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Michel Cotte

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TWO CASE STUDIES IN HERITAGE AND VALORIZATION OF ANCIENT MOUNTAIN RAILWAYS IN FRANCEDOIS CASOS DE VALORIZAÇÃO DE PATRIMÓNIO FERROVIÁRIO DE ANTIGAS LINHAS DE MONTANHA EM FRANÇA

Michel Cotte (U. Nantes, France França)

Michel COTTE is emeritus professor of History of Technology at the École polytechnique of the University of Nantes (France), where he was director of the Institut de l’Homme et de la Technologie.His historical researches initially focused upon the introduction of the Industrial Revolution in France early 19th C, especially for civil engineering and transportation equipments and industries. He studied the concept of technology transfer and adaptation to new contexts that based sometime innovations. His PhD studied the !"#$%&''#(!)&#'*%#+%,!$-%./01&'%21$&'0%)3/%4567*%+#$%*1*8/'*&#'%9$&20/*%:-!9;/%9<%='/%>&$/*?%!'2%$!&;>!<*%

(line of mountain railways, tubular boiler). He studied the social context of rising for new professional catego-ries like civil engineers and private contractors in French regional context, which based a critic of the classi-cal model of the “state managed development” of industry in France. He pursued his researches by studying the circulation of technical ideas at large scale during 19th C as base of technical and industrial initiatives.His teaching works for education of young engineers led him to have great interest in links between past and present technologies, especially for applying modern tools of engineering as design assisted by digital graphics to re-conception of machines of the past-times. It is now an important subject of joint-researches between mechanics, history of technology and digital sciences.In parallel to his academic activities, he worked for the ICOMOS (International Council for Monuments and Sites) from the 1990s as expert for civil engineering heritage and hydraulic works in context of the World Heritage UNESCO Convention. He is currently advisor for the evaluation of applicant sites for the World Heritage List.

Michel Cotte é professor emérito de História da Tecnologia na Escola Politécnica da Universidade de Nantes, onde foi diretor do Institut de l’Homme et de la Technologie. O seu trabalho de investigação tem-se focado nas questões do advento da revolução industrial, especialmente nos domínios da engenharia civil, dos equipamentos industriais e de transporte, onde estudou as principais inovações de Marc Seguin nos anos de 1820 em pontes suspensas (com cabos de pequena espessura) e caminhos de ferro (linhas de #')!'3!*@%-!;2/&$!*%)191;!$/*?@%!**& %-# #%!%/ /$0A'-&!%2/%'#(!*%-!)/0#$&!*%8$#=**&#'!&*%-# #%#*%

engenheiros civis e empreiteiros no contexto regional francês (o que fundamentou uma crítica ao modelo clássico de desenvolvimento liderado pelo Estado em França). Estudou a circulação em grande escala de ideias técnicas, durante o século XIX, como fundamento de iniciativas técnicas e industriais.Na educação de novos engenheiros interessou-se pelas ligações entre as novas e antigas tecnologias, especialmente na aplicação de modernas ferramentas digitais na reconcepção de máquinas antigas, tema que é atualmente objeto de investigação multidisciplinar entre a mecânica, a história da tecnologia e as ciências digitais.Colaborador da ICOMOS, desde os anos 1990, como especialista em património de engenharia civil e obras

Railroads in historical context: construction, costs and consequences

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de hidráulica na convenção do património mundial da UNESCO. Consultor para a avaliação de pedidos de -;!**&=-!BC#%2/%8!)$& D'&#% 1'2&!;%8/;!%EFG.HIJ

Abstract ResumoThe two examples I intend to present have similarities but also deep differences both for history, technology and tourism management. All together are coming from the early 20th Century and aimed to help local development by modern transportation railways. They share the metric gauge, a unique track and strong slopes. They also tried to bear local completion for the national network at normal gauge trough hills and mountainous countries. However, others issues are different and sometimes opposite. That bases possibilities of comparisons.K3/%=$*)%#'/%&*%)3/%LK$!&'%M!1'/N%;&'/%&'%)3/%O$/'-3%P<$/'//*%-;#*/%)#%)3/%.8!'&*3%

border. It reaches a summit level close from 1500 m and till today it remains the highest railway line in France. Civil engineering and technical choices were ambi-tious from the design times: innovative line design, exceptional bridges from great engineers (Séjourné, Gisclard), and a very interesting electrical powering solution by DC supplied by a hydraulic power station from the early 20th C. It was a reference project for the Midi Co, one of the major companies in France at that time, and that started Pyrenees tourism for European bourgeoisie by modern railway and “Grand Hotel” of Fond Romeu, built by the same Midi Co. Till today and through a complex *#-&!;%3&*)#$<@%K$!&'%M!1'/%$/ !&'*%!%;&'/% !'!0/2%9<%)3/%+! #1*%O$/'-3%F!)&#'!;%

Co: SNCF, and the owner of the line is also a French National Co: RFF. It is now a major touristic line with important heritage values both for civil engineering and for rolling stock. Cultural landscapes of the railway in mountain context are exceptional. Touristic development projects are based upon involvement of Department (Pyré-nées-Orientales) and Region Languedoc-Roussillon, trough the regional railway traf-=-%8$#0$! %>&)3%.FHOJ%K#1$&* %#$0!'&Q!)&#'%!;*#%&'(#;(/*%!%R/0&#'!;%P!$S%-/')/$/2%

on the railway line, for cultural and natural heritage preservation and management of the surroundings. It is ruled by Region Languedoc-Roussillon, with involvement of 2/8!$) /')!;%$/8$/*/')!)&(/*%!'2%;#-!;% 1'&-&8!;&)&/*J%K$!&'%M!1'/%&*%#'%)3/%O$/'-3%

tentative List for the UNESCO World Heritage.The second one is the “Chemin de fer du Vivarais”. It looks like a typical local project, at the same historical period of the Third Republic, using steam power and narrow gauge. The builder and ruler of the line was the local Department (Ardèche) 0!)3/$&'0%!'%/T-/8)&#'!;%='!'-&!;%/++#$)%)#%8$# #)/% #2/$'&)<%)$#103%$!&;>!<%)$!'*-portation among the steep and mountainous region of the Eastern Massif central. This departmental network made links from the Rhone Valley to the Plateau by around 130 km of tracks with two sections and a junction station at Le Cheylard. Such public line management could not run beyond the years of automobiles, at the

Michel Cotte

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turn of the 60s. At that time, a deal was contracted with an association of ancient railway workers and engineers from the region loving steam-engines and experts in their technical maintenance. Touristic development started there for a limited part #+%)3&*%;#-!;%'/)>#$S%:U7%S ?@%$1;/2%9<%)3&*%'#'V8$#=)!9;/%#$0!'&Q!)&#'J%K3&*%;#'0%

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problems, the Association stopped its activities (2008-2009). Comeback of local mu-'&-&8!;&)&/*%!'2%2/8!$) /')%&*%'#>%0!)3/$&'0%='!'-&!;%*#;1)&#'*%+#$% !&')/'!'-/@%!'2%

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society under public contract. Heritage attributes are also very interesting for the rolling stock, one of the most important in France for metric gauge, and for natural landscapes of “Gorges du Doux”, the local river.

Os dois casos têm semelhanças, mas também diferenças importantes, sob os pontos de vista de história, tecnologia e gestão de turismo. Ambos tiveram origem no início do século XX, e contribuíram para o desenvolvimento local com meios de transporte modernos. Ambos são vias métricas, de uma só via e com declives acentuados. Também ambos tentaram completar redes nacionais de via normal, através de regiões montanhosas. Mas outras características são diferentes e por (/Q/*% /* #%#8#*)!*J

I%8$& /&$#%-!*#%X%#%LK$!&'%M!1'/N%:-# 9#&#%! !$/;#?%'#*%P&$&'X1*%+$!'-/*/*@%8$DT&-mo da fronteira espanhola. Atinge um nível próximo dos 1500 metros e continua a ser, até hoje, a linha de caminho de ferro a maior altitude em França. Am obras de engenharia civil e as escolhas técnicas eram ambiciosas, desde o seu projeto: um projeto de linha inovadora, pontes excepcionais por grandes engenheiros (Séjour-né, Gisclard) e uma solução muito interessante de energia eléctrica, em modo de corrente contínua, fornecida por uma estação hidráulica de produção de energia do início do século XX. Foi um projeto de referencia para a Midi Co, uma das maiores empresas da altura em França, que iniciou o turismo nos Pirinéus, para a burgue-sia europeia, através de um caminho de ferro moderno e do Grande Hotel de Fond Romeu, construído pela mesma Midi Co. Hoje em dia, e depois de uma complexa 3&*)D$&!%*#-&!;@%#%K$!&'%M!1'/%-#')&'1!%!%*/$%1 !%;&'3!@%#8/$!2!%8/;!%+! #*!%-# -panhia nacional francesa de caminhos de ferro (SNCF). O dono da linha é também uma empresa francesa (RFF). É hoje uma importante linha turística com importan-tes valores de património, quer de engenharia civil como de material circulante. As paisagens culturais do caminho de ferro no contexto da montanha são excepcio-nais. Os projetos de desenvolvimento turístico envolvem o Departamento dos Piri-néus Oriental e a Região do Languedoc-Roussillon, com um programa de trafego


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sobre a linha, para preservação do património natural e gestão do ambiente. É geri-do pela Região do Languedoc-Roussillon, com o envolvimento dos departamentos $/8$/*/')!)&(#*%/%2/% 1'&-[8&#*J%I%K$!&'%M!1'/%/*)\%'!%;&*)!%8$/;& &'!$%2!%EFG.HI%

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O segundo caso é o caminho de ferro de Vivarais. É um típico projeto local, do mesmo período histórico (Terceira República), movido a vapor e de linha estreita. O construtor e dono da linha foi o Departamento local (Ardèche) através de um esforço ='!'-/&$#%/T-/8-&#'!;%8!$!%8$# #(/$%!% #2/$'&2!2/%!)$!(X*%2#%)$!'*8#$)/%+/$$#(&\-rio nas regiões montanhosas do Maçico Oriental. Esta rede departamental ligava o vale de Rhone ao planalto através de cerca de 130 quilómetros de linhas com duas secções e uma estação de entroncamento em Le Cheylard. Um linha pública desta '!)1$/Q!%'C#%8#2/%$/*&*)&$%!#*%!(!'B#*%2#%!1)# D(/;@%8#$%(#;)!%2#*%!'#*%]7J%F/**!%

altura foi feito um acordo com uma associação de antigos trabalhadores ferroviários e engenheiros da região interessados em máquinas a vapor e ainda técnicos de manutenção das linhas. Iniciou-se um desenvolvimento turístico numa parte limitada 2/*)!%$/2/%;#-!;%:U7%S ?@%0/$&2#%8#$%/*)!%!**#-&!BC#%*/ %='*%;1-$!)&(#*J%G*)/%;#'0#%

e prudente programa de desenvolvimento turístico teve uma história interessante, !)X%!8!$/-/$/ %2&=-1;2!2/*%8#$%(#;)!%2#%!'#%6777J%H# %2&=-1;2!2/*%='!'-/&$!*%

e enfrentando problemas cruciais de manutenção, a associação cessou as suas atividades (2009). Os municípios locais e o departamento estão agora a tentar uma *#;1BC#%='!'-/&$!%8!$!%!% !'1)/'BC#@%/%!%8$/8!$!$%1 !%$/#$0!'&Q!BC#%Z1/%8/$ &)!%

recomeçar a exploração desta linha turística por uma nova sociedade privada sob contrato público. O material circulante tem um alto valor patrimonial, entre o melhor em França com via métrica, e as paisagens locais do Georges du Doux, o rio local, são muito interessantes.

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Two case studies in heritage

and valorization of ancient mountain

railways in France

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&'!!W-17*/1G!already mentioned, &##aC

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Michel Cotte

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Michel Cotte

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51I83.!/1+)-63+3*0G!/72!3+!0**?0!7-,!/I/72-7*2!/0!0)-6+!+*6?!56-D*.+C

II- THE COMPLEX SURVIVAL OF CHEMIN DEFERDU VIVARAIS

TO ITS BRILLIANT PUBLIC SERVICES

(ARDECHE AND HAUTE-LOIRE)

Geographical and historical contexts

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+3-7/8!563-63+<!,/0!@-6!+)*!Q-6+)RT-1+)!.-6632-6!-@!+)*!P)-7*!A/88*<C!M-,*B*6G!

,*!?10+!7-+3.*!+)30!A3B/6/30c!6*E3-7!,/0!@-6?*68<!37B-8B*2!37!37210+63/8!56--

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k*053+*! 3+0! 23B*603[*2! *.-7-?3.! /.+3B3+3*0G! +)*! A3B/6/30! 6*E3-7! 6*?/37*2!

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20!!=3.)*8!>-++*G!K#*/?!&H*"#*.(*$O:!.1)&!%*&%"1')$&#..#555+*;bPG!P*77*0!'%%"C

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Michel Cotte

!$&U

-@!&#+)!.*7+16<!+-,/62!+)*!,*/8+)<!0166-17237E0!-@!P)-7*!A/88*<G!O<-7!6*E3-7!

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)1?/7!/72!E*-E6/5)3./8!@*/+16*0G!/3?37E!+-!-5*7!15!+)*!?-17+/37-10!A3B/6/30!

I-+)!@-6!2*B*8-5?*7+!-@!/E63.18+16*!/72!37210+6<G!/72!+-!-5*7!+)*!616/8!5-518/-

+3-7!+-!?/6H*+!-55-6+173+3*0C

()*![60+!56-D*.+!@-6!/!2*5/6+?*7+/8!6/38,/<!7*+,-6H!/55*/6*2!/+!*/68<!+3?*0!

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7**60!,/0!*7-6?-10!/72!+)*!;O=!>-24G!,3+)26*,!L13.H8<!@6-?!+)*!8-./8!>-C

From the project to the construction of a interdepartmental railway net-

work (1883-1903)

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Histoire du Vivarais, ;63B/+G!(-18-10*!&#``C

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?VC!()*!23@@*6*7.*!-@!8*B*8!@6-?!O/!A-18+*!30!.8-0*!+-!&%%%!?G!03?38/6!+-!Train

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@6-?!?/K3?1?!-@!"%!5*6!+)-10/72C!()*!837*!51601*2!/?-7E!+)*!A*8/<!;8/+*/1!

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5*7*2!37!&#%"G!@-6!/6-172!&i%!H?!-@!837*026C

'U!!W-j-7G!already mentioned, &#a$d!>)-8B<G!Already mentioned, &#``C

26!!W*D13!/72!/8G!already mentioned, '%%`C

Michel Cotte

!$&a

History of uses from early times to the public line closure (1891-1968)

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-6E/73j/+3-7!/72!+-!/556*.3/+*!+*.)73./8!23@[.18+3*0!@-6!+6/.+3-7!I<!0+*/?!*7E37*!

-7!01.)!?-17+/37!7*+,-6H!/+!7/66-,!E/1E*!,3+)!08-5*0!/6-172!'%!5*6!+)-10/72!

37!O*!k-1K!\-6E*C!4+!,/0!/80-!/!5*63-2!+-!-I0*6B*!+)*![60+!*.-7-?3.!/72!0-.3/8!

*@@*.+0!-@!6*E18/6!+6/705-6+/+3-7!I<!+6/37!I-+)!@-6!5/00*7E*60!/72!E--20C!4+!,/0!

6*/88<!/7!-5*737E!15!@-6!+)*!+,-!?*231?!.3+3*0!-@!O*!>)*<8/62!/72!O/?/0+6*G!

-@@*637E!5-003I383+3*0! +-!E-!*/03*6! +-! +)*!P)-7*!A/88*<G!*CEC!/+! 3723B321/8!0./8*!

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2-?*0+3.!@1*8G!/72!@-6!+)*!.-/8?37*0!E/88*63*0!-@!T/37+R:+3*77*!.-17+6<C

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'a!!>)-8B<G!already mentioned, &#``C

F3E16*!a!R!f7!-@!+)*!@/?-10!=/88*+!T+*/?!:7E37*!%"%R!%"%!5-,*637E!/!8-7E!>FA!+-1630+3.!

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Vivarais .-17+!-@!3+0!616/8!I/0*0!/72!3+0!5*635)*6/8!6-8*!@-6!37210+6<C!47!5/6/88*8G!

+*.)73./8!?-2*673j/+3-7!-@@*6*2!7*,!23*0*8!*7E37*0G!/2/5+*2!@-6!83++8*!71?I*6!

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2*[.3+0! 56-I/I8<! /55*/6*2! /+! +)/+! +3?*C!M-,*B*6!>Fk!,/0! 7-+! 37B-8B*2! 37+-!

+)*!&#"a!7/+3-7/83j/+3-7!/72!7*,!TQ>FG!83H*!/88!+)*!372*5*72*7+!?*+63.!E/1E*!

6/38,/<!.-?5/73*0C!4+!6*?/37*2!/!83++8*G!30-8/+*2!.-?5/7<!,3+)!83?3+*2!5-003I383-

+3*0!-@!)*85!I<!2*5/6+?*7+0G!?-6*!/,/6*!+-!2*B*8-5!6-/20!+)/7!6/38,/<0!/+!+)/+!

+3?*"%C!()*!5-0+R,/6!6*B3B/8!,/0!0)-6+G!5*6)/50!,3+)!0-?*!*K.*5+3-70!83H*!,--2!

'`!!J7/+-8*!=/88*+G!Evolution pratique de la machine a vapeur, ;/630!&#%`C

'#!!W*D13!/72!/8G!already mentioned, '%%`C

"%!!4+!,/0!/!5*63-2!-@!37+*703B*!3?56-B*?*7+!-@!/7.3*7+!*/6+)!,/<0!I<!+/6637EC!J62*.)*!,/0!,3+)!

>-603./G!-7*!-@!+)*!F6*7.)!2*5/6+?*7+!)/B37E!+)*!?-0+!2*70*!?-17+/37!6-/2!7*+,-6HG!,3+)!)3E)*0+!

Michel Cotte

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IW""H&V+5"$2-"$,4"already mentioned, NCCZ>

Michel Cotte

^"]NJ !"#$%&'$(")*'+$,('$"-$%".!/0#$'12)"/%,%/"+$34$5").+%''!0$%"$%&'$0%!.6%.!,)$

changes of the 2000s

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TWO CASE STUDIES IN HERITAGE AND VALORIZATION OF … · que é atualmente objeto de investigação...

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Transcript of TWO CASE STUDIES IN HERITAGE AND VALORIZATION OF … · que é atualmente objeto de investigação...