National and regional Lines
Suburban rail lines
Since Portugal joined the European Union in 1986, one of its main focuses has been to bring the transport infrastructure up to the level of other EU countries. To this end EU funding to the value of 23bn Euros has been approved for infrastructure projects between 2000 and 2006. Investment on this scale offers considerable business opportunities for UK exporters of rail services and equipment.
The three most important features of the Portuguese railway sector are:
- A comprehensive restructuring of the operating system leading towards full privatisation and;
- Unprecedented investment in equipment and services and;
- The availability of EU funding for infrastructure projects.
In Portugal, the government’s programme and Great Planning Options leading up to 2006 confer a strategic role to short–haul international, rail and maritime transport, duly articulated with the National Logistic System. With this, it attributes a decisive role to both inter modality and logistics in the competitiveness of the communitarian economics sectors, the development sustainability and the creation of environmentally-friendly distribution alternatives. It also foresees a specific measure in POAT – Transport and Accessibility Operational Programme, including in the QCA III, in its Axle 2, Measure 2.3 – Developing a National Logistics Network.
Characteristics of Market
Privatisation is a central plank of the Portuguese Government's economic policy. The process was instrumental in ensuring Portugal's readiness to join in the first wave of Economic and Monetary Union in January 1999. The programme began in the mid 1990's. The Government has made clear its determination to continue with the programme despite the recent uncertainties in the global economy.
Privatisation in the railway sector has begun with Fertagus operating the first none CP rail service. During 2002 the new Eixo Norte Sul suburban line and the Oporto light railway will be operated by private concessions. Other lines will follow, e.g. the Lisbon to Cascais commuter line. Associated companies of CP e.g. EMEF, are already being targeted by private companies
The freight/cargo branch of CP is also expected to be an early candidate for privatisation. REFER, responsible for infrastructure, is unlikely to be subject to the privatisation process and will remain as a publicly controlled organisation.
The main players in the sector are:
The government plan for 2005/2009 has the following priorities for the sector:
Develop the high speed projects for the national and international connections initiating the construction of the Lisbon/Porto connection;
Improve the connections to the Lisbon, Setúbal and Sines harbours, in articulation with the high speed connection Lisbon/Madrid;
Continue the extension of the underground network in Lisbon and in Porto and another light rail projects
Train operating companies in Portugal
Caminhos de Ferro Portugueses
The railway sector and the railways have been in the dreams of many generations. The train has undergone many alterations and improvements over the years. The railway in Portugal is not, however, synonymous with CP. The railways in Portugal have been running for over 150 years while CP has only existed since 1951.
CP was, for many years, the only rail transport operator in Portugal granting it a position of privilege in terms of Rail Industry Know-how.
The railway first appeared in Portugal as a private undertaking. Both private and state companies operated side by side for a long time until they were all amalgamated in 1951 into the Caminhos de Ferro Portugueses.
A widespread restructuring of CP began in 1996 to commercialise the company and improve services. In April 1997 CP was divided into two separate companies, CP (Comboios de Portugal), responsible for train operations and REFER (Rede Ferroviária Nacional), responsible for the network.
More recently, the Base Law for Terrestrial Transports demanded that the rail sector be reorganised completely. CP – Comboios de Portugal became responsible for the operations, while REFER - Rede Ferroviária Nacional, EP took over as the infrastructure manager and the INTF - Instituto Nacional do Transporte Ferroviário was appointed as the rail regulator.
The environment and high speed are two main priorities for the company and are undergoing constant development and the main future projects are related with high speed trains:
Because of the new economic and legal context, CP underwent a profound change in adapting to the market. It organised itself into Business Units that were able to satisfy the needs of the different market segments. It has invested in partnerships that add value to its services for the customer and strengthen its position in the transport sector.
CP is currently organised into seven Business Units:
Freight Transport– CP Carga
Urban services – CP Lisboa; CP Porto
Long distance services - CP Longo Curso; CP Regional
133 million passengers and 9.5 million tonnes of freight were carried in 2004, over the 2830 kilometres of the network. The urban units are especially important since they represent 87% of all the passengers carried.
CP Carga is the business unit of CP - Comboios de Portugal that is responsible for carrying goods throughout Portugal and Europe. It is built around a single principle: The Customers' needs. Its aim is to be organised in such a way as to be able to respond to specific needs for every deal and every situation. CP has enormous experience in transporting goods. An accumulated know-how, dedicated teams, proper equipment and infrastructures make CP the privileged partner for your transport needs.
The main freight services offered are:
Combined transports - Containers and Swap-bodies
If you want to transport your goods in containers or swap-bodies in a way that is flexible, safe and profitable, CP Carga can offer you a fast, high quality, seamless service.
CP can carry all kinds of containerised freight, connecting the rail transport with the other modes such as road, maritime and air. They guarantee a complete, seamless origin-to-destination freight service without any intermediaries. CP Carga gives you all the advantages of rail transport and the flexibility of the road. We also offer to collect the containerised freight from the origin and take it to the final destination in conjunction with regular or chartered partnerships with logistics and road-hauler companies.
Rail transport for this kind of material is a very competitive solution given the specialised rolling stock, the dedicated branch lines and the redistribution centres spread throughout the country.
CP can haul sand to anywhere in the country from strategic points for the sand sector.
Cement and Clinker
CP carries large quantities of material from the different domestic cement producers to the customers’ redistribution centres throughout the country. With a wide range of specialised rolling stock, branch lines and redistribution centres across the country, CP Carga offers high added value services to the civil construction industry, which is a very important sector of the economy. The cement can be carried in bulk, in sacks or palletes.
Broken Stone and Ornamental Rocks
CP Carga can carry different kinds of broken stone and ornamental rocks from many domestic quarries. This kind of material has many uses and includes concrete, building materials, motorways, railways, rock wool, marble CP has its own specially adapted fleet for carrying this kind of material throughout the country.
CP is obviously geared towards carrying the specialised materials needed for building railway lines. As well as the actual materials, CP can also accompany the contractors' means and machinery to the site of the rail engineering works. The materials include ballast, rails, sleepers, points, track construction machinery.
CP has large flatbed wagons for transporting ceramic goods on palettes. Currently, CP transports bricks and roof tiles from the ceramic plants to the various redistribution points throughout the country.
Multi - customer
Within the agro-industrial sector, CP transports cereals, animal feed and fertilisers and has his own specialised rolling stock for bulk, sack and pallete transport and can carry the products with quality and safety.
Ideal for transporting large tonnages, the railway is the best solution for transporting timber and derivatives. With specialised rolling stock for this kind of haulage, your merchandise will arrive at its destination safely. CP currently carries the following wood derivatives: paper, carried in rolls, paper pulp, carried in bales, wood chips.
CP offers the iron and steel industry competitive transport services with the quality they demand.
With enormous flexibility in the transport of these products, we offer the companies a range of ways to carry their products. CP currently transports the following products: rods, mesh, rolls, tubes, scrap
CP Carga currently runs daily coal deliveries to electric power stations and industrial furnaces. Since this kind of material is crucial for these activities, CP ensures the proper timings so that they never run out of stocks. The economies of scale that arise with this kind of transport by rail are considerable making this the best possible solution.
Cars and vans
CP Carga has acquired enormous experience in transporting cars and vans over the years.
The fact that a train can be up to 500 metres long means that it can carry more than 200 cars at a time leading to greater throughput and lower costs. Rail transport is present in the car industry production chain and can carry all kinds of associated components. The punctuality and efficiency of the service offered by CP Carga means that the car industries can ensure just-in-time management.
For bulk transport, as is the case for ore, CP can supply high-quality tailor-made solutions.
Fuel transport requires special wagons and care since the products are toxic and explosive. This is why CP has proper wagons and specially trained staff who know about the transport of this kind of product and its safety. This class of products may include crude, gas, diesel, petrol, jet fuel, and waste products that can be transported correctly by rail.
This class of products includes all substances that if not properly handled may be toxic to humans and/or the environment. This is why CP Carga has a specialised service and personnel to handle the transport so that it is conducted with the utmost safety. For instance, they can carry Ammonia, Carbonates, and Aniline.
, is wholly owned by CP and is a multi-disciplinary engineering consultancy firm specialising in railway related projects. It is often referred to as the consultancy branch of CP.
EMEF-Empresa de Manutenção de Equipamento Ferroviário, is wholly owned by CP and employs just over 2000 staff on railway maintenance work.
CP has introduced a 5-year investment plan valued at €445m for the purchase and refurbishment of rolling stock for the period 2001–2006:
Fertagus (Travessia do Tejo Transportes SA) In 1999 Fertagus became the first private rail operator running a fleet of 18 four-car double deck electric multiple-units (EMU), with air conditioning and ambient music. These units have the capacity to transport 1210 passengers per train
Eventually, the Fertagus service will link Oriente station in Lisbon with the southern Portuguese main line, which currently runs from Barreiro ferry terminal to the Alentejo and Algarve regions.
Major shareholders include Vivendi, Barraqueiro (Portuguese bus operator owned by Vivendi) and Caixa Geral de Depósitos (bank).
The FERTAGUS' total investment during the concession period is of €161,7m.
Rede Ferroviária Nacional
- REFER EP
Following the government Decree No. 104/97, REFER EP was legally incorporated on 29 April 1997. Their main responsibility is the management of the railway infrastructures in Portugal. REFER EP is also responsible for:
The construction, installation and renovation of the railway infrastructures including the respective studies, plans and development;
Command and Control;
The promotion, co-ordination, development and the control of all the activities related with the railway infrastructure.
The setting up of REFER EP, led to the closure of the Gabinete do Nó Ferroviário de Lisboa, the Gabinete do Nó Ferroviário do Porto and the Office responsible for the rail crossing over the Tagus in Lisbon. All the assets, rights and obligations of these Bureaux were transferred to REFER EP.
REFER EP has a share capital of €305.2m. Within the official organisational diagram, the company is responsible to the State Secretary for Transports.
REFER EP arose as the result of having to adapt the railways to meet the demands of the single market where it had to increase its effectiveness via:
The managerial independence of the rail transport companies;
The separation of the infrastructure manager and the transport operators;
The settlement of the financial difficulties inherited from the break-up of the rail transport companies.
The aim of this new model for the rail sector is to clearly distinguish between the different responsibilities and is based on distinct entities:
The railway regulator, INTF - Instituto Nacional do Transporte Ferroviário;
The infrastructure manager, REFER EP;
The railways operators, CP and FERTAGUS.
REFER’s mission is to supply the market with a competitive transport infrastructure by managing and developing a safe, efficient, environment-friendly rail network.
REFER´s goals are:
To provide the market with a reliable and quality railway network, from the point of view of client service maximisation.
To modernise the company, both technologically and by the development of its people and organisation.
To ensure the availability of the network and the integrity of its assets.
To ensure the social, economic and financial effectiveness of the company.
To ensure new business opportunities.
Instituto Nacional do Transporte Ferroviário
INTF – Instituto Nacional do Transporte Ferroviário (Institute for Rail Transport) is the public entity responsible for the regulation, supervision and development of the railway sector – infrastructures and services provided by the different means of transport that use guided systems. INTF represents the Portuguese State before international organisations related to the rail sector and was formed in November 1998.
INTF is directly involved in the award of concession contracts for rail transport public services and is responsible for the monitoring of the said concessions.
INTF is a public body, with administrative, financial and patrimonial autonomy. In order to carry out its activities, it has legal personality and regulatory powers.
INTF is subject to general guidance and supervision by the Minister for Public Works, Transport and Housing, as well as by the Minister of Finance on budgetary matters.
In order to accomplish its mission, INTF has set itself three priorities:
To propose and implement a legal, economic and technical framework that improves the quality, safety and economic efficiency of the rail transport;
To promote the growth and competitiveness of rail services, meeting the needs of the population and strengthening the social and economic development of the country;
To co-operate with other public administration bodies, undertakings, users, passengers and other entities related to the railway sector.
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National and regional Lines
Upgrading Project for the Northern Line
The main goal of this project is the reduction of travel time between Lisbon and Porto from 3.5 hours to 2.25 hours at speeds of up to 220 km/h.
This project is under way and includes acquisition of circulating material of the active tilting type (pendular trains); intervention in the existing track infrastructure, construction of branch lines and suppression of all level crossings; implementation of new electronic and central control signalling systems.
This upgrading project aims to ensure the rehabilitation of the Northern Line, according to the demands of the different types of trains and levels of service on offer. This is a crucial condition for sustained exploration, not only of the Lisbon-Porto track, but also of the railway network as a whole, vis-à-vis its articulation with the interventions already carried out, those in progress, or in preparation in the rest of the country
This project also benefits from The European Community funding namely CF - Cohesion Fund
Upgrading Project for the Beira Baixa Line
An integrated upgrading project is being carried out in the Beira Baixa line and the scheduled interventions aim to: increase and regulate circulation speed in the intervened sections; enable the introduction of tilting trains (pendular trains); implement electronic signalling, etc. The predicted investment in this project is about €90m.
This project is supported of the ERDF (European Regional Development Fund).
In the past few years, some significant interventions were carried out both in the Entroncamento / Mouriscas and in the Mouriscas / Vale de Prazeres sections. The current interventions include - stabilisation of embankments; structure; refurbishing of stations and halts; correction of track layout; substation of electric traction.
Future interventions include electrification; signalling; telecommunications; installation of CONVEL (automated speed control system); central traffic control system.
North-South Crossing Project
Once the 1st stage of the North-South Railway of the Lisbon area was completed, with the regular connection of passenger carriage between the two banks of the Tagus River, using the 25 de Abril Bridge, the concession of which was granted to Fertagus, it was necessary to consider the extension of this connection to the North and the South.
REFER considered an investment volume of about €250m in the second stage of the North-South Crossing project, in the period between 2001 and 2004.
This project is supported by CF (Cohesion Fund) and the moment the main targets include the materialisation of the north-south railway connection, establishment of the suburban service between Lisbon and Setúbal, optimise the existing track projects for tilting trains, construction of interfaces, construction of a technical terminal and the Roma/Areeiro station, ensuring the best possible interface conditions with the Lisbon underground network, study and preparation the completion of the of the track quadruplication until its insertion in the Northern Line, at Braço de Prata, and the transition from one gradient to another at Chelas, including the constructions of the new Chelas station (interface with the Lisbon Underground) and the Marvila halt.
Lisbon – Sintra
A supplementary investment to be made for the implementation of the Sintra Line upgrading project is of about €140 until 2006.
The upgrading of the Sintra Line implies restructuring the service provided and the main purposes are the increase of infrastructure capacity and train regularity. Within the scope of general intervention at infrastructure level, the main intervention actions include a new signalling system with central traffic control, renewal and construction of stations, track quadruplication; integral fencing of the railway area; suppression of all road and pedestrian level crossings and implementation of the new subways or footbridges, creation of multimodal interfaces, including parking facilities for individual transport; and improvement of station accessibility.
Supplementary investment to be made for the implementation of the Sintra Line upgrading project is of about €140m until 2006.
Until the end of 2006, it is expected that the quadruplication of the line as far as Cacém will be completed, as well as the refurbishing of the Cacém station and the revamping of the Rossio tunnel. At the same time, two new subways will be built, with their respective road connections, which will enable the closure of the only road level crossings still in existence (Papel and Missionários).
Thus, the upgrading of the Sintra Line will allow the circulation of trains at a speed of 90 km/h in its whole length, with a modern infrastructure intended to satisfy the demand for rail transport, without the need for important subsequent interventions.
Lisbon – Cascais
This line is the principal commuter line into Lisbon. A rolling stock upgrading plan was completed in October 2002. REFER plans to implement its first private partnership for station redevelopment at Cascais. The line makes an annual loss of around €15m, as CP is not allowed by the government to charge real cost fares.
Fogueteiro - Pinhal Novo
An extension of the cross-Tagus line from the Fogueteiro terminus to Setúbal via Pinhal Novo has just been completed. This involved the construction of a 6km connection to the existing network then an extension of 10 km including electrification and signalling.
Lisbon – Faro
A programme of electrification and upgrading of the southern main line to the port of Sines and onwards to the Algarve has been underway since June 1999. The Lisbon-Faro link was completed at the end of May 2004 at a cost of €108m [80% of the cost has been met by the EU]. CP will now be able to operate through trains from Lisbon to the Algarve in 2 hours 45 minutes using pendular trains and 3 hours 15 minutes in classic trains. This will also allow CP to operate trains between Braga (north) and Faro Algarve in seven hours.
Porto Suburban Services
REFER is currently upgrading the four suburban lines radiating from Porto. Interventions in the suburban network north of the Douro river, which integrate the Porto and North projects, are divided into three separate projects, namely: Greater Porto, Minho, and Ave and Douro Valley, complemented by a fourth project that covers the area of the remaining three in the specific fields of Signalling and Telecommunications.
The work involves:
Track renewal and doubling;
Electrification and re-signalling;
Station improvement & construction of car parks
Besides its electrification, the signalling is being made with electronic interlocking of English technology, SSI, grouped in ESPs – Electronic Signalling Posts - which will, in turn, be controlled by the Oporto CTC – Central Traffic Control -, to be set up in Contumil, within the scope of a contract that is already being implemented.
As a complement, fibre-optic based telecommunications networks and equipment, supported by SDH technology, are being installed as are the Convel system for automated speed control
Local Stations and re-qualification (Living stations)
The global intervention is expected to come to 82,000 m2, including the construction of an underground passage under the railway track. Within the scope of this project two new flyover crossings will also be built, one located at Quinta do Cruzeiro and another at São Bernardo crossing.
A road-railway interface will be created, with a public parking facility for 320 vehicles, distributed between the eastern and the western parts of the railway, thus improving access conditions for all users. The new Aveiro railway station, with reserve space for the surface train, the platform of which will be largely covered, will possess a wide underground area for circulation, information and user-support. It will also comprehend access to platforms, as well as a shopping and social area suitable to the environment it is located in.
The old railway station, one of the city’s symbols, will be handed over to the Town Hall for social and cultural activities, thus maintaining and dignifying its history and architectural quality.
The construction of the new Braga Station is part of the on-going transformation project for the Braga Branch and will involve the urban re-qualification of a 3-hectare surrounding area. The new station will be integrated in a vast modern urban complex, including restaurants and leisure activities. Under the square, taking advantage of the elevation created by the EN14 diversion, an underground parking area for 500 vehicles will be created. The old Station building will be freed for social and cultural activities,
In strategic terms, making these solutions feasible will be associated with the protection of REFER’s real estate assets, thus ensuring the necessary capacity to partially self-finance the project.
REFER’s Living Stations project in Faro consists of an ambitious urban re-qualification operation for the riverside section of the city, and involves rebuilding the railway station already integrated in the project to update the Lisbon-Algarve connection.
The intervention involves an overall area of 105,000 m2. The renovation of the Faro railway complex will imply reformulating the line layout so as to allow the combination of the heavy, inter-regional, railway mode with lighter, regional railway modes.
One of the main goals of this project is linking, both functionally and socially, the riverside and the urban areas. The elimination of this historic barrier will be ensured by the construction of two pedestrian crossings: a footbridge in the station area, and a large underground passage integrated in the new square and the public garden to be created. A car park will also be integrated in the new square.
The riverside district will be the focal point of this far-reaching urban re -qualification project, with the transformation of a currently degraded area into a vast space for socialising, where support facilities for nautical and sports activities will be found side by side with shops, restaurants, music halls, as well as daytime and nighttime leisure centres.
Re-qualifying and boosting the Faro railway mode will be complemented by the construction of the future Faro inter modal station, to be located at the triangle defined by the following vertexes: Gambelas, Patação and the EN125/Airport Connection interchange. This inter-modal station will combine the facilities of a railway station with a regional and inter-regional bus terminal. Studies are being conducted and a 3- or 4-year period is estimated for the conclusion of the construction process
Combining the railway area and the land under jurisdiction of the Instituto Portuário do Sul (Southern Harbour Institute), REFER’s partner in this project, the overall intervention area is estimated to come to 250,000 m2. The renovation of the Lagos railway facility will include reformulating the line layout, reordering the roads in the surrounding area, creating a road-railway interface as well as building a new passenger facility.
In the land freed due to line reformulation, two high-quality building complexes will be built.
At the same time that the railway complex is being renovated, the areas of the Fishing Harbour will be reordered.
In the land adjacent to the Marina and the Lagos Fishing Dock, a cultural and scientific facility will be built, based on the exploration of the intrinsic features and interface characteristics of the four basic elements: Earth, Fire, Air and Water. This will surely provide a true Museum of Living Science.
Together with the reordering and re-qualification of the inner service areas of the Fishing Harbour, an outer pedestrian path will be laid out, which will seek to articulate the mentioned sections with the areas adjacent to the dunes by Lagos’ historic centre.
Porto is one of the cities where the railway re-qualification and renovation are closely associated with urban improvement and rehabilitation. The overall intervention area is estimated at 120,000 m2. At the present site of the Campanhã Station, the new Porto - Campanhã Intermodal Station will be built and will integrate an Inter-regional, Regional and Commuter Railway Station, the Porto underground station, a suburban and intercity bus terminal, and an interface with the urban public transport network.
Other actions include the following:
Mixed system of pedestrian passages
Footbridge aimed at connecting the service section and the leisure, shopping and restaurant areas
Subway allowing fast pedestrian connection between urban public transport and the underground with the bus system and a private transport interface to be developed in the eastern area.
Regional and inter-regional public road transport systems and with parking areas for 800/900 vehicles.
Building of a hotel and a leisure centre
A special attention should be drawn to following projects:
Access tunnel from the VCI interchange to Rua do Pinheiro de Campanhã;
Reformulation of Largo do Pinheiro de Campanhã;
New subway for the railway at Rua do Freixo;
Campanhã/Antas road connection;
Reformulation of the road system at Largo de Campanhã, adapting it to the new reality.
The Porto-Campanhã Intermodal Station, part of REFER’s Living Stations programme, developed in cooperation with the Oporto Town Hall and the Oporto Underground company, is a project that truly belongs to Porto. It is crucial to the city’s transport system and of great importance to the development of a new urban centrality of the eastern part of the city.
Tomar will become a showcase for the effort to redefine the image of the railway and the cooperation between REFER and town halls. The overall intervention area is estimated to be 95,000 m2 and includes the following:
Construction of a subway below the railway which will ensure better access to the city’s western section;
Sports hall and a hippodrome;
A new road terminal and a parking lot, on the surface and underground, for 300 vehicles;
A residential complex;
High Speed projects
High Speed Train
The High Speed train is one of the most important technological breakthroughs in transports. The high speed train is not only faster but also offers much higher quality on the railways and is part of the concept of social mobility, slashing journey times. Because of all the different cutting edge technology introduced into the transport industry, the high speed train can actually offer incredible advantages in journey times, reliability, comfort and accessibility. It can compete effectively with other means of transport that cause much more pollution, traffic jams and accidents. The rapid expansion of the high speed network is, at this moment, one of the main priorities of the Community Transport Policy and the domestic infrastructure plan that will ultimately aim to improve the quality of life for the population and ensure economic cohesion between the different regions.
A public company, RAVE
(Rede de Alta Velocidade) was established in December 2000 to prepare preliminary studies for this project. RAVE is jointly owned by REFER (40%) and the Portuguese government (60%). In early 2001 the government and RAVE launched a wide-ranging public debate about the need for, and possible routings of this high-speed line.
The Portuguese Government informed REFER in April 2004 that there will soon be an official announcement stating that REFER is to own 80% of RAVE. The Ministry of Finance is to retain the remaining 20%. Shortly RAVE will cease to exist.
The Portuguese Council of Ministers approved on 8 June 2004 the new railway network which foresees 4 connections into Spain as previously discussed at the XIX Portuguese-Spanish Summit held in Figueira da Foz in November 2003. The connections are the following: Porto/Vigo, Aveiro/Salamanca, Lisboa/Madrid (via Badajoz) and Faro/Huelva
The estimated investment for this project is of €1.5bn until 2009 for the high speed network, including the connections Lisbon-Madrid, Lisbon-Porto and Porto-Vigo
High Speed Network
High Speed is a fast train service linking main city centres with excellent quality and reliability and everything that has to do with the idea of mobility.
The EU has defined three categories of high-speed lines as part of the Community Transport Policy:
Category I: Lines that are specially built for high speed trains running at speeds of 250 km/h or higher.
Category II: Lines that have been specially adapted for high-speed trains running at speeds of about 200 km/h.
Category III: Lines that have been specially adapted for high speed trains, but conditioned by the topography, gradient or urban growth where speeds have to set case by case.
The world currently has about 5,000 km of high-speed network, 3,000 of which is in Europe.
The first line was built in Japan in 1958 and opened in 1964. Japan has been at the cutting edge of high-speed technology ever since.
France pioneered high speed in Europe with the opening of the line between Paris and Lyon in 1981. It was on this line that the world record was set with a speed of 513 km/h. This record was only broken in 2003 when China tested a Maglev High Speed train that touched 581 km/h.
The expansion of the high-speed networks has continued throughout Europe and Asia and especially in countries such as Germany, Italy, Spain, Belgium, The UK, Holland, South Korea, China and Taiwan. Within Europe we have seen a clear priority to create the Tran European Transport Network.
If we take all the projects in progress, or at the planning stage, the total High Speed network will stretch to 15,000 km by the year 2020.
Main Features of High Speed
The technological innovation brought in by the high speed rolling stock and infrastructures; let the operators offer better, sometimes even unique, services to the transport sector.
Highly competitive capacity, competing directly with the roads and airlines;
Ability to carry large numbers of passengers;
Customer led networks, promoting interoperability and inter modality;
Services that are reliable in almost all weather conditions;
High quality service;
High Speed lines without level crossings, thus guaranteeing the passengers a safe and comfortable journey;
Reliable and comfortable state-of-the-art rolling stock.
Metros and Light Railways
There is a Metro system in Lisbon and in Porto and a small system in Mirandela. There are plans to build light rail systems in Lisbon (MST) and Coimbra (MDM)..
Metropolitano de Lisboa
The Metropolitano de Lisboa operates the capital's underground system. It began operating in 1959 with 6.5km of track. It has gradually expanded and now covers approximately 37 km of track.
Carrying 200 million passengers a year it is a smaller and more modern organisation than CP. The Metro has an effective commercial manner and has developed a successful approach to financing its own development, including the European Investment bank and private international banks. There are currently no plans to offer concessions or privatise the Metro system. The Metro's own consultancy firm is responsible for developing expansion projects.
In 2007 the network will then consist of four independent lines with a total length of about 40km and 52 stations. The Lisbon Underground Railway will constitute the backbone of the city’s transportation resources.
When of the conclusion of these projects the Metropolitano de Lisboa will be operating with 6 cars trains (maximum configuration) a network of about 40km double track with 52 stations divided in 4 lines:
Blue Line: Falagueira - Santa Apolónia with a length of approx. 13km and featuring 17 stations.
Yellow Line: Odivelas – Rato with a length of approx. 11km and featuring 13 stations.
Green Line: Telheiras - Cais do Sodré with a length of approx. 9km and featuring 13 stations.
Red Line: S. Sebastião – Oriente with a length of approx. 7km and featuring 9 stations.
Additionally, the following extensions are presently being studied:
Yellow Line, extension Rato - Alcântara with a length of about 3km and featuring 3 new stations, this extension will provide a new interface with the Lisbon - Cascais suburban railway line enabling a faster and easier connection with the northward zone of Lisbon.
Green Line, extension Telheiras - Pontinha, with a length of about 3km and featuring 3 stations which will serve a fast expanding zone and will enable the access to the Blue Line and to the "Pontinha" depot (PMO III).
Red Line, extensions, westwards from S. Sebastião in direction of Campo de Ourique with a length of about 3km and featuring 3 new stations, and on the North end from Oriente station a fork with two branches is under consideration, one of the branches will bend westwards and proceed in direction of the Lisbon International Airport with a length of about 3km and featuring 3 new stations, the other branch will proceed northwards in direction of Sacavém with a length of about 2km and features 2 new stations.
With the completion of all these projects the Metropolitano de Lisboa network will have a total length of approx. 54km and 65 stations increasing the coverage of the town urban zones to a better extent, providing a complete net of primary interfaces which will increase significantly the inter modality in Lisbon.
On the other hand, the meshing effect in the network will be much more evident and the length of the lines will be more adequate to an optimised operational exploitation
For further details please follow the links:
Metro do Porto
The network consists of nearly 35 kilometres of track providing a commercial service (34.797 km of track, to be more precise), four different lines and 44 operational stations (12 of which are underground). It is an estimated planned Investment of €2.4bn.
The Yellow Line begun commercial operations on 17 September 2005 and connects the two most populous municipalities of the region: Porto and Vila Nova de Gaia, which together total 544,000 inhabitants, more than a third of the total population of the Porto Metropolitan Area. The Yellow Line (D) interfaces with all the other lines of the network: the Blue (A), Red (B) and Green (C) lines and also with the Violet Line (E) currently under construction, which will provide a link to Dr. Francisco Sá Carneiro International Airport. The journey time of the almost six kilometre-long Yellow Line (corresponding to the stretch of line that has just come into operation),
Line D (the Yellow Line), which brought to a close the entry into service period of the four lines that form the first phase of the Metro do Porto network. The light metropolitan railway system now provides a service to the central nucleus of the Metropolitan Area, interconnecting the municipalities of Porto, Matosinhos, Maia and Vila Nova de Gaia.
The main shareholders of Metro do Porto are:
59, 9 % Àrea Metropolitana do Porto (AMP)
25% - STPC – Sociedade de Transportes Colectivos do Porto, SA
10% Portuguese State
5% CP – Caminhos de Ferro Portugueses
00,0007 – Câmaras Municipais da área metropolitana do Porto- Gondomar, Maia, Porto, Póvoa do Varzim, Vila do Conde e Vila Nova de Gaia, with one share each
For a comprehensive company history - click here
Metro de Mirandela
This is a small local light rail system which began operation in July 1995. There are unspecified plans to extend the system subject to funding being available.
Planned Metros and Light Railways
Lisbon Circular Light Rail
This project is the joint responsibility of Carristur, part of the Lisbon bus and Tram Company and Metro de Lisboa involving the city halls of Loures, Odivelas, Lisboa, Amadora and Oeiras
The idea of the project is to link Lisbon’s suburbs by a new light rail system which will also link in to the Metro system. The line will run in a semicircle around Lisbon from Alges, east of Lisbon by the river Tagus, north to Loures and then back south again to Oriente (also by the river). The first phase of 12.6km will run from Alges-Amadora (approx. 12kms), will cost €660m and will include the link between the existing tramway at Alges and Falagueira. The second inner ring will cost €284m.
The line would subsequently be extended to Loures. The construction of this new light rail system would proceed in conjunction with planned extensions to the Lisbon Metro. The two services would connect several stations on the circular network. Portela airport will be served by an extension to the metro from Gare do Oriente.
Metro do Sul de Tejo (MST)
The successful bidder was the MTS consortium lead by Grupo Barraqueiro. Other members of the consortium include Siemens, MECI, Teixeira Duarte, Engil, Mota & Companhia and Sopol. The contract was signed in July 2002. It’s a 30 years’ concession of which 3 are for the construction and 27 for the operation of the system.
The main shareholders of Metro Sul do Tejo are:
Joaquim Jerónimo, Lda., (Grupo Barraqueiro mother company ), responsible for the ticketing equipment supply and the infrastructures and rolling stock operation and maintenance.
Teixeira Duarte, Mota & Companhia, Engil and Sopol, forming a complementary group of companies, named Metroligeiro, ACE. This group is responsible for the construction of the long run infrastructures.
Siemens and MECI: Siemens is the builder and supplier of rolling stocks and responsible for the maintenance equipment for the Parque de Material e Oficinas (PMO), in conjunction with MECI which is responsible for the electro-mechanic infrastructures.
There have been delays in the construction due to some technical difficulties and also on-going disputes between the contractor and the Municipality of Almada.
The technical features of the project are the following:
Total capacity of passengers: 225 (4 persons/m2); 299 (6 persons/m2)
Seated places: 74
Maximum speed: 70 km/h
Quantity of doors (per side): 5 double
Reserved seats for wheelchairs and prams
Indoor and outdoor Destination indicators
Proposed Metro de Mondego
The light rail system that will be implanted on the municipalities of Coimbra, Miranda do Corvo and Lousã is a key element for the region's development.
This project will be integrated in the process of transport system modernisation, contributing to the improvement of accessibilities, making possible new economic activities that can generate bigger wealth and social welfare, as well as promoting the conditions of planning and urban order.
The light rail system is a modern, sophisticated and technologically advanced railroad that allows his coexistence with urban and suburban ways.
The concession for the exploitation of the Metro do Modego has been attributed in public service regime to Sociedade Metro-Mondego, S.A through the Decree Law 10/2002 of 24th January. This company is responsible for the conception, construction works, supply, assembling and maintenance of the rolling stock.
The completion of construction works is 48 months and launching of the service is expected to take place in 2008.
The shareholders are the following:
Share Capital: 1.075.000 €
State of Portugal: 53%
Municipality of Coimbra: 14%
Municipality of Lousã: 14%
Municipality of Miranda do Corvo: 14%
Other rail related projects
Third Tagus Crossing
In parallel to the construction of a high-speed network, the Portuguese government has said that it would like to have a third Tagus crossing. The Minister of Transport has said that it would be complementary to the high speed link between Lisbon and Madrid (so it would need to be completed before 2010) The crossing would initially be for rail only, would cost €1bn and would probably run from Chelas to Barreiro, a distance of 8kms.
Port of Sines
Sines Port Authority and Singapore’s PSA Corporation signed a contract in June 1999 to turn Sines Port into the main European transatlantic container traffic port. The development known as Terminal XXI is now operational. The Government may invest up to €1.6m on essential railway infrastructure development.
Sines will play an important role within the containers market with the starting of operations of the Container Terminal – Terminal XXI. The port’s geo-strategic situation has largely contributed for the development of this Terminal, whose vocation lies mainly on the transhipment.
1997 was the year when all the processes aiming to transform Sines into a worldwide centre for the transhipment of containers started, within the north / south and east / west routes.
Besides offering first quality infrastructures and good connections with the hinterland, the Port of Sines' main advantage is its privileged geographic location, accessible to the main Atlantic commercial routes.
The new Terminal will serve both the Iberian and the European markets.
It is being constructed in phases by PSA Sines (which is part of PSA Corporation of Singapore, one of the main worldwide port and logistic operators), being as well the Terminal’s concessionaire.
Phase 1A has already been concluded, having thus the Terminal capacity to handle 250 000 TEUs. With the conclusion of the remaining phases, Sines Container Terminal will be equalised to the main worldwide container terminals, having an annual handling capacity of 1,4 million TEUs.
It is expected to be the Container Terminal par excellence within the Atlantic and West Mediterranean, opening doors for the development of several companies within the cargo handling, logistics and distribution businesses.
LEADING CONTACTS IN THE PORTUGUESE RAIL SECTOR
CP-Caminhos de Ferro Portugueses EP
Calçada do Duque, 20
Tel: 00 351 21 321 5700
Fax: 00 351 21 347 3093
FERBRITAS SA (Consultancy arm of CP)
Rua José Costa Pedreira, nº 11
Tel: 00 351 21 751 1700
Fax: 00 351 21 754 0600
Fertagus – Travessia do Tejo Transportes, S.A.
Estação do Pragal, Porta 23
Tel: 00 351 21 294 9700
Fax: 00 351 21 294 9799
Email: email@example.comfirstname.lastname@example.org .
REFER – Rede Ferroviária Nacional EP
Rua de Sta. Apolónica, 53
Tel: 00 351 21 102 2000
Fax: 00 351 21 102 2968/+351 21 102 24 39
EMEF – Empresa de Manutenção de Equipamento Ferroviário, S.A.
Rua Conde Redondo, 145
Tel: 00 351 21 316 7700
Fax: 00 351 21 357 8875/ - 213532705 - 213578212 - 213578721
EMEF is 100 per cent owned by CP.
Company responsible for the High-Speed Train Project
RAVE – Rede Ferroviária de Alta Velocidade SA
Parque das Nações, Avenida D. João II, Lote 1.07.2.1, piso 1
Tel: 00 351 21 106 4000
Fax: 00 351 21 106 4099
Lisbon Underground Company
Metropolitano de Lisboa EP
Avenida Barbosa do Bocage, 5
Tel: 00 351 21 350 0100
Fax: 00 351 21 357 4908
Email: email@example.com firstname.lastname@example.org
Ferconsult SA (Consultancy arm of the Metro)
Edificio Estação das Laranjeiras
Rua Xavier Araújo
Tel: 00 351 21 720 6000
Fax: 00 351 21 727 5516
Oporto Metro Company
MST – Metro Sul do Tejo
Campo Grande, 382 C - 4º 1700-097 Lisboa
Tel: 217 511 917
Fax: 217 511 999
E-mail Geral: email@example.com
MTS - Metro Transportes do Sul
(Consortia who won the contract to build the MST Light Rail System)
Quinta Filipa de Água
2825-158 Monte da Caparica
Tel: 00 351 21 295 0973
Fax: 00 351 21 295 0975
Contact: Ms. Sofia Ledo
Mondego Light Rail Project
Metropolitano Ligeiro de Mirandela SA
Rua D. Afonso III
Tel: 00 351 278 265 752
Fax: 00 351 278 265 752
Lisbon Circular Light Rail Project
(Company responsible for the studies – working with Ferconsult)
Rua 1º Maio, 103
Tel: 00 351 21 361 3000
Fax: 00 351 21 361 3052
Email: firstname.lastname@example.org email@example.com
Rolling Stock Manufacturers
Alstom Portugal SA
Av. Almirante Gago Coutinho n° 26 Apartado 9830
Tel: +351 21 8457 133
Fax: +351 21 8457 400
INTF - Instituto Nacional do Transporte Ferroviário
Rua Padre Luis Aparicio, 7
Tel: 00 351 21 317 8900
Fax: 00 351 21 317 8910
Rail Industry Association
ADFER – Ass. Portuguesa para o Desenvolvimento do Transporte Ferroviário
Provisional premisses: Calçada do Duque, nº 14, 1200-157 Lisboa
Tel: + 351 213 261 029
Fax: + 351 261 030
Porto de Sines
Administração do Porto de Sines, SA
Tel: 351 269 860 600
Fax: 351 269 860 690
CP – Caminhos de Ferro Portugueses
Instituto Nacional do Transporte Ferroviário
RAVE- Rede de Alta Velocidade
Metropolitano de Lisboa
Metro do Porto
Câmara Municipal de Loures
Metro Sul do Tejo
Metro do Mondego
Portuguese Government Portal