Lisbon tram

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tram
Lisbon tram
image
Tram in the old town,
in the background the São Vicente de Fora monastery
Basic information
Country Portugal
city Lisbon
opening November 17, 1873
electrification August 31, 1901
operator Carris
Infrastructure
Route length 31 km
Gauge 900 mm
Smallest  radius 9 m
Greatest inclination 135  ‰
Power system 600 volts = , overhead line
Depots 1
business
Lines 06th
vehicles 57
statistics
Passengers 19 million (2008)
Network plan
Line network of the Lisbon tram (as of 2011)

The Lisbon tram ( Portuguese: Carros eléctricos de Lisboa or more commonly Eléctricos de Lisboa ) has existed since 1873. It was first opened as a horse-drawn tram , Portuguese: Carros americanos, and has been operated electrically since 1901. With tracks of the track width of 900 millimeters equipped tram is due to their partially historic vehicle parks and scenic route with steep sections and tight turns through the narrow streets of Lisbon's popular Old Town, especially with tourists. After twelve lines were shut down in the 1990s, six lines are currently in operation with a total length of 48 kilometers. The route network is still 31 kilometers long today.

The transport company Companhia Carris de Ferro de Lisboa , or Carris for short , operates the trams in the Portuguese capital. The company has been owned by the city since the Carnation Revolution of 1974 and also operates a large part of the city's bus network , the Elevador de Santa Justa and three funiculars .

history

Horse tram

Horse tram around 1873

As the forerunner of today's tram, a standard-gauge horse - drawn tram went into operation on November 17, 1873 . Most of the time, mules were harnessed . The first line was established between Lisbon Santa Apolónia Station, opened in 1865, and Santos . Due to the origin of the wagons, the horse-drawn tram was called Carro americano in Portuguese . This was the second tram in the country after it opened in Porto in 1872 . The operator was the Companhia Carris de Ferro de Lisboa , founded in Rio de Janeiro in 1872 , for which the short form Carris, which is still used today, quickly established itself .

The company quickly expanded its route network. The stretch to Santos was extended in 1874 along the banks of the Tejo to Belém , followed by the long section from Belém to the suburb of Algés in 1878 . In the same year the Rossio was reached in the city center. The routes to Largo do Rato followed in 1879 and to Anjos in 1881 . After a break of several years, further routes to the suburbs went into operation from the end of the 1880s, in 1888 the first route to Poço do Bispo . The long route to the north of the city to Lumiar followed in 1890 and the two routes to Benfica and Areeiro in 1891 . With these routes, the horse-drawn tram already opened up a large part of the city. However, the hilly parts of the old town were closed to her, especially Alfama and Lapa .

The first depot was set up when operations opened in Santo Amaro in 1873, where the last remaining tram depot is still located today. In 1882 a second depot followed in Arco do Cego. In addition to the vehicles, up to 1200 mules were required for operation.

An experiment with a steam tram between Cais do Sodré and Belém between 1889 and 1892 did not have lasting success. Before that, Carris had already made experiments with battery cars from 1887/1888 , but these did not lead to the permanent introduction of this system.

Funiculars

Bica , one of the city's three funiculars

→ Main article: Funiculars in Lisbon

In order to develop the steeper parts of the city, the construction of three funiculars began . These lines, Lavra, Glória and Bica , went into operation in 1884, 1885 and 1892 and continue to operate today. The rare 900 millimeter gauge was used for the first time in Lisbon . The two older railways were operated by the Companhia dos Ascensores Mecânicos , the Bica funicular by the Nova Companhia dos Ascensores Mecânicos de Lisboa , abbreviated NCAML . Both operators merged in 1897 under the name of the younger company.

Cable trams

The Graça cable tram, which was closed in 1909

The funicular was unsuitable for longer distances; the cable tram offered an alternative here. Several vehicles are clipped to a steel cable running continuously in a channel below the surface. The NCAML, which already operated the Bica funicular, applied for and received the necessary concessions and, from 1890, initially set up two routes according to plans by the Portuguese engineer Raoul Mesnier du Ponsard , who had already planned the Lisbon funiculars.

Elevador da Estrela

The first line, put into operation on August 14, 1890, was 1.7 kilometers long and ran from Praça Luís de Camões to Largo da Estrela . The line was built by Maschinenfabrik Esslingen , corresponding to the already built funiculars with a track width of 900 millimeters. At the Estrela terminal, the company set up a small depot. Because on the Estrela-distance directional vehicles were used, there was a hub and at Praça Luís de Camões a turning loop .

Elevador da Graça

The second cable car, also with a 900 millimeter gauge, ran from Rua da Palma on a 730 meter long route to Largo da Graça , overcoming a 75 meter difference in altitude. It was opened on February 27, 1893 and was also built by the Esslingen machine factory. The depot was set up at the Graça terminal. The Graça route was served by bidirectional vehicles.

Elevador de Sao Sebastiao

From 1899 on, a third cable tram line ran between São Sebastião and Rossio , but it was replaced by the electric tram in 1903. Hardly any concrete information is known about this approximately 400 meter long route.

Electrification of the horse tram

First electric tram in 1901
Tram on the Praça Dom João da Câmara in 1918
Electric tram on Rossio, around 1925
Car with a tram mailbox , 1921

After the city of Lisbon had approved the relevant planning a year earlier, the company decided to electrify the horse-drawn tram in 1898. In a contract with the city, additional routes into the hilly parts of Lisbon were agreed that were previously not possible to develop. Carris and its entire network were sold to Lisbon Electric Tramways Ltd., which was founded in 1899, for the purpose of raising capital . from Great Britain , a subsidiary of Wernher , Beit & Co. , leased for 99 years. To provide electricity, the company built its own power plant on the banks of the Tejo in the Santos district, which took over the entire power supply for the tram until 1951.

Even in the run-up to electrification, the Carris began in 1894 with the re- gauging of all routes to the gauge of 900 millimeters that is still used today, mainly because of the narrower radii possible as a prerequisite for opening up the narrow old town streets. This measure was completed in May 1900. In addition, the tracks of the horse-drawn tram were previously often used by horse-drawn buses due to the poorly paved roads . With the gauge change, the Carris succeeded in preventing this competition and the associated increased wear on the tracks.

On August 31, 1901, the first electric tram began operating on the route between Lisbon's Cais do Sodré station and Algés. The first stretch of the horse-drawn tram was thus also the first electrically operated route. This made Lisbon the second city in Portugal to have an electric tram, after the Porto tram began operating in 1895 as the country's first electric tram. A year later, all routes were electrified and on August 10, 1902 the last mule ended its service. The network was expanded rapidly by 1907, and since 1906 the railway has also opened up the steep streets of the Alfama.

Electrification of the cableway

In 1912, Carris also took over NCAML and with it all cable and funicular railways. The cable tram to Largo da Graça had already been discontinued in 1909, the last cable tram ran in Lisbon on July 3, 1913 between Praça Luis de Camões and Largo de Estrela . In the years from 1913 to 1915, both routes were converted to regular electric tram operation, with the Graça line moving the terminus to São Tomé . Until 1928, however, the NCAML remained nominally independent and line 28, which ran on the former route of the Estrela cable tram, was not formally licensed to the Carris.

The three funiculars were also converted from steam engines to electric drives in 1914. Since then, they have been supplied by the tram's overhead lines, which are fed with 600 volts direct current .

Network expansion between 1915 and 1957

From 1915 to around 1930, the route was extended to the suburbs, for example to Alto de São João in 1926, to Ajuda in 1927 and to Carnide in 1930 . There were also minor network additions in the city center, including the connection from Graça to Avenida Almirante Reis, completed in 1925, and the gap on line 28 between Praça Luís de Camões and Rua Conceição in Baixa Pombalina , which had a gradient of 13.5, in 1928 % since it became the steepest section of the route network.

In 1936, the Carris built two more important network expansions, on the one hand the route to the Prazeres cemetery , on the other hand it closed the network gap in the ring line between Campolide and São Sebastião . Smaller network additions were also made during the Second World War , for example the line to Bairro Arco do Cego in 1941. With the exception of the long external route to Algés and Cruz Quebrada , which was already built during the horse-drawn tram era , all routes were within the urban area. The Lisbon tram network never had overland tram routes outside of the closed development of the city and its suburbs.

With the opening of the last section, served by lines 21 and 27, of the tangential route from Alto de São João to Madre de Deus, which runs in a large semicircle north around the city center, on September 18, 1957, the Lisbon tram network reached its greatest expansion. At this point in time, the route network was 76 kilometers long. A total of 145 kilometers of track were laid in the network, and a further 15 kilometers in the three depots. A total of 27 lines were served, five of which were ring lines, each with a different line number for each direction of travel (a total of ten line numbers), plus some reinforcement lines.

In the city center, most of the lines served different endpoints after the Rossio, which was originally used as the central hub, was already overloaded in the 1920s. The lines over Avenida da Liberdade to the north-western suburbs had their starting point at Praça dos Restauradores . From the terminus on Praça Martim Moniz , the lines ran north in the direction of Areeiro via Avenida Almirante Reis . The Praça do Comércio , located directly on the Tejo, was the starting point for most of the lines parallel to the banks of the Tejo. Only a few lines such as the line 9 were diameter lines without terminal in the city center. The hilly routes on the closely interwoven network of routes west and east of the Baixa were mainly served by the ring lines.

Line network 1958
line route Remarks
01 Restauradores - Avenida da Liberdade - Marques de Pombal Square - São Sebastião - Sete Rios - Jardim Zoológico - Benfica Amplifier line 1A to Jardim Zoológico
02 Restauradores - Avenida da Liberdade - Marques de Pombal Square - Saldanha - Avenida da República - Campo Pequeno - Campo Grande - Lumiar Amplifier line 2A to Campo Grande
03 Caminhos de Ferro - Santa Apolónia - Alfândega - Praça da Figueira - Martim Moniz - Avenida Almirante Reis - Arroios - Estefânia - Arco do Cego - Avenida da República - Campo Pequeno - Bairro Arco do Cego Amplifier line 3A from Restauradores to Campo Pequeno
04/5 Restauradores - Avenida da Liberdade - Marques de Pombal Square - São Sebastião - Avenida Duque d'Ávila - Saldanha - Avenida da Fontes Pereira de Melo - Praça Marques de Pombal - Avenida da Liberdade - Restauradores Ring line, 4 clockwise,
5 in the opposite direction
06th Restauradores - Avenida da Liberdade - Gomes Freire - São Lázaro - Martim Moniz - Praça da Figueira
08th Rossio - Praça da Figueira - Martim Moniz - Avenida Almirante Reis - Praça do Chile - Areeiro
09 Poço do Bispo - Xabregas - Caminhos de Ferro - Santa Apolónia - Alfândega - Praça do Comércio - Cais do Sodré - Santos
10/11 Praça da Figueira - Martim Moniz - Avenida Almirante Reis - Angelina Vidal - Graça - Escolas Gerais - São Tomé - Santa Lúzia - Sé - Conceição - Praça da Figueira Ring line, 11 clockwise,
10 in the opposite direction
12 Martim Moniz - Calçada de Santo André - Sao Tome
13 Restauradores - Avenida da Liberdade - Marques de Pombal Square - São Sebastião - Sete Rios - Largo da Luz - Carnide
14 / 14A Restauradores - Avenida da Liberdade - Marques de Pombal Square - São Sebastião - Campolide - Rato - Alexandre Herculano - Avenida da Liberdade - Restauradores Ring line, 14 clockwise,
14A in the opposite direction
15th Praça do Comércio - Cais do Sodré - Santos - Santo Amaro - Belém - Algés - Cruz Quebrada
16 Xabregas - Caminhos de Ferro - Santa Apolónia - Alfândega - Praça do Comércio - Conde Barão - Santos - Santo Amaro - Belém
17th Alto de São João - Praça do Chile - Avenida Almirante Reis - Martim Moniz - Praça da Figueira - Praça do Comércio - Conde Barão - Santos - Santo Amaro - Belém Repeater line 17A to Praça do Comércio
18th Praça do Comércio - Cais do Sodré - Santos - Alcântara - Boa Hora - Ajuda Repeater line 18B to Boa Hora
18A Praça do Comércio - Cais do Sodré - Santos - Calvário - Boa Hora - Ajuda
19th Arco do Cego - Estefânia - Arroios - Avenida Almirante Reis - Martim Moniz - Praça da Figueira - Praça do Comércio - Conde Barão - Santos - Alcântara - Santo Amaro
20th Cais do Sodré - Largo Luís de Camões - Principe Real - Alexandre Herculano - Avenida da Liberdade - Restauradores - Rossio
21st São Sebastião - Arco do Cego - Praça do Chile - Alto de São João - Caminhos de Ferro - Santa Apólonia - Alfândega
22/23 Rossio - Praça do Comercio - Conde Barão - São Bento - Rato - Alexandre Herculano - Avenida da Liberdade - Restauradores - Rossio Ring line, 22 clockwise,
23 in the opposite direction
24 Carmo - Principe Real - Campolide - São Sebastião - Arco do Cego - Praça do Chile
25/26 Rossio - Praça do Comércio - Conde Barão - Santos - Lapa - Estrela - Rua Amoreiras - Rato - Alexandre Herculano - Avenida da Liberdade - Restauradores - Rossio Ring line, 25 clockwise,
26 in the opposite direction
27 São Sebastião - Arco do Cego - Praça do Chile - Alto de São João - Xabregas - Poço do Bispo
28 Rossio - Conceição - São Francisco - Vitor Cordon - Largo Luís de Camões - Estrela - Prazeres

From 1951, the company gradually switched the power supply to the Portuguese national power grid. As a result, the power station in Santos was closed in 1958 and converted into a distribution station.

Reduction of the network in the 1960s and 1970s

Complete network of all routes ever served - in red the track network still in existence in 2011 (not all routes were in operation at the same time)
1959 operated route network of the tram

Until 1944, the public transport in Lisbon consisted exclusively of the tram and the suburban trains of the state railway Comboios de Portugal and the private Linha de Cascais . That year, on April 9th, Carris put its first buses into operation for regular services to Lisbon-Portela Airport , after having procured some buses for the special services for the exhibition of the Portuguese world in 1940 four years earlier . The Carris had already made its first experiments with motor buses in 1912.

With the opening of the Lisbon Metro at the end of 1959, the first phase of dismantling the network began just one year after the inauguration of the last new line. First distances 1960, the sections in the broad Avenida da Liberdade were and subsequent Avenida Fontes Pereira de Melo to the subway station São Sebastião and Saldanha Metro Station shut down. On the other hand, Carris set up additional connection and reinforcement lines from these underground stations on the long suburban tram routes leading north to Benfica, Carnide and Lumiar, for which continuous tickets were also issued. In 1965, a city tour on rails was offered for the first time with two railcars from 1901 that had been converted to their original condition.

By 1970 the number of lines had dropped to 22 main lines, five of which were ring lines. There were also some reinforcement lines. Apart from two short sections in Alcântara, which were discontinued due to the construction work for the Ponte 25 de Abril in 1966, the track network remained largely unchanged. A second wave of decommissioning began in 1970. Initially, the Carris temporarily stopped the route to Areeiro in that year in favor of the construction of the subway extension to Alvalade , in 1972 the route disappeared for good . This year, the Carris announced the goal of completely discontinuing the tram within the next five years due to its inefficiency. The city of Lisbon did not agree to this, but instead offered to take over shares in the LET holding company. In 1971 the long external route to Lumiar followed, including the branch route to Rua Arco do Cego, and in 1973 the routes to Carnide and Benfica were discontinued and replaced by buses - the extension of the metro beyond Sete Rios was not to become a reality until 1988. In the same year the tram finally disappeared from Lisbon's central square, the Rossio.

In 1974, the year of the Carnation Revolution , it was the declared goal of the city and that of Carris, which was communicated this year after lengthy negotiations, to discontinue the tram in the long term. The Carnation Revolution, however, resulted in a considerable increase in population due to the subsequent abandonment of the African colonies of Angola and Mozambique and the flow of returnees in Lisbon. This also had an impact on the demand in local transport, the buses that were newly acquired in the next few years were mainly needed to expand the route network and to consolidate the existing bus routes. Around ten years later, despite these intentions, the network still comprised 97.5 kilometers of track and around 50 kilometers of network. There were 15 lines running on it, four of which were ring lines.

In 1976, the city of Lisbon commissioned experts from the École Polytechnique Fédérale de Lausanne and the Zurich Transport Authority to carry out a study on the future of the tram. In their report published in 1978 they came to the conclusion that the railway should be preserved and further expanded. The transport company then began the first modernization measures, initially with the introduction of one-man operation. From 1980 the first trams ran without a conductor . The closure of the Amoreiras depot, which took place in 1981, should also contribute to rationalization. However, the announced procurement of new vehicles with greater capacity - especially for the lines parallel to the banks of the Tejo - was not implemented. Only the existing vehicles were partially modernized, for example by installing automatic doors.

Reduction of the network in the 1990s

Post-war vehicle ( Ligeiro ) around 1985
Americano number 332 in 1977 on line 3
Line 28 in the narrow streets of Alfama

The track network initially remained largely unchanged after the closures carried out until 1974. The increased demand for the Carnation Revolution and the overthrow of the Salazar dictatorship prevented further closures, and the company used the newly purchased buses on urgently needed line network extensions. The route network was also only adapted selectively, for example in 1984 with the replacement of the 10/11 ring lines in the Alfama by the extended line 28. In 1988, 16 lines were still running on the 50-kilometer route network. Then a third, extensive wave of decommissioning began, which led to the discontinuation of twelve lines from 1990 to 1997:

Line network 1988
line route attitude
03 Arco do Cego - Praça da Figueira - Poço do Bispo November 18, 1991
10 Cais do Sodré - Largo do Rato November 18, 1991
12 Martim Moniz - Sao Tome
15th Praça do Comércio - Algés - Cruz Quebrada
16 Belém - Comércio Square - Bispo Square November 18, 1991
17th Algés - Praça do Comércio - Praça da Figueira - Alto de São João 0May 5, 1997
18th Praça do Comércio - Santos - Ajuda
19th Arco do Cego - Praça da Figueira - Alcântara November 18, 1991
20th Martim Moniz - Gomes Freire - Cais do Sodré January 18, 1991
24 Carmo - Campolide - Alto de São João - Rua da Alfândega August 27, 1995
25/26 Estrela - Martim Moniz - Gomes Freire - Estrela January 18, 1991
27 Campolide - Arco do Cego - Poço do Bispo 20th August 1990
28 Martim Moniz - Graça - Estrela - Prazeres
29/30 Estrela - Largo do Rato - Cais do Sodré - Estrela January 18, 1991

One of the main reasons for the shutdowns was hindrances caused by the strong increase in individual traffic, which meant that on ring lines 25/26 and 29/30 there was often no car driving for 20 to 30 minutes. In addition, many routes had been inadequately maintained in the previous decades. While in 1964 the track condition of the Lisbon tram was expressly praised, a trade visitor at the end of the 1980s described it as “in many places questionable”.

Track plan from 1995
Lg.Belas Artes stop on line 28E

With the discontinuation of lines 3, 16 and 24, Lisbon's most important train station at the time, the Santa Apolónia train station , also lost its tram connection. The station has only been connected to the Lisbon subway since 2007, as has the new Lisbon Oriente station, which was expanded to become the main station in the course of Expo 98 . Until then, as on most of the discontinued routes, only buses operated as replacements.

With the shutdowns, the number of passengers also declined, after they had already fallen as a result of the deteriorating quality of transport and the parallel bus routes. In 1980 the tram carried 89.6 million passengers, in 1989 it was only 63.5 million. With the wave of recruitment from 1990, the number fell to around 21 million in 1995. In 2006, the Lisbon tram still had 16.5 million passengers.

In the course of the suspension of tram lines, the number of depots was reduced from three to one. The remaining Santo Amaro depot in Rua Primeiro de Maio on the 15E route to Algés also houses the main workshop and the Carris Museum.

Despite the hiring, Carris invested again in the remaining network. The tracks of the lines through the old town and the highly sought-after lines along the banks of the Tejo have been renovated and the track network has been adapted to the fleet of vehicles, which has now been completely converted to one -way wagons, by building new reversing loops . The company converted Line 12E, which was previously only around 600 meters long, into a clockwise circular line, and the track network was also adapted for this purpose. Despite the modernization plans, another line was discontinued in 1997. Since then, the tram network has largely been as large as it is today. However, the tracks of the disused lines are still in many places in the streets. The overhead line is also partially in place. One reason for this is that the overhead line also serves as a feed line for the three funiculars. The route on line 24, which was originally only temporarily closed due to construction work, is largely complete and operational.

Current developments

A Sul do Tejo metro train

The Lisbon tram is now mainly perceived as a tourist attraction, even if it performs normal everyday tasks on the remaining lines. Since the remaining routes are almost exclusively flush with the street - only lines 15E and 18E have some longer sections with their own railway structure - reliability suffers considerably from the hindrances caused by individual motorized traffic . It is therefore often judged by the public to be old-fashioned despite the modern low-floor trams that are now available . The new light rail systems in Portugal in recent years, such as the Metro do Porto and the Metro Sul do Tejo built in the greater Lisbon area on the south bank of the Tejo, therefore deliberately set themselves apart in their names from the old-style Elétrico , such as those in Lisbon can still be found in Porto.

Decommissioning intentions for the entire network, as in the 1970s, are no longer pursued. For a long time, plans for renewed expansion of the network only existed on paper, in particular tangential connections from the Lisbon suburbs and a new line along the banks of the Tejo to Lisbon Oriente station were discussed. According to the Carris in 2008, no changes to the tram network were planned for the time being. The reopening of the 24E Carmo – Campolide line, which had been planned for a number of years and whose tracks and overhead lines were still in place and were refurbished in 2003, was also delayed. Test drives were carried out in December 2005. In autumn 2014, activists from the group Fórum Cidadania Lx again called for the opening of line 24E. In 2015, part of the former line 24 was used by tourist trams in the form of the Chiado tram tour. Plans to acquire new low-floor wagons were initially not pursued any further.

In view of the financial crisis from 2007 onwards , the Portuguese state stopped some construction projects in the railway sector, such as the Lisbon – Madrid high-speed line or the Lisbon – Porto high-speed line . In 2008, therefore, it could not be assumed that significant financial resources would be available for an expansion or further modernization of the Lisbon tram in the next few years. In November 2011, plans were announced that line 18E to Ajuda should be discontinued on December 2, 2011 or the end of 2011. Already at the end of 1999 there were plans to shut down this route, which were not implemented due to public resistance. Because of the massive protests, line 18E will continue to operate, but its city-side terminal has been withdrawn from Rua da Alfândega to Cais do Sodré.

For the first time in a long time, investments were made in the tram again in 2016 - a short new line was built in the Cais do Sodré area, which runs a little further south in Avenida Ribaira das Naus and then joins the existing line in the Corpo Santo area. A new turning loop and a reconnection of line 24E to Rua do Alecrim were also set up.

At the end of 2016, the Lisbon city council announced that line 15E would be extended to Santa Apolonia station via Rua da Alfandega. Construction work began in May 2017. It was also announced in 2017 that Line 24, which has largely been refurbished but no longer in operation, is to be put back into operation. For this purpose, new two-axle railcars are to be purchased. The purchase of low-floor articulated railcars is planned for the extension of line 15E - a total of 30 new railcars are to be purchased.

In spring 2018, work began on making the disused line 24E operational again. The section between Largo Camões and Cais do Sodré could not yet be driven because the switch connections at Largo Camões have not yet been re-established and the construction work for this is not supposed to take place in the high tourist season. The section between Largo Camões and Campolide was put back into operation on April 25, 2018. The operational bottleneck on lines 12 and 28 in Rua São Tomé was also removed in 2018 by adding a second track for line 28 towards Graça. The very photogenic, but operationally complicated bottleneck is no longer there.

Current transport offer

In addition to the normal scheduled services on the six existing lines, Carris also offers various regular tourist city tours on its rail network. The line service is mainly used for regular public transport , but is also a tourist attraction. Line 28E and the ring line 12E , which run in the narrow streets of the old town, are particularly popular . The latter only runs clockwise. In 2010, 17.4 million passengers used the five lines.

Line network

The numbers of the remaining lines were given the additional letter "E" in 1994 as part of the extensive line adjustments, which is derived from Carro e létrico , the Portuguese name for electric tram, which is generally shortened to Elétrico . The earlier spelling Eléctrico is also widespread and still used by the Carris . The additional letter is used to differentiate between bus routes, some of which have the same numbers but use different routes. However , the additional letter is not displayed on the rolling tape displays of the cars. The previously common crossed line signals for short courses are no longer used today.

The six lines currently have the following routes and frequency offers:

line route Travel time in minutes Cycle mo – fr Clock sat / sun maximum vehicle requirement
12E Praça da Figueira - Martim Moniz - São Tomé - Praça da Figueira 19th 13-minute intervals 13-minute intervals 02
15E Praça da Figueira - Praça do Comércio - Cais do Sodré - Santos - Alcântara-Mar - Santo Amaro - Belém - Algés (Jardim) 40 10-minute intervals 11-minute intervals 09
18E Cais do Sodré - Santos - Alcântara-Mar - Boa Hora - Cemitério da Ajuda 31 22-minute intervals 30-minute intervals (only on Saturdays) 05
24E Praça Luís de Camões - Jardim do Príncipe Real - Rato - Amoreiras - Campolide 21st 16/17 minute intervals 16/17 minute intervals 03
25E Campo de Ourique ( Prazeres ) - Estrela - Lapa - Santos - Conde Barão - Praça do Comércio - Rua da Alfândega 25th 14 to 17 minute intervals no traffic 08th
28E Martim Moniz - Graça - São Tomé - Rua da Conceição - São Bento - Estrela - Campo Ourique (Prazeres) 40/37 8-minute intervals 9/10 minute intervals 15th
Narrow old town street on line 28E

With the exception of lines 15E and 28E, which are served until around 1 a.m. and 11 p.m., the tram network is only served until around 8:30 p.m. Operation begins in the morning between 5 and 9 a.m., depending on the day of the week and the line.

Every year about 19 million passengers are carried on the five lines. Line 15E has the largest share at around 80%. Due to the relatively cheap fares, the operating costs are only covered to around 25%, the rest of the city makes up for it.

A special feature of the Lisbon tram and in particular the remaining routes are the steep gradients of up to 13.5% in places, and according to some information even up to 14.5%. Further stretches of today's network on lines 12E, 18E and 25E also have gradients of over 12%. The steepest section is in Calçada Nova de São Francisco on line 28E. This makes the Lisbon tram one of the world's steepest adhesive railways . Many sections of the tram run, sometimes using small radii of a minimum of nine meters, single-track sections and looped tracks , through narrow streets in which no other means of transport than the narrow and short old-style trams can be used. This explains why the lines through the Alfama and other old town quarters were preserved.

Tourist offers

Two red and white lacquered city tour coaches at Praça do Comércio , in the background an Americano serving as ticket sales

The city and the transport company have now also recognized the tourist importance of the tram. The city tours that have been offered in the summer season since 1965 have been expanded considerably and now run all year round. The two existing railcars, which differ from the yellow regular service vehicles, painted in the original red from 1901, have been supplemented by further appropriately adapted vehicles. There are now ten red and white painted vehicles on the road. With the exception of the two cars that have been in use since 1965, these are vehicles from the 1930s with a standard car body. They are equipped with an audio system inside. The railcars, which were refurbished in 1965, are no longer in use, but one of them transports visitors to the Tram Museum in the spacious depot area of ​​Santo Amaro to the vehicle hall.

Initially, the range of sightseeing tours was very modest; in 1970, for example, only one trip was offered at 3 p.m. each day. For decades there were around five trips a day in the summer half-year. The red railcars have been running all year round since 2001. Rides are offered on several routes that start at Praça do Comércio and on which the normal tickets for the Carris bus and tram lines are not valid. The Colinas Tour over the steep stretches of the old town runs every 20 minutes in the main summer season from June to September and every half hour in the winter half-hour. The Discoveries Tour to the world heritage site Jeronimos Monastery in Belém was taken three times a day . In the meantime, Belém is no longer served by tourist trams, the current Castle Tramcar Tour runs from Praça do Comércio via the route of line 25E to Estrela and further on the route of line 28E via Praça Luís de Camões, Chiado, Baixa to Alfama and Graça to Martim Moniz, from where the trams take the operating route to Praça da Figueira, and then return to the starting point via the route 15E. The operating hours have been extended considerably, so that the service is now between 9:30 a.m. and 7:00 p.m. between June and September, and only until 5:30 p.m. in winter. The duration of the tour is given as 1.5 hours.

In 2015 the tourist offer of the tram was expanded, since then the Chiado Tram Tour has also traveled a few hundred meters on the disused route 24. The railcars were specially painted brown-green for this purpose. The trips took place daily between 11:00 and 16:00 and lasted around 20 minutes. It was turned over a switch connection at the Praça do Príncipe Real. The Chiado Tram Tour has now been expanded and renamed the Hills Tramcar Tour . There are now three courses running on the Graça - Alfama - Baixa - Praça Luís de Camões - Praça do Príncipe Real route. The Praça da Figueira is still given as the departure and end point in the Carris brochures. The tour runs between June and September between 10:00 a.m. and 7:00 p.m., in winter until 6:00 p.m. and takes about an hour and 15 minutes.

The city tour offers are designed as hop-on-hop-off tours, so that passengers can get off at the individual sights as they wish. Only 24-hour tickets are sold for the individual tours. Combined tickets for all tram tours are only available in the form of a 48-hour ticket, which also includes three further sightseeing tours by bus.

Tram Museum

In addition to the tourist offers, Carris runs a transport museum in the Santa Amaro depot. The company's history from the beginning to the metro and the company's historic vehicle fleet are presented in three different, spatially separated sections. This consists of different types of trams and buses, some of which are operational. The old ticket printer, a gallery and a museum shop complete the offer. In order to comfortably reach the halls, which are relatively far from each other, and to safely manage the flow of visitors within the depot, which is still used for scheduled operations, a tram shuttle runs between the individual parts of the exhibition.

and display information about the image
One of the halls shows trams, buses and parts of the former power station

vehicles

Two cars from lines 10 and 28 in 1977

The Lisbon tram is known for its historic fleet, with the exception of a series of modern articulated cars in low-floor technology mainly from the time before World War II originated. The development and purchase of modern vehicles for the Lisbon tram, as with other Portuguese public transport systems, were not a priority under the dictator Salazar and the economic conditions of his “New State” ( Estado Novo ) created in the early 1930s . This is why the capital's tram was known as the “Oldtimer Eldorado” as early as the 1970s. In the first years of the electric tram, the cars were painted red and white, but for decades the cars have traditionally been painted yellow and white, apart from the red and white painted cars for city tours since 1965. From the beginning of the 1980s, however, many vehicles received full advertising .

Horse tram

The horse-drawn tram initially had open carriages from the United States , with the majority coming from John Stephenson Co., New York. Because of this origin, they were given the name carros americanos . On the occasion of the gauge change, these were replaced by closed wagons, they also came from the United States. The latter were still used for decades as a sidecar of the electric tram.

Cableway

During its existence, a total of six vehicle sets were used on the cableway route from Estrela to Chiado, on the one hand four small equipment cars with the numbers 1, 3, 4 and 8, on the other hand two sets, each consisting of an open summer car with the clamping claw for the cable and a closed one Sidecar. The sidecars were given the numbers 5 and 6, the numbers of the summer cars are unknown. The Graça line, served by bidirectional cars, had a total of four vehicles, two copies of two different types each. No precise information is known about the vehicle fleet for the third runway to São Sebastião. All cable car cars were retired after the routes were closed.

Electric tram

1977: Americano 350 on route 15

The tram fleet can be divided into four main procurement periods. By 1914, the company sourced all vehicles from the United States. After the First World War , the period of the so-called standard cars followed, which the Carris built in their own workshops until 1940. From 1947 to 1964, again in the company's own workshops, the so-called Ligeiros were built, partly as conversions of older vehicles. Since 1995, the vehicle park has consisted of new low-floor articulated vehicles and comprehensively modernized standard vehicles.

Americanos (1901 to 1914)

The manufacturer of almost all vehicles procured before 1914 and, like the horse-drawn tram cars, called Carros americanos or simply Americanos , was the JG Brill Company ; from 1910 it was the exclusive supplier. The electrical equipment was from General Electric . For the flat stretches along the banks of the Tagus and on the major arterial roads such as Avenida Almirante Reis, two series of four-axle maximum railcars were procured from 1906 to 1907 , the last of which remained in use until the new low-floor articulated wagons were acquired in 1996. They were last used on lines 15, 17 and 19. Around half of the four-axle vehicles, as well as 80 two-axle vehicles, were summer cars , but they were either retired or converted into closed vehicles by 1955. All other routes were given two-axle railcars and sidecars, but the latter were not allowed to be used on routes with steep inclines. They had already been delivered towards the end of the horse-drawn tram era and were designed entirely as summer carriages. Most of the other vehicles corresponded to the “semi-convertible” type from Brill, the windows of which the lower three fifths can be opened and pushed up and locked inside the vehicle. This enabled the vehicles to be adequately ventilated even in the summer months.

Americanos from 1901 to 1914
image Numbers Years of construction number Manufacturer Wheel alignment Retirement Remarks
Tw 264 203-282 1901 80 JG Brill Company 2x 1932-1937 Summer car
Tw 283 283-322 1902 40 JG Brill Company 4x 1952-1955 Summer car
Tw 323 323-342 1906 20th JG Brill Company 4x until 1995
Tw 360 343-362 1906 20th John Stephenson Co. , New York 4x until 1995 Car 355 serves as stationary ticket sales on the Praça do Comércio
Tw 367 363-367 1910 05 JG Brill Company 4x 1939 Bogies used for 806–810
The Street railway journal (1906) (14572625077) .jpg 389-399 1901-1907 11 JG Brill Company 2x / 4x ? Work car
No. 444 401-474 1909 75 St. Louis Car Company 2x 1935-1963 Cars 435 and 437 were used as tourist trams from 1965
Tw 475-499 475-499, 503-507 1913-1914 28 JG Brill Company 2x 1951-1963 Chassis for Caixotes used
Tw 500-502 500-502 1914 03 JG Brill Company 2x 1968 Brill “Radiax” chassis
Tw 166 153-202 1899-1901 50 JG Brill Company 2x 1953-1955 Sidecar, designed as a summer car

Standard car (1925 to 1947)

After the First World War , from 1924 onwards, Carris built and modernized all vehicles in its own main workshop, Santo Amaro, using parts supplied from the United States and Great Britain. First, the old car bodies from the pre-war series were recreated by Brill. From 1928 they received the uniform standard car body, which, with the exception of the low-floor car, all railcars currently in operation have. Old pre-war vehicles were also fitted with new car bodies from 1931 onwards. Until 1940, all two-axle vehicles were largely based on the models originally procured from the United States. Many of the vehicles procured up to the Second World War were rebuilt and modernized several times in the following years, for example by adding sheet metal or converting a lantern roof to a barrel roof . However, some remained in operation largely in their original state.

The exception to the otherwise exclusive procurement of two-axle railcars was a series of five four-axle railcars in a slightly different design, which were acquired in 1939 and which were given closed platforms for the first time. In 1943 another five vehicles of this type were built on old chassis.

Standard cars from 1925 to 1943
image Numbers Years of construction number Manufacturer Wheel alignment Retirement Remarks
Lisbon tram 510 in 1979.jpg 508-531 1925 24 Santo Amaro 2x until 1980 Conversion into a device trolley
Ccfl601-612 (janelas) .svg 601-612 1927 12 Santo Amaro 2x 1952-1972 Long two-axle vehicles, especially for Line 28
CCFL549@museu2010.jpg 532-551 1928 20th Santo Amaro 2x until 1990 First “standard” type
No. 777 (566) 552-571 1931 20th Santo Amaro 2x until 1985 1985 15 cars converted to type 761–785
CCFL260 (porEugénioSantos) lateral.jpg 203-282 1932-1937 80 Santo Amaro 2x until 1996 Replacement for older Brill cars,
partially converted into Remodelados
No. 415 (left) 415, 455, 467, 468, 483 1935 05 Santo Amaro 2x until 1996 Replacement for older St. Louis car wagons
Lisbon tram 613 passing Jardim da Estrela in 1979.jpg 613-617 1935 05 Santo Amaro 2x until 1996 especially for lines 12 and 28,
1985 conversion for one-man operation
Tw 707 701-735 1936-1940 35 Santo Amaro 2x until 1996 especially for lines 12 and 28,
partly converted into remodelados
801 801-805 1939 05 Santo Amaro 4x 1978-1994
808 806-810 1943 05 Santo Amaro 4x 1993/1994 built on old Brill bogies

Ligeiros or Caixotes (1947 to 1964)

A Ligeiro railcar of the post-war series in the "angular design" around 1985

From 1947 new buildings and conversions of a light unit type (Portuguese: Ligeiro ) with a new, "angular design", which some observers described as "not very elegant", were built. They were therefore also nicknamed Caixotes (Portuguese for box or box ). A total of ten four-axle and 130 two-axle railcars in this design were built from 1947, plus 100 two-axle sidecars. As with the standard prewar cars, parts supplied from Great Britain were initially used, mainly chassis. Apart from the four-axle vehicles and the first ten two-axle cars used the Carris for the other vehicles chassis of older vehicles, mostly those of the generation of vehicles from the years before 1914. Much of the car was produced as a mover carriage . With the gradual shutdown of large parts of the network, vehicles of this type were gradually shut down from the end of the 1980s. The last cars were retired in 1992.

Ligeiro cars from 1947 to 1964
image Numbers Years of construction number Manufacturer Wheel alignment Retirement Remarks
Tw 902 901-910 1947 10 Santo Amaro 4x 1978-1989
Tw 744 (?) 736-745 1947 10 Santo Amaro 2x 1985/1986
Tw 304 283-322 1954-1952 40 Santo Amaro 2x until 1992 One-way vehicles
No. 466 401–507 (with gaps) 1952-1964 at least 79 Santo Amaro 2x until 1992 One-way vehicles
609-610 1954 02 Santo Amaro 2x until 1992
Tw 152 101-200 1952-1957 100 Santo Amaro 2x until 1989 sidecar
Railcar 542 with Caixote sidecar in 1977

While around 400 railcars and 100 sidecars were still in use in 1970, this number fell to 272 and 34 sidecars by 1983. All two-axle vehicles built up to 1914 that had not been converted or modernized were taken out of service by the company by 1980. In 1988 the Carris still had around 200 railcars, of which around 130 vehicles were required for all lines as planned. The oldest of the vehicles used every day were the Americanos , which were over 80 years old . From the mid-1980s, the company partially modernized the two- and four-axle railcars. They received automatic folding doors and some of them were converted into equipment trolleys and for operation without conductors. Some of the newer angular two-axle vehicles were also rebuilt in such a way that the car bodies of older standard cars from the 1930s were placed on the comparatively new chassis, including the electrical equipment. At the time, these were built on old chassis from the early days of the company.

With the closure of many lines and the associated reduction in the network in the early 1990s, the tram also parked most of the older vehicles. The last sidecars still used on line 19 were retired as early as 1989. Since 1996, only the so-called remodelados , converted and modernized railcars built between 1932 and 1937 and the low-floor articulated cars acquired in 1995 have been in service. The Carris also owns various museum cars. An Americano serves as a ticket office at Praça do Comércio, the starting point of the city tours.

The former motor coach 910 in Kōchi, Japan

Carris has sold some of the decommissioned vehicles to various other companies on almost every continent, which they use as museum trams . As early as 1976, the first vehicles went to a nostalgic tram in Detroit , which was discontinued in 2003. In Europe, old Lisbon trams are not only used on the neighboring Sintra tram , but also on the Sóller tram on Mallorca and a tourist tram in A Coruña . While most of the vehicles sold are two-axle vehicles, the Great Orme Tramway in Wales acquired an old Americano with the 305 . In Whitehorse , Canada , the 531, built in 1925, travels a short distance along the Yukon River as a Whitehorse trolley . Power is supplied by a generator. Other vehicles came to Argentina and New Zealand , among others . A four-axle caixote , the railcar 910, is now used together with older cars from various European cities at the Tosa Denki Tetsudō in Kōchi , Japan .

Current vehicle inventory

There are currently 63 railcars in total. In addition to the modernized old-build vehicles and the low-floor wagons, eight non-modernized two-axle vehicles with standard car bodies, which were equipped with new engines in the mid-1980s and often took on charter trips, were kept in reserve as an operating reserve. In November 2011, all but two of these vehicles were parked. For the introduction of the Chiado Tram Tour , which requires three additional courses, two of the parked railcars were put back into operation in 2016.

Modernized old railcars ( remodelados )

A Remodelado old-build railcar
Inside a Remodelado -Triebwagens, left of the driver, the electronic validators

For the lines 12E, 18E, 24E, 25E ​​and 28E there are currently 45 modernized two-axle railcars with wooden superstructures, they have the road numbers 541 to 585. These are so-called remodelados , which were built between 1935 and 1940 and were used in 1995 / 1996 were refurbished and technically modernized with new chassis and electrical equipment. At the same time, their output was increased from 33 to 50 kilowatts. The new electrical equipment comes from Kiepe , the chassis from MAN . They are 8.38 meters long, 2.38 meters wide, have 2 + 1 seating and offer 20 seats and 38 standing places. In the front area there are two seats each left and right for people with reduced mobility. In contrast to the rest of the seating, these are attached lengthways to the direction of travel. Six of the railcars are in use as sightseeing coaches and are painted red / white accordingly. The others have the traditional yellow / white color scheme. After the Ventottos in Milan, built between 1928 and 1930 , the Remodelados are the second oldest scheduled tram cars in Europe.

Before their conversion, the railcars were bidirectional vehicles with entrances on both sides. In the course of the renovation, however, a driver's cab was removed so that they can only be used in the facility operation. However, in order to be able to maneuver the railcar backwards, an auxiliary drive switch was installed. Due to the changes, there is a flow of passengers from the front to the back. The railcars have traction motors with recuperation brakes , compressed air-operated folding doors and electronic ticket readers. The entrances on the left are still available, but permanently locked. It is characterized by the presence of two different pantographs - in addition to the characteristic pole pantograph, a single-arm pantograph was installed in the middle of the roof as part of the modernization.

During the day, the railcars are used on lines 12E, 18E, 24E, 25E ​​and 28E; in the evening they replace the low-floor cars used on line 15E.

Low-floor articulated multiple units ( Articulados )

502 low-floor multiple unit

For line 15E to Belém and Algés, Carris procured ten three-part, six-axle, low-floor articulated vehicles in one-way design under license from Siemens on the basis of the meter-gauge low-floor railways designed for line 4 of the Valencia metro. Five of the vehicles each came from the Spanish manufacturer CAF and the Portuguese company Sorefame . This was the first new acquisition since 1964. They are 24.02 meters long, have 2 + 2 seating and offer space for 210 passengers. They have the road numbers 501 to 510. The existing option to procure 20 more cars of this type was not redeemed. The procurement of further low-floor wagons has been discussed again and again since then, but has so far not been done for financial reasons.

After the signing of the treaty, the EU heads of state and government who met in December 2007 to sign the Lisbon Treaty used a low-floor vehicle to drive from the conference venue in the Belémer Mosteiro dos Jerónimos (Jeronimos Monastery) to lunch at the Museu Nacional dos Coches .

Tram models

In Lisbon, the standard cars, which are often seen as the classic Lisbon tram cars, are offered as models in the nominal size H0 . The models, which are available in souvenir shops, the official tourist information offices and the tram museum, are made of metal, are not motorized and are intended as toys or souvenirs .

Various manufacturers have already developed models of Lisbon tram cars. For example, the Viennese manufacturer Halling offered a highly detailed model of a Lisbon railcar for a while. Halling also offers the right drive blocks for the Lisbon souvenir model.

Contact line system and pantograph

A remodelado with a single-arm pantograph on line 15E, where the more modern articulados are usually used
Two remodelados on one track, using both types of pantographs
Historic overhead line mast with stop sign, 1977 on line 12
Catenary systems of the Lisbon tram at the Praça do Comércio

Originally, the Lisbon tram only used pantographs with contact rollers . Air switches are used at the junctions, in the case of track looping and the short single-track sections, both contact wires run parallel to each other with a few centimeters apart. With this system, the contact wire hardly deviates from the track center axis . The contact wire height is six meters.

From 1995 onwards, after the delivery of the new low-floor trams, the transport company converted the overhead line on routes 15E, 18E and 25E so that operation with single-arm pantographs as well as roller pantographs is possible. On lines 12E and 28E through Alfama and 24E to Campolide, in view of the narrow streets, only the “pole” can still be used. Otherwise house walls, open windows, bay windows, balconies or street lamps would reach into the clearance profile of the single-arm pantograph there.

All old wagons still used for scheduled operation are equipped with a pantograph from both systems. This means that they can be used flexibly. During the operational trips to and from the depot, the wagons on lines 12E and 28E change pantographs at certain transition points, as the single-arm pantographs are more reliable.

The routes that can only be traveled with the pole are marked as such with special signals (sign on the transverse bracing of the catenary). From this point on, the single-arm pantograph must be lowered and you can only drive with the pantograph. Such a point is for example in Estrela after the junction of line 25E. These points are particularly relevant for the red tourist railcars, as the city tour in the direction of Estrela runs on line 25E, which can be used with the single-arm pantograph, but to the city center, the route of line 28E is used, which is only used with the pole may.

Depots and workshop

In total, the Lisbon tram network had three larger depots , called Estação in Portuguese : Santo Amaro , Amoreiras and Arco do Cego . Santo Amaro, as the oldest, was laid out with the construction of the horse-drawn tram. The main tram workshop is housed in it, which is located directly on the banks of the Tejo below the Ponte 25 de Abril . She was also responsible for the new construction or conversion of a substantial part of the vehicle fleet. The Lisbon tram museum operated by Carris has also been set up on the site.

With the expansion of the tram network, the Arco do Cego depot followed in 1882. The Amoreiras depot located northwest of the city center was only built in 1937. It was also the first depot to be shut down in 1981, after having only taken buses for a few years. Carris operated the Arco do Cego depot north of the city center until the mid-1990s. At times, all the remaining vehicles were parked there until, with the introduction of the new low-floor wagons from 1995, only Santo Amaro was used again. The (former) Arco do Cego depot is still there as a building, but now serves as a parking lot.

The small depots for the cable trams operated in isolation from each other were given up after the routes were switched to or converted to electrical operation.

literature

  • Lisbon and what was left of its tram network . In: Eisenbahn-Revue International , issue 3/2000, pp. 140–142
  • Christoph Groneck : Metro in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6
  • Wolfgang Kaiser: Old, older, Lisbon. Lisbon's tram in 1988 . In: Straßenbahn-Magazin , issue 1/2009, pp. 68–71
  • Wolfgang Kaiser: Tourism as an Opportunity. About the location of the tram in Lisbon . In: Straßenbahn-Magazin , Issue 9/2008, pp. 14–21
  • Guido Korff: Europe's largest tram museum, or: The tram companies in Portugal today . In: Straßenbahn-Magazin , issue 50, November 1983, Franck'sche Verlagsbuchhandlung, Stuttgart, pp. 297-311
  • J. H. Price: The Tramways of Portugal. A visitor's guide . Published 1964 by The Light Railway Transport League, printed by W. J. Fowler & Son, Ltd., London
  • Ulrich Theurer: Vintage cars still run in Portugal. A situation report on the Portuguese trams . In: Straßenbahn-Magazin , Issue 3, May 1971, Franck'sche Verlagsbuchhandlung, Stuttgart, pp. 46–59

Web links

Commons : Trams in Lisbon  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Spelling of "Eléctrico" according to the information provided by the operator: Carris homepage (accessed on July 19, 2011)
  2. ↑ Information from strassenbahn-online.de (accessed on September 24, 2018)
  3. ↑ a b c d e f g h i j k l m n J. H. Price: The Tramways of Portugal. A visitor's guide . Published 1964 by The Light Railway Transport League, printed by WJ Fowler & Son, Ltd., London, pp. 5-8
  4. ^ Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 6
  5. ↑ a b c d e f g h i j k The Luso Pages: Lisbon Trams, Part Two: Trams of The Past (accessed December 26, 2015)
  6. ↑ a b c d e Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 7
  7. ↑ a b c d J. H. Price: The Tramways of Portugal. A visitor's guide . Published 1964 by The Light Railway Transport League, printed by WJ Fowler & Son, Ltd., London, pp. 33/34
  8. ↑ a b c d e f g h i j k Pages on the Lisbon tram by Ernst Kers, Cable trams and Funiculars (accessed on December 26, 2015)
  9. ^ Where and When Did Cable Cars Operate? by Joe Thompson (accessed July 25, 2011)
  10. ↑ Marina Tavares Dias: História do Eléctrico da Carris - The History of the Lisbon Trams . Quimera, Carris : Lisbon 2001, ISBN 972-589-066-3 , pp. 73-75
  11. ↑ a b c d e A Rede de Eléctricos, História dos eléctricos (accessed on July 10, 2011)
  12. ↑ a b Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 8
  13. ↑ a b c d e Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto , Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 9
  14. ↑ Pages on the Lisbon tram by Ernst Kers, network (accessed on December 26, 2015)
  15. ↑ A Rede de Autocarros: O início: de 1944 a 1957 (accessed on October 29, 2011)
  16. ↑ a b History of the Carris on carris.pt (in English, accessed on December 4, 2011)
  17. ↑ a b c d e f g h Ulrich Theurer: Oldtimers still run in Portugal. A situation report on the Portuguese trams , in: Straßenbahn-Magazin , Issue 3, May 1971, Franck'sche Verlagsbuchhandlung, Stuttgart, pp. 46–59
  18. ↑ a b c d e f g h i j k l m n o p q Wolfgang Kaiser: Tourism as an opportunity. On the location of the tram in Lisbon , in: Tram Magazine , Issue 9/2008, pp. 14-21
  19. ↑ Since the ring lines had their own number for each direction, there were a total of 32 line numbers.
  20. ↑ a b c d e f g Guido Korff: Europe's largest tram museum , or: The tram companies in Portugal today , in: Tram magazine , issue 50, November 1983, Franck'sche Verlagsbuchhandlung, Stuttgart, pp. 297–311
  21. ↑ a b c d e f g h i j Wolfgang Kaiser: Old, older, Lisbon. Lisbon's tram in 1988 , in: Straßenbahn-Magazin , issue 1/2009, pp. 68–71
  22. ^ Carris statistics 1980 (accessed on December 3, 2011)
  23. ^ Carris statistics 1989 (accessed on December 3, 2011)
  24. ^ Carris statistics 1995 (accessed on December 3, 2011)
  25. ^ Carris statistics 2006 (accessed on December 3, 2011)
  26. ↑ a b c d Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 13
  27. ↑ a b Lisbon / Lisbon / Lisboa: Reconstruction of the line network 1960–2010, report on strassenbahn-online.de (accessed on October 31, 2012)
  28. ↑ Blickpunkt Straßenbahn , volume 5/2003, p. 125
  29. ↑ Parlamento recebe petição contra construção de parque no Príncipe Real, em Lisboa (in Portuguese, accessed October 25, 2014)
  30. ↑ Seara.com: Carristur lança CHIADO TRAM TOUR, novo circuito em elétrico histórico. In: carris.transporteslisboa.pt. Retrieved April 7, 2016 .
  31. ^ A b Thomas Naumann: Lisbon: Adeus, carreira No. 18 , in: Stadtverkehr , issue 12/2011, p. 48
  32. ↑ Blickpunkt Straßenbahn , Issue 3/2000, pp. 138/139
  33. ↑ Petition against the suspension of line 18E (in Portuguese, accessed November 27, 2011)
  34. ↑ Johannes Bouchain, Luis N. Filipe: In the shadow of the financial crisis: Current information on local transport in the Lisbon area , in: Der Stadtverkehr , Heft 7–8 / 2012, pp. 24–30
  35. ^ Publico: Construction work to extend line 15 to Santa Apolonia
  36. ↑ Lisbon city council to invest € 80 m in bus, tram company to 2019 . ( theportugalnews.com [accessed March 29, 2018]).
  37. ↑ DVV Media UK: Lisboa tram and bus investment plan presented . In: Metro Report . ( metro-report.com [accessed March 29, 2018]).
  38. ↑ http://www.diariodotripulante.pt/2018/04/foto-reportagem-as-primeiras-24-imagens.html
  39. ↑ Carris Statistics 2010 (accessed on December 5, 2011; PDF; 932 kB)
  40. ↑ a b Percursos e Horários de Autocarros e Elétricos. Carris, accessed October 14, 2018 (Portuguese).
  41. ↑ List of the steepest adhesion railways in Europe ( memento of December 9, 2015 in the Internet Archive ) (accessed on December 3, 2011; PDF; 12 kB)
  42. ↑ Seara.com: Carristur lança CHIADO TRAM TOUR, novo circuito em elétrico histórico. In: carris.transporteslisboa.pt. Retrieved April 7, 2016 .
  43. ↑ a b Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 7
  44. ↑ a b c Since the number of powered and non-powered axles is not known for all railcars, only abbreviations (2x for two-axle vehicles, 4x for four-axle vehicles) are used.
  45. ↑ a b c d e Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 16
  46. ↑ Pages on the Lisbon tram by Ernst Kers, Single-ended Caixote cars (accessed on December 26, 2015)
  47. ↑ APTA Streetcar and Seashore Trolley Museum Logo Heritage Trolley Site (accessed July 20, 2011)
  48. ↑ The Whitehorse Trolley (accessed March 25, 2018)
  49. ↑ a b The Luso Pages: Lisbon Trams, Part One: Trams of Today (accessed December 26, 2015)
  50. ↑ Pages on the Lisbon tram by Ernst Kers, Remodelados (accessed December 26, 2015)
  51. ^ Website of the line operator, viewed on June 15, 2011
  52. ↑ Historical trams Lisbon www.vossloh-kiepe.com (accessed 26 December 2015)
  53. ^ Christoph Groneck: Metros in Portugal. Local rail transport in and around Lisbon and Porto . Robert Schwandl Verlag, Berlin 2008, ISBN 978-3-936573-20-6 , p. 17
  54. ↑ Report in the Portugal blog on the tram rides of the heads of state and government (accessed on September 5, 2011)
  55. ↑ https://shop.ferro-train.com/hallingShop/Article/OLD-LIS-S
This article was added to the list of excellent articles on February 7, 2013 in this version .