The tram network in Lisbon has been in decline since the 1950s, as the city shifted its focus towards the new metro and bus systems. At its height in 1958, the network spanned 76 kilometers and featured 40 lines. However, by 2025, it has contracted to just 31 kilometers with only 6 lines in operation, not counting the tourist tram service. In April 2018, there was a renewed sense of optimism regarding potential expansion when the city announced the reopening of line 24E, which had been shut down in the late 1990s during a period when most of the tram network was dismantled, leaving only the lines that are still operational today.
As the metro network continues to expand, numerous proposals have emerged to enhance the system, incorporating not only underground routes but also surface light rail lines. Since the mid-2000s, three potential lines have been identified: the Violet line, which extends from the city of Odivelas to the north of Lisbon, and the LIOS Oriental and LIOS Ocidental lines, which head east and west, respectively. LIOS stands for “Linha Intermodal Sustentável,” meaning Sustainable Intermodal Line. Both LIOS lines have been the subject of extensive studies for nearly thirty years, yet they have consistently been presented merely as proposals or options for future expansion – until now.
New tramline 16E
On April 2, 2025, Carris, the public transportation operator in Lisbon, in collaboration with the Lisbon city council, unveiled plans for a new tram line designated as 16E. Construction is scheduled to commence in 2026, with completion anticipated between 2027 and 2028. This development is particularly noteworthy as it marks the first expansion of the tram network in over 70 years. Additionally, it represents the initial phase of the LIOS Oriental line, a light rail system designed to keep trams entirely segregated from road traffic, featuring traffic lights that prioritize tram movement.
The 16E line will link Praça do Comércio, the city’s most renowned square, to Parque Tejo in the east. Along its route, it will provide connections to both Santa Apolónia and Oriente train stations, as well as the Oriente bus station. Presently, traveling along this route takes about an hour under optimal conditions; however, the introduction of the 16E is expected to reduce this time significantly to approximately 30 to 35 minutes.
A total investment of €160 million is planned for the development and acquisition of new rolling stock for this line, with projected construction cost estimated at approximately €298 million. Research conducted by Carris and the city council indicates that the new line is expected to carry between 7.6 and 8.1 million passengers annually, with 16 to 18 percent of these being new users of public transportation.
Ironically, approximately thirty years ago in 1995, when the tram network experienced its most significant reduction, coinciding with the closure of a line that ran parallel to this project, situated just a few hundred meters further away from the river into the city than the proposed route. This line connected Praça do Comércio to Poço do Bispo, roughly halfway of the future 16E.
Light Rail “Violet Line”
But this is not the only approved public transport expansion project in and around Lisbon. In late 2024, Metropolitano de Lisboa announced the approval of the previously proposed Violet line in northern Lisbon, which will be developed as a light rail system. This line will operate independently, without connections to the existing Lisbon metro or tram networks, primarily serving the municipalities of Odivelas and Loures. It will facilitate access for residents to the Yellow metro line station in Odivelas, providing a convenient route to the center of Lisbon. The Violet line will span 11.5 kilometers and include 17 stations, with three stations located underground, two in trenches, and the remaining twelve at surface level. Initially 19 stations were planned, but two stations on the eastern end of the line, Quinta de São Roque and Infantado, were removed in the latest project. The planned depot at that end of the line has also been moved to be next to the other terminal station at Hospital Beatriz Ângelo. The total investment for this project is estimated at €527 million, with €390 million being funded by the European Union.
Currently, only a proposed layout and a few renderings of the station have been released to the public. A construction tender was initiated in early 2025; however, none of the bidders met the tender specifications completely. As a result, a second tender is was opened during the easter week of 2025.
Metro extension
Simultaneously with the announcement of the Violet line, another metro network expansion project has been confirmed. The Red line will extend from its current terminus at São Sebastião, where it intersects with the Blue line, to Alcântara, located adjacent to the iconic 25th April Bridge. This expansion will include the construction of four new stations: Amoreiras, Campo de Ourique, Infante Santo, and Alcântara as the final stop. While the details of this expansion are still under review, it has been confirmed that an investment of approximately €405 million will be allocated, with €357.5 million sourced from the European Union. It is anticipated that this 4-kilometer extension will accommodate around 11 million passengers annually. The proposed timeline for the project may appear ambitious, as the goal is for trains to begin operations in this area of Lisbon by 2026.
In Lisbon, not everything exists solely on paper. The construction of the Green line extension from Cais do Sodré to Rato has been underway for several years and is expected to be finished by 2025 or 2026. This 2-kilometer extension will introduce two new stations, Santos and Estrela. Upon completion, the Green line will form a loop by incorporating the segment from Campo Grande to Rato, which is presently served by the Yellow line. Concurrently, the Yellow line will be rerouted to the existing Green line terminal at Telheiras. Many residents of the Odivelas municipality, along with local authorities, have expressed opposition to this project. Currently, the Yellow line provides a direct route from Odivelas to central Lisbon, including the busy Marquês de Pombal station, without the need for transfers. However, once the line modifications are implemented, passengers will have to switch from the Yellow line to the Green line at Campo Grande. Some residents have even initiated a petition against this plan, though the outcome of that petition remains uncertain.
New metro trains
In conjunction with the expansion of the Green line, Metropolitano de Lisboa is receiving new rolling stock for the first time since 2002. The ML20 series consists of three-car trains that allow passengers to move freely between the cars, similar to the ML99 series. A notable distinction that passengers will observe in the ML20 is the seating arrangement, which is positioned along the walls of the cars, causing passengers to sit perpendicular to the direction of travel. In contrast, previous train series featured seating that was aligned parallel to the train’s movement.
This marks the seventh generation of metro trains in Lisbon, yet it is the first not manufactured in Portugal. A total of 14 ML20 trains will be constructed by Stadler and Siemens Mobility in Valencia, Spain. The inaugural train of this series was delivered in August 2024 and showcased to the media. The trainset, identified by fleet numbers M801-R802-M803, was already outfitted with network diagrams illustrating the finished loop of the Green line, suggesting that these trains are likely to remain in storage until the construction is finalized. The second trainset of ML20 was delivered during the easter week 2025.
In the summer of 2024, also the eighth generation of trains was unveiled. The ML24 series, which closely resembles the ML20, will be manufactured by Stadler/Siemens in Spain. A total of 24 three-car trains have already been ordered, with the contract also permitting the purchase of an additional 12 trains.
Plans in Almada
The Lisbon metropolitan area is witnessing a variety of developments beyond the previously mentioned projects. In Almada, located just across the 25th April Bridge on the southern bank of the Tejo River, plans are underway to extend the light rail network westward. This project has received approval, and final preparations are being made prior to the commencement of construction. The expansion will initiate at the existing terminal of line 3, situated near the university in Monte da Caparica, and will extend to Costa da Caparica along the Atlantic coast. Reaching this point, the line will turn northward to connect with the ferry terminal in the small town of Trafaria. Upon completion, the network will serve two ferry terminals, providing Almada municipality residents with improved access to the ferries and Lisbon.
Earlier last year, a different initial phase of a larger expansion project for the Almada network was unveiled. This project excluded the connection to Trafaria and instead featured a significant loop around Costa da Caparica. In addition to this first phase, further expansion plans were introduced. A new bypass through Almada center along Avenida Aliança Povo MFA will enable passengers from Corroios, a town located south of Almada in the Seixal municipality, to access the ferries at Cacilhas more efficiently, facilitating their journey to Lisbon.
Two additional phases were displayed in this plan, building on the original network project from 1995. The second phase proposes a light rail transit (LRT) or bus rapid transit (BRT) link that would traverse Foros de Amora, Foguteiro, Seixal, and Barreiro, ultimately reaching Alhos Vedros in the Moita municipality. The third phase, which is a new addition not included in the 1995 plan, aims to implement a BRT route from Alhos Vedros through Moita and Montijo, concluding in Alcochete near the largest fashion outlet in the region. If this ambitious initiative comes to fruition, it would provide service to all ferry terminals located on the southern bank of the Tejo River, including Trafaria, Cacilhas (Almada), Seixal, Barreiro, and Montijo, as well as connecting to both suburban train lines in the area.
SATU Oeiras
A noteworthy potential project which was recently announced by the Oeiras municipality council is the possible revival of the SATU Oeiras system, which is set to be transformed into an elevated BRT system. Many may not be familiar with the brief existence of the SATU Oeiras system, which was an automated cable car network operating on an elevated track. Only the initial phase of this project, which spanned 1.15 kilometers and included three stations, was completed and opened in 2004, but it ceased operations in 2015. This first stage connected the Paço de Arcos train station on the Cascais suburban line to a nearby shopping center. The remaining three phases, which were never constructed, were intended to extend the system to a total length of 10.5 kilometers, linking it to the Agualva-Cacém train station on the Sintra suburban line.
Even a decade after its shutdown, the SATU Oeiras infrastructure remains a fixture in the city. However, considering the system’s history and its lack of profitability over its 11 years of operation, the recent announcement appears more akin to a political maneuver than a genuine initiative. The promotional material featured only a digitally altered image, showcasing a bus from the Coimbra metro line on the existing elevated tracks of the SATU Oeiras system, which undermines the project’s credibility.
