Metro Mondego

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Metro Mondego describes a project to build a light rail system in Coimbra , the third largest metropolitan region in Portugal . The project is headed by the company Metro Mondego, SA , founded specifically for this purpose . The main shareholder of the company is the Portuguese state.

The first plans for this project have been in place since 1992. Since 2006, following a reorientation of the project, there are plans to build a regional light rail line between the cities of Coimbra, Ceira , Miranda do Corvo , Lousã and Serpins . With the new transport system, the regional perspective in particular is to be enlarged and a rail connection is to be promised via existing CP railway lines to surrounding cities and settlements. In 2006 it was planned that the first trains would run in 2011. If implemented, the Mondego Metro would be the first rapid transit system in the Coimbra area and the fourth in Portugal; the Coimbra tram was shut down by the city council in 1980.

The project has been called Metro Mondego since the first draft , rarely also Sistema de Mobilidade de Mondego and Comboio ligeiro de superfície . The first part of the name, Metro , arouses associations with full subway networks in other metropolises, but here rather refers to the Portuguese-speaking term Metropolitano , which means “Schnellbahn” in German. The second part of the name, Mondego , brings the regional component into the project name. The Mondego is a river that has its source in Serra da Estrela . It flows through the three Portuguese districts of Coimbra, Miranda do Corvo and Lousã, which will connect the future basic network of the Mondego Metro.

Current plans and construction projects

Metro Mondego route network in the state in which operations are scheduled to open in 2011

According to the current state of affairs, there have been plans since March 2006 to build a light rail line from downtown Coimbra via the Ramal da Lousã railway line to Serpins, which is to be converted. Both technically and in terms of time, the execution is divided into two phases: first of all, between the beginning of 2007 and the end of 2008, the renovation of the Ramal da Lousã is due. The second phase from 2008/2009 includes the construction of the light rail line in downtown Coimbra.

The Ramal da Lousã , opened in 1906, connects the districts of Lousã and Miranda do Corvo with the district capital Coimbra , but currently ends just before the city center. The Ramal da Lousã is only connected to the rest of the Portuguese rail network by a narrow, street-level rail link, which goes right past the Coimbra city center. The modernization of the Ramal da Lousã includes, among other things, a change from the current Portuguese broad gauge from 1668 millimeters to the European standard gauge of 1435 millimeters, the abandonment of some level crossings and the renewal of the signaling system. The train stations in Ceira, Lousã and Miranda do Corvo are to be converted into “interfaces” between bus and rail traffic. The costs of the contracts managed or carried out by the Portuguese public companies CP , REFER and EMEF are expected to amount to 52 million euros; the first work has already started.

Routing of the Mondego Metro

From 2011, two lines of the Mondego Metro are to run in the second phase , one between the Coimbra-B long-distance train station via Coimbra-Parque to Serpins, and a second between the University Hospital (HUC) and Largo do Arnado , which acts as a junction or intersection point of the two lines . The inner-city section should amount to ten kilometers. Most of the construction work is to begin after completion of the first construction phase at the turn of the year 2008/2009, part of the inner-city redesign began in 2005. The second construction phase also includes electrification of the Ramal da Lousã, which will continue to run on diesel until then. The costs for this second phase, which should be completed at the end of 2010 and beginning of 2011, amount to 246 million euros. The Portuguese government plans to announce the official tender for the second phase in 2007.

history

Idea of ​​an inner city tunnel

Road-flush rail connection between the two train stations Coimbra-Parque and Coimbra-A

The original reason for building a light rail line between Coimbra and Serpins was not primarily the need for rail-based inner-city transport in Coimbra, but the isolated course of the Ramal da Lousã. This suburban railway, which went into operation in 1906, is still only connected to the rest of Portugal's rail network at the Coimbra-A station about 800 meters away via a non-electrified track running in the street , which only touches the inner city of Coimbra. Having repeatedly drawn attention to this problem, the state railway company CP , at that time also the owner of the state rail network, and the city of Coimbra agreed in 1989 to build a tunnel between the two railway stations Coimbra-A and Coimbra-Parque, the operational terminus of the Ramal da Lousã.

Three years later, Coimbras City Council proposed the construction of a tram because the previous agreement had not been implemented. This could solve the problem of the steadily growing inner-city traffic in Coimbra, which since the shutdown of the tram in 1980 has only been managed with trolleybuses and diesel buses. The isolation of the Ramal da Lousã could also be removed with it. The concelhos concerned (roughly comparable to the German districts) Coimbra, Lousã and Miranda do Corvo agreed with the CP to build this railway and entrusted the railway company with the further management of the project.

Little changed in the months that followed. The CP is said to have delayed the construction, which in turn referred to the responsibility of the Portuguese government and the three districts. In April 1993, the then Portuguese Environment and Property Administration Minister, Luís Valente de Oliveira , decided to modernize the Ramal da Lousã for the later tram route. The cost of the modernization was then estimated at 10.9 billion escudos, about 54.4 million euros. As the client for the modernization of the route and the construction of the tram, the minister envisaged a public company whose shareholders should be the districts and several state-owned companies. Parliament passed the law creating this company in March 1994. The CP, which played an important role as the operator and owner of the Ramal da Lousã, was accused of delaying the project because the state railway company did not indicate how it would provide the capital wanted to raise for future society.

Foundation of Metro Mondego, SA

Operational end point of the Ramal da Lousã: Coimbra-Parque train station

Metro Mondego, SA was then constituted in May 1996 . The largest shareholders in the company were the three concelhos Lousã, Miranda do Corvo and Coimbra with 66 million escudos (about 330,000 euros; 66 percent). Other partners were CP with 29 million escudos (about 145,000 euros; 29 percent) and the operating company of the Lisbon Metro with 5 million escudos (about 25,000 euros; 5 percent). The plans at that time provided for the first trains of the tram, which was always referred to as the metro , to run in 1998.

In the years that followed, the operators repeatedly announced the start of the tram to Serpins. At the beginning of 1997 the opening of operations was planned for 1999, in 1998 the government assumed the year 2000, in 1999 the trains should not run before 2003. In February 2000, the then CEO of the Metro Mondego company announced that the first trains should run in 2004.

During this time of waiting for the tram, the idea of ​​building a tram between Coimbra via Miranda do Corvo and Lousã to Serpins received new suggestions and criticism from both supporters and opponents of Metro Mondego. The left-wing party Bloco de Esquerda last repeated in 2005 their repeatedly put forward proposal to force the construction of a tunnel between Coimbra-Parque and Coimbra-A, if not even to the long-distance train station Coimbra-B, and to abandon the concept of a tram operation. This proposal was supported by a theses paper from Carlos Fonsecas, Professor of Mathematics at the University of Coimbra , and Manuel Margarido Tãos, Geographer and PhD in Transport Economics at the University of Leeds . The citizens' movement Utentes do Ramal da Lousã , in English customers of the branch line from Lousã , but also the Portuguese union of railway workers, demanded the suspension and the abandonment of any rescheduling for the Ramal da Lousã. Instead, they called for modernization including electrification, the renovation of the stations, the purchase of new vehicles and the extension via Góis to Arganil .

In September 2000, the then State Secretary of the Ministry of Transport, Rui Cunha, briefly interrupted the planning process and demanded both a new appointment to the board of directors of Metro Mondego and a restructuring of the project.

In the following months, the Metro-Mondego company planned a capital increase in order to be able to work out the plans further and for the public tendering of the project. However, CP refused to support a capital increase and asked to exit the project due to economic difficulties. In addition, a reorganization of the shareholder structure was necessary. The reason was the decision of the Portuguese government to let CP function only as a railway company and no longer as a network operator. This meant that the state company REFER , which was newly founded to maintain the rail network , had to be involved in the project in order to later transfer the Ramal da Lousã to the Metro Mondego company. However, the REFER board of directors lodged an objection and saw no reason for joining the infrastructure company.

A solution to the problem did not emerge until May 2001, when the Portuguese state got involved in the project and supported the capital increase. In this way, the company was restructured, so that from now on the Portuguese state became the largest shareholder in Metro Mondego with 114.2 million escudos (around 571,000 euros, 53 percent). The three concelhos Lousã, Coimbra and Miranda do Corvo remained with 90.5 million escudos (around 453,000 euros, 42 percent) as shareholders. The state railway company CP reduced its share to 5.3 million escudos (around 27,000 euros, 2.5 percent), the state network operator REFER rose with 5.3 million escudos (around 27,000 euros, 2.5 percent).

The state's participation in the project company was seen primarily as a stronger commitment and seen as an attempt to make up for the project's delays. The then State Secretary Rui Cunha announced that he would publish the tenders as soon as possible in order to avoid further delays.

However, this did not happen because in the local elections in Coimbra in 2002 Carlos Encarnação was elected as the new mayor. This demanded a review of the entire design, including financial feasibility and feasibility, but also the alternative route options in downtown Coimbra. The then State Secretary of the Ministry of Transport commissioned the KPMG consultancy to review the design of the tram route to Serpins, including possible optimizations, and to draw up a financing plan. KPMG had previously advised and developed subway extensions in Athens and several light rail projects in Great Britain, among other things . The government calculated the cost of the entire project at 135 million euros.

First tender to Lousã

In January 2004 Armando Perreira, who had been CEO of Metro Mondego since 2001, resigned because of the delays. At that time, the opposition Partido Socialista suspected that the project, which had previously been launched under a PS government, should now be delayed under a government of the Portuguese Social Democrats . The shareholders elected his successor, José Mariz, at a special meeting in April 2004. In May 2004, he announced that the public, Europe-wide competition should start in the following weeks.

Advertisement for Metro Mondego with the slogan "O Metro passa por aqui" ( The metro runs this way ) near the demolition work in downtown Coimbra

The competition was announced by the social democratic government under Pedro Santana Lopes in February 2005. However, the construction of a tram between Coimbra-B, the university hospital and Serpins was not advertised, as previously planned. Instead, the tender was shortened at the eastern end to Lousã station, the remaining section of the Lousã – Serpins line was to be shut down and replaced by a bus service. In addition, a tunnel worth around 40 million euros was to be built between the Jardim de Sereia garden and the hospital. The shortening of the route only became known in the last few weeks of 2004. The tender also called the Ceira-Lousã route into question, which should only be converted and used if necessary. Thereupon the concelho Lousã refused to further support the project and threatened to end the publicly advertised competition. This was followed by the district of Miranda do Corvo, both concelhos demanded a metro to Serpins. The shortening to Lousã and the establishment of a bus service from there justified José Mariz, CEO of the Metro-Mondego-Gesellschaft, with Serpin's low number of voters and the greater advantages of a bus connection from Lousã. In addition, the number of passengers in 2001 on the Lousã – Serpins route suggests that it should be closed.

Nevertheless, the announced tendering process took place under the government of Santana Lopes on February 18, 2005. At the time, the project company assumed that it would be realized by 2010. The first work for the construction of the metro was carried out immediately after the tender on March 11, 2005, as this was carried out by the city of Coimbra and so they did not need a tender. Construction work began in the lower old town with the demolition of the first houses that the Metro-Mondego company had bought. Since the existing streets between the metro line coming from Coimbra-B station and the hospital cannot accommodate any tracks, it was decided to build a “metro corridor” between the Avenida Fernando Magalhães and Rua de Sofia. For this purpose, 31 buildings were or are to be demolished or converted. The Metro-Mondego company bought a large part of it, and for the other buildings it concluded agreements with the owners. In 2005 alone, Metro Mondego invested a total of 3.815 million euros in the demolition and renovation of the metro corridor.

From tram to regional light rail

The destination of the new regional light rail: Coimbra-B station, which is actually Coimbra's main station

In the Portuguese parliamentary elections on February 20, 2005, José Sócrates of the Socialist Party replaced the previous government with an absolute majority. The new government decided to dissolve and prematurely end the competition on June 2, 2006, which had previously been advertised on the last working day before the parliamentary elections. Even without the premature end, this was not legal, as the two concelhos Lousã and Miranda do Corvo had not signed the necessary tendering contracts, which provided for compliance with the competition rules, in protest. This was followed by a complete reorientation of the entire project, the development of which lasted until March 2006. During this time, the future of the Mondego Metro was uncertain.

On March 7, 2006, the Ministry of Transport announced the realignment of Metro Mondego . An important change was that the system was not supposed to be a tram as before, but from now on operated as a kind of regional light rail under the title "tram-train" based on the German-French model. In contrast to the previous project draft, the first line should only be a basic network for longer routes, so that the technical advantage of a regional light rail system should now be used to enable further extension into the Coimbra region. For example, the Ministry of Transport proposed an extension of the future network to Condeixa-a-Nova (south), Figueira da Foz (west) and Mealhada (north). The ministry also said it wanted to replace the tunnel to the hospital with an above-ground route and allow the light rail to go to Serpins. In addition, the track width should be changed in the course of the medium to long-term, nationwide changeover from Portuguese broad gauge (1668 millimeters) to European standard gauge (1435 millimeters). Overall, with the change in the system, the plan was also made to achieve a higher line speed than with the usual tram system.

The ministry divided the construction of the light rail into two phases. First of all, the modernization of the Ramal da Lousã is to be realized. This includes various aspects, including equipping with new signal systems, closing some level crossings, changing lanes from 1668 millimeters to 1435 millimeters, standardizing the platform edges and strengthening measures on bridges and tunnels. In addition, the Ceira, Lousã and Miranda do Corvo train stations are to serve as so-called interfaces in the future , which means that the stations at each location should enable optimal transfers by merging bus and train nodes. The renovation work also includes the renewal of the lighting as well as the signaling and emergency systems of the three stations. The costs for this alone should amount to 950,000 euros at Lousã station, 2.05 million euros at Miranda do Corvo station, and around two million euros at Ceira station, so a total of around 5.5 million euros. In the first phase, it is also planned to change the pull axles of the vehicle material currently in use from 1668 millimeters to 1435 millimeters. The Ministry of Transport calculated the total costs for the first phase, which is to be carried out between 2007 and 2008 and partially includes a closure of the Ramal da Lousã, at 52 million euros.

The second phase includes the track construction between the Coimbra-B train station, the university hospital and the Coimbra-Parque train station as well as the urban redesign in the inner city of Coimbra, for example the installation of the 70-meter-long stops. This second phase, which also includes the electrification of the Ramal da Lousã, is expected to cost 246 million euros and will be implemented between 2008 and 2011. The first trains of the "Metro Mondego" are to run from 2011. With the commissioning, two lines of the Mondego Metro will initially operate; one between Coimbra-B and Serpins and a line between the hospital and Largo de Arnado, where the two lines meet.

In order to address other sections of the population, the Metro Mondego company opened an information building called "Espaço Metro Mondego"

The first construction work began, despite the at times uncertain future of Metro Mondego, in 2005 with the demolition of some houses. The city council then interrupted the demolition work, as both the future of the project itself and the legal situation of the demolition work were unclear. At the end of 2006, after the project was relaunched, the Coimbra city council resumed work; the costs amounted to 1.467 million euros in the year alone. Since the Metro Mondego company had not reported the subsequent construction work to the general environmental inspection of the environment ministry, which according to the city council and the project company would not have been necessary, the environment ministry had sentenced the Metro Mondego company to a fine of 26,500 euros. A decision by the Coimbra court reduced the fine to 10,500 euros. Because of these alleged irregularities, the Bloco de Esquerda called for a parliamentary committee of inquiry into the "Metro Mondego" issue.

In March 2007, the Metro Mondego company set up the “espaço Metro Mondego” in downtown Coimbra to provide information and to act as a contact for the Coimbra population and other interested parties. Thematic temporary exhibitions have been held there since the opening; the first exhibition was about the 100th anniversary of Ramal da Lousã, which was celebrated in December 2006.

Future vehicle material

So far, the CP has been using most of the track area at Serpins station to park the trains it needs

Little is known about the future vehicle material of Metro Mondego itself, only the basic data was published through press articles and information from Metro Mondego, SA . The vehicles should therefore be 2.65 meters wide and a maximum of 45 meters long and have around 80 seats. The maximum speed of 105 kilometers per hour should be well above the 80 kilometers per hour of the Eurotram of the Metro do Porto . The trains should also be able to use the European standard gauge and, according to newspaper reports, allow wheelchair users to ride along as far as possible. A complete implementation using low-floor technology is therefore likely. Two vehicle series that largely meet these requirements are currently the Avanto , manufactured by Siemens Transportation Systems , and the Flexity Outlook by Bombardier Transportation .

It is currently not known where Metro Mondego will have its workshop for future vehicles. So far, individual vehicles have been housed in a hall at Coimbra-B station. At the Serpins terminus, most of the track area is used to park vehicles; the diesel pumps required for the vehicles of the Ramal da Lousã are also located there. During the first competition it was planned to build a workshop near the Choupal state forest, near the Coimbra Mondegoufer. After the relaunch, however, the government decided not to pursue these plans. Since there is or will be hardly any space for a workshop in inner-city Coimbra, it is reasonable to assume that the trains are being serviced and parked in the Serpins area.

Expansion planning

Since the relaunch and the associated realignment of the Mondego Metro from a pure urban to regional means of transport, the Portuguese Ministry of Transport has made several proposals for further expansion. One proposal is to extend the Mondego Metro from Coimbra to the western port city of Figueira da Foz . However, it is still unclear whether the existing electrified connection Ramal de Alfarelos via Alfarelos , Montemor-o-Velho and Verride , which is already used by 17 pairs of trains on the Figueira da Foz – Coimbra line, or the Ramal da will be used Figueira da Foz via Pampilhosa , Cantanhede and Alhadas , on which three pairs of trains run daily. The ministry did not provide any further information and the newspaper articles available contradict each other on the point. The Mayor of Figueira da Foz welcomed the proposal in principle.

Overview of the planned, possible route extensions of the Mondego Metro

Another option is to extend it to the municipality of Mealhada in the north of Coimbra, which is already connected to Coimbra every hour from the campsite on the Aveiro – Coimbra route ( Linha do Norte ). Here, too, the Mondego Metro would partially run on the tracks of the CP to Mealhada. An extension to the center of the community is also possible. However, the mayor Mealhadas currently sees no need for such a connection and instead called for the IC2 national road to be expanded. In the south, the Mondego metro could go to Condeixa-a-Nova . To this day, this city has no rail connection and is only connected to the district capital Coimbra by regional bus routes. In the vicinity of Condeixas, in the town of Cernache, there is the regional airport of Coimbras , which is only of minor importance in Portuguese air traffic.

In the medium to long term, these three extension proposals by the Portuguese Ministry of Transport result in an axis cross that runs through the east-west route Figueira da Foz-Coimbra-B-Lousã-Serpins station and the north-south route Mealhada-Coimbra-B station. Condeixa is formed. The Ministry is also proposing an extension to the future station for high-speed trains of the CP on the Porto - Lisbon route, which will be located in the municipality of Taveiro. Due to a forced, high-speed connection between the two cities and a route that is as level-free as possible and without speed limits , the ministry sees no possibility in the project “ Rede da Alta Velocidade ” (Rave), in English “high-speed network”, to disrupt conventional train routes and the new high-speed trains at a station, for example Coimbra-B.

Location of the future Mondego Metro in the CP rail network

Any extensions, especially the first three, would create technical difficulties. The planned implementation of the light rail network in European standard gauge of 1435 millimeters could lead to difficulties in expanding operations to other national railway lines, as these are almost entirely based on Portuguese broad gauge (1668 millimeters) or narrow gauge (1000 millimeters) tracks . One possible solution is the construction of new standard gauge tracks next to the existing tracks, which would, however, be expensive and not topographically possible everywhere. Alternatively, the complete conversion of the relevant line to standard gauge is an option, an equally expensive variant that also excludes operation for wide-gauge vehicles. The third option would be to install a three-rail track , which is considered the most cost-effective option. Another difficulty arises from the planned low-floor design of the light rail network. If operations were to be extended to other routes and the normal train routes of the CP were to be maintained at the same time, problems would arise from the different platform heights. One solution would be platforms that are partially low-floor according to the tram entry height, and high-floor according to the entrances of the existing vehicles of the CP.

Another proposed extension is a long-held wish of the concelho Arganil. When the Ramal da Lousã was built at the beginning of the 20th century, it was originally planned to build the route to it. Until 1930, however, the branch line only reached Serpins station, the financial difficulties in the early 1930s prevented an extension to Arganil . Even today, the community regards itself as poorly connected with the existing regional bus lines and therefore calls for the expansion of the future light rail route via Góis to Arganil.

The Portuguese Ministry of Transport has commissioned the Technical Institute in Lisbon ( Instituto Superior Técnico ) , part of the University of Lisbon , to carry out a study in order to explore further possibilities for expanding the future urban-regional network of the Mondego Metro .

Further information

Individual evidence

  1. ↑ a b c d Álvaro Vieira: Primeiras composições do Metro Mondego começam a circular em 2004 , [First trains of the Metro Mondego run in 2004], Público , 17 May 2001
  2. ↑ a b André Jegundo: Metro Mondego lança concurso para a primeira fase da obra até final do ano , [Metro Mondego writes the competition for the first phase by the end of the year], Público 13 September, 2006
  3. ^ A b c Carlos Cipriano: Tram-Train em Coimbra substiti Metro Mondego , [ Tram-Train replaces Metro Mondego in Coimbra], Público , March 7, 2006
  4. ^ A b Maria João Lopes: CP lança concurso para interfaces de Lousã e Miranda , [CP announces competitions for interfaces in Lousã and Miranda], Público , November 26, 2006
  5. ↑ a b c Metro dá lugar ao 'tram-train' entre carris do comboio e eléctrico ( Memento of the original from March 3, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , [Metro makes room for 'tram-train' on the tracks between railroad and tram], Diário de Notícias , March 8, 2006  @1@ 2Template: Webachiv / IABot / dn.sapo.pt
  6. ↑ a b c d e f Graça Barbosa and Aníbal Rodrigues: Uma ideia com história… , [An idea with a story…], Público , March 12, 2006
  7. ↑ Diário da República : Legislative Decree 70/94, March 3, 1994
  8. ↑ Carlos Cipriano: Comboios Reciclados de Coimbra , [Recycled trains in Coimbra] Público , 22 December 1999
  9. ↑ Álvaro Vieira: BE da Lousã apoia atravessamento de Coimbra por comboio , [Bloco de Esquerda of Lousã supports crossing of Coimbra by rail], Público , May 25, 2005
  10. ↑ a b Carlos Foncesa and Manuel M. Tão: Túnel Ferroviário de Coimbra: construa-se! , [Coimbra Railway Tunnel: Build!], Público , May 28, 2005
  11. ↑ Nelson Morais: CP pode manter-se no Ramal da Lousã , [CP could stay on Ramal da Lousã], Público , February 4, 2002
  12. ↑ Shareholder structure of Metro Mondego, SA on the Metro Mondego website (Portuguese)
  13. ^ Julian Ware: Two contracts and one competition , Railway Gazette International , October 1, 2005
  14. ↑ João Luís Campos: atraso do Governo provoca demissão na Metro Mondego , [the government delay caused resignation in the Metro Mondego Society], Jornal de Notícias , January 15, 2004
  15. ↑ João Luís Campos: Câmara ameaça impugnar concurso do Metro Mondego , [City council threatens to withdraw the Metro Mondego competition], Jornal de Notícias , December 8, 2004
  16. ↑ Paulo Cardoso Almeida: Lousã ameaça chumbar projecto ( Memento of the original from March 21, 2005 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , [Lousã threatens to end the project], Diário de Notícias , December 12, 2004 @1@ 2Template: Webachiv / IABot / dn.sapo.pt
  17. ↑ Álvaro Vieira: Metro Mondego justifica supressão da ligação a Serpins com “custos elevados” , [Metro Mondego justifies shortening the connection to Serpins with “increased costs”], Público , December 17, 2004
  18. ↑ João Luís Campos: Semana chega ao fim sem o metro lançado , [week ends without advertised metro competition], Jornal de Notícias , January 23, 2005
  19. ↑ Aníbal Rodrigues: Linha de metro enter Ceira e Lousã poderá estar em risco , [Metro line between Ceira and Lousã may be in danger], Público , February 22, 2005
  20. ^ Financial report 2005 of the Metro Mondego company; PDF file 6.52 MB ( Memento of the original from October 10, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.metromondego.pt
  21. ^ A b Carlos Cipriano: Concurso do Metro Mondego anulado por ter sido lançado dois dias antes das eileições , [The Metro Mondego competition ended prematurely because it was announced two days before the elections], Público , June 2, 2006
  22. ↑ João Luís Campos: Obra da Baixa parada , [work in the lower old town interrupted], Jornal de Notícias , May 1, 2006
  23. ↑ Carlos Cipriano: Governo garante cumprir os prazos , [government guarantees to meet the deadlines] Público , March 25, 2007
  24. ^ Financial report 2006 of the Metro Mondego company; PDF file, 13.3 MB  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. @1@ 2Template: Dead Link / www.metromondego.pt  
  25. ↑ André Jegundo: Tribunal de Coimbra condenou a Metro Mondego por demolições ilegais , [Coimbraer court sentenced Metro Mondego due to illegal demolition], Público , April 28, 2007
  26. ^ Graça Barbosa Ribeiro: Metro Mondego e Câmara de Coimbra alvo de críticas , [Metro Mondego and Coimbra City Council target of criticism], Público , January 7, 2007
  27. ^ Graça Barbosa Ribeiro: Metro Mondego na Assembleia da República , [Metro Mondego in the Assembleia da República (Portuguese Parliament)], Público , February 15, 2006
  28. ↑ a b c d Minutes of the presentation of the relaunch of the “Metro Mondego” project by State Secretary Ana Paula Vitorino ( Memento of the original from September 28, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. March 7, 2006; PDF file, 856 KB  @1@ 2Template: Webachiv / IABot / www.moptc.pt
  29. ^ A b Aníbal Rodrigues: Autarcas reagem entre reijeição eo entusiasmo , [ Congregation reacts from rejection to enthusiasm], Público , March 12, 2006
  30. ^ O Projecto Português de Alta Velocidade ( Memento of June 21, 2011 on the Internet Archive ) , [The Portuguese project of high speed], Ministry of Public Works, Transport and Communication; PDF file, 548 KB
  31. ↑ Lídia Pereira: Metro Mondego - Recomendações para um metro inclusivo , [Metro Mondego - Recommendations for an all-encompassing Metro], Diário As Beiras , September 12, 2006
  32. ↑ a b André Jegundo: Futuras extensões regionais do Mondego Metro em estudo , [Future extensions of the Metro Mondego under investigation], Público , September 7, 2006
  33. ↑ Eduarda Macário: Abandono do caminho-de-ferro prejudicou toda a região Centro , [ Abandonment of the railways damaged the entire central region], Diário As Beiras , March 21, 2007

literature

  • Manuel Fernandes Dias: A história do caminho-de-ferro de Arganil. [The history of the Arganil railway], Jornal de Arganil, Arganil 2007
  • Comboios de Portugal (CP) (Ed.): Os caminhos-de-ferro portugueses 1856-2006. [The Portuguese Railways 1856-2006], ISBN 989-619-078-X

Wikimedia

Commons : Metro Mondego  - collection of images, videos and audio files

Web links

This article was added to the list of articles worth reading on June 17, 2007 in this version .