Pardal Monteiro’s architectural project and the construction of the maritime stations

In the early 1930s, the General Agency of the Port of Lisbon informed the Ministry of Public Works and Communications of the urgency of providing the capital with maritime stations to receive passengers and, in 1932, presented studies for two such stations: one located in Alcântara and the other in Rocha do Conde de Óbidos.

These studies were not approved by the Superior Council of Public Works, which had previously proposed the construction of a single maritime station in the immediate vicinity of the Cais do Sodré train station, as it would allow a direct connection to rail transport.

To solve the matter, the Minister of Public Works, Duarte Pacheco (1900-1943), appointed a committee in 1933 and instructed the General Agency of the Port of Lisbon to develop studies for a maritime station in Alcântara. The disagreements between the General Agency of the Port of Lisbon and the Superior Council of Public Works persisted: the Agency argued for the construction of a second station in Rocha do Conde de Óbidos, which was deemed unreasonable by the Council. As a result, Duarte Pacheco considered the planning of three stations — Cais do Sodré, Alcântara and Rocha do Conde de Óbidos. A delegation was created to build the maritime stations, headed by engineer Eduardo Rodrigues de Carvalho (1891-1970), and architect Porfírio Pardal Monteiro (1897-1957) was hired to design them, presumably at the request of the Minister.

Duarte Pacheco considered the planning of three stations — Cais do Sodré, Alcântara and Rocha do Conde de Óbidos. A delegation was created to build the maritime stations, headed by engineer Eduardo Rodrigues de Carvalho (1891-1970), and architect Porfírio Pardal Monteiro (1897-1957) was hired to design them, presumably at the request of the Minister.

Pardal Monteiro had gained notoriety with his design for the Instituto Superior Técnico, a project to which he had been directly invited by Duarte Pacheco, who was then the director of that institution. He had begun his career working for Caixa Geral de Depósitos, and later designed the Cais do Sodré train station, the National Institute of Statistics and the Church of Our Lady of Fátima, all in Lisbon. At the time the stations were commissioned to him, the architect was also in charge of studies for the Lisbon University City and the remodelling of the ministerial buildings on Praça do Comércio.

Fotografias de Arquivo da Construção das Gares. Fotógrafo: Mário Novais (1899-1967). Data: 1940-1943. Estúdio Mário Novais/Biblioteca de Arte e Arquivos da Fundação Calouste Gulbenkian

The maritime stations were innovative in the country setting and aimed to be an impactful “gateway” for visitors. Pardal Monteiro and Rodrigues de Carvalho prepared an extensive preliminary project. In addition to services such as a customs checkpoint, they planned distinct routes to separate 1st and 2nd class passengers from 3rd class passengers. In September 1934, the architect and the engineer went on a study trip around Europe, visiting Spain, France, Belgium, Holland and Italy. In the project’s description, Pardal Monteiro highlighted the influence of the Verdon, Cherbourg and Le Havre stations in France, and of the Genoa and Trieste stations in Italy, from which he took the ideas of expanding the stations’ platforms and changing the terrace roofs by using vaults.

Pardal Monteiro, combining a classical education with the contact he had with contemporary international architectural practice, revealed himself to be an advocate of the application of modern techniques to produce works that were in keeping with the spirit of the time, without devaluing the importance of the national context.

Both buildings had two storeys, each with specific functions: general services and a baggage reclaim area were located on the ground floor, while the upper floor included the 1st and 2nd class departure lounge with customs services, travel and currency exchange agencies, a post office and souvenir shops. Those passengers would have direct access to the ships via a gangway supported by a mobile crane. The Rocha station would also have a restaurant. For the Alcântara station, the construction of a signal tower on the west side of the roof, similar to those seen in some foreign stations, was planned but never came to be. The interiors were carefully planned, with many details in terms of lighting fixtures, floor decoration and elements such as stairway railings, including also a decorative arts component.

The project was completed in 1936. At that time, Pardal Monteiro also presented a plan to connect the two stations by means of a gallery approximately 1 km long and with an electric transport system at the height of the buildings’ upper floors. This plan never came to fruition. A new advisory report was opposed to the project, pointing out the lack of railway connection, as well as the excessive costs involved.

Duarte Pacheco, who had been Minister of Public Works between 1933 and 1936, then removed and appointed Mayor of Lisbon in 1938, returned to the Ministry of Public Works that same year, accumulating the offices of Minister and Mayor, and launched the construction of the maritime stations. The Alcântara and the Rocha do Conde de Óbidos stations were inaugurated, respectively, in 1943 and 1948, without the usual pomp of such events. The stream of tourists had ceased since 1941, but the flow of other passengers persisted: for example, before its official opening, the Alcântara station was used to take in war-injured victims. As for the Cais do Sodré maritime station, it never went further than the planning stage.

Text by Ana Mehnert Pascoal