The Prealpin Railway by Claudio Vianini

  Introduction

The great railway plans started and financed in these times regarding the high speed lines (in particular Turin-Lione) and the transformations and rebuildings of the tunnels of Gottardo and of Lötschberg, they make turning down definitively a plan to an alternative path, forgotten for a long time, for the direct connection between Turin and the Sempione, known in the past like prealpine railroad. Nevertheless, as we will see, it has strongly conditioned the development of the railway net in Piemonte, particularly in Novara's area and still today it would have still a sense, at least partially.

History

The plans for the construction of a railway system in Piemonte are initially drawn in parallel with the consolidation of the Reign of Sardinia, and of the Reign of Italy then. The first commercial itinerary involved Genova with its port and the possibility to connect it to the inside. Initially the idea is to reach the Po or the Lombardy. At the same time the port of Marseilles is developing quickly, with the already operating railroads for Switzerland and the Germany. There is also the competition of Venice very soon connected by rail to Milan. Then the intentions became wider, assuming connections to the lakes and beyond the Alps, in order to reach Switzerland and the markets of central Europe.

Under the reign of Carl Alberto in 1837 was constituted the first Commission with the task to examine the various proposals. A direct line for Alessandria, Novara and the Lombardy would be the more effective connection, but it would cut Turin outside, therefore the solution is of a line for Alessandria, from which would have been builted two branches for Turin and Novara and Lago Maggiore. Nearly twenty years after the takeover of the Commission, between 1854 and 1856, the lines Genova-Alessandria-Turin and Alessandria-Novara are inaugurated; the line for Novara sees many controversies for the tracing, considering also that we are in the full load of the Renaissance and the wars of Independence, a long time therefore for the final decisions is explained. The prosecution from Novara to Lago Maggiore sees as many controversies. A connection with Momo and another for Arona and, along the lago of Orta, for Pallanza are in planning. These connections are asked from the local entrepreneurs, but the costs seem excessive and direct line via Oleggio is opted instead of the one of Arona. Also this draft sees light in 1855. The lago therefore is reached, and is possible to shift goods with the boats and the barges. With the advent of the Reign of Italy, the Piemonte is equipped with an organized net of lines, the densest of the country, and in the single province of Novara (than then grouped also Vercelli, Biella and the Ossola) is in function a seventh of all national net, is worth to say beyond 260 km. The tracing of the line of the Valsesia knows the longest times of performance, the plan begins in 1856 and the inauguration of the line is only of 1886. In any case, the building of Varallo is disposed beside of the railroads in sight of a prosecution of the line. The prealpine railroad attracted attentions of the manufacturers of the zone, by now convinced from the necessity and the interest, with the perspective of advantages could arrive from the extention of the line towards other goals. In the meantime in 1880 had been finished the tramway from Vercelli to Aranco, near Serravalle, in substitution of the original railway plan.

The Vercelli-Aranco makes part of the vercellesi tramway lines, constituting a net of smaller communication, economic and efficient. Passing in review several plans, we technically notice in particular the prealpine one, very hard to exercise. It would demand multiple tunnels, mainteining an hard profile over several mountains. From the Valsesia to the Sempione are planned many alternative lines, of which we mention the two more realistic and interesting solutions, the Roccapietra-Omegna line and the "Biglia plan", previewed with narrow gauge rails. In both cases is evident also the local attempt to connect the Valsesia to the river basin of the Cusio, without thinking about longer and more profitable routes. Alternatively to the prealpine line was written a second plan that previews a cut of 6 km under the Serra d'Ivrea. The line then follows the course of the land passing for Cossato (this railway effectively will be constructed from the FEB with 950mm gauge), catches up Crevacuore, then intercrosses our line arriving to Gozzano where finally links on the line to the lake. Also the Varallo-Alagna line deserves attention. The plan previewed the electric traction. It arrived nearly to begin works resolving the problems connected to the feeding of electric power, preparing also the area of the terminus station, that would be risen in front to that one of the Varallo-Novara.

Of all these projects became built:

-a railway in Vallesessera;

-the short railway Gozzano-Alzo;

-the Biella-Masserano FEB line.

Nobody of these lines today is still existing and therefore a direct railway connection between Biella and the Valsesia is not existing, neither between Turin and Sempione. As far as the Grignasco-Coggiola, or railroad of Vallesessera, it was constructed along a path that constituted a part of the plans described previously. A such line, never extended, neither completed will reveal itself as a useless branch very soon. Also in this case we assist to Biblical times for the realization: devised in 1883, the line saw the light only in 1908. We are speaking about a total development of 14,503 km, with maximum gradient of the 17 for thousands and a light trackage of 27.6 kg/m. The Gozzano-Alzo and its nearly 8 km was a useless branch as soon as was inaugurated. The use of the line was confined to the transport of the granito and any kind of regular passenger service was previewed. As far as Biella-Masserano, making part of FEB narrow gauge network, is interesting to find the public competition to its realization, with a true popular money collecting carried out in 1929; its realization was in forecast of a connection towards Gattinara where it would be linked to the tramvia from Vercelli. With the progressive cessation of all FEB lines, also this, rather than developing itself ulteriorly and having an outlet that still today could be employed, was extinguished.

Perspectives

I write these final considerations convinced that nothing will be never built. Of the prealpine line, a lot wished in the 1800's, no one speak about it no more. Novara depends more on Milan that on Turin, inspite of new TAV line, the international traffics takes other directions, as one can think looking at the important railway and street connections with France. The street traffic reaches indefensible levels in Valsesia. The line for Varallo is in damage of closure, many runs already today is made by substitutive buses. And then, it would be still now reconsidering at least two connections: a direct one between Ivrea, Biella and the Valsesia and the prosecution of the railroad from Varallo at least until Alagna, if not for Gressoney or Cervinia; let's think to the utility for the skiers in the winter season, with timetables thinked to this meaning. I point out that similar lines work perfectly in Switzerland from at least a hundred years (!): because there yes and here not?