well suited to working through the tunnel.
The surviving documentation makes it possible to discount the long-standing tradition that CP 135, now preserved at the National Railway Museum, hauled the inaugural train.
The significance of No. 135 nevertheless remains undiminished. The locomotive played an active part in the construction of the line and is believed to have been the first engine to reach Castelo Branco, on 14 July 1889.
Those days in September 1891 became a defining moment for Beira Baixa: a railway, political and popular celebration that marked the region’s entry into a new era of communications.
Text adapted and revised from the original article by Ricardo Barradas, published in O Foguete, No. 27, in 2014.