Portuguese Operators
Portuguese Operators
Documents discovered in 1998 revealed that in 1952 South Wales Transport chief engineer Leslie Parker was asked to visit Lisbon to inspect its bus fleet and recommend maintenance needs and modifications. At the time SWT had a predominantly AEC fleet, operating over hilly terrain. The fleet operated by Companhia Carris de Ferro de Lisboa in the Portuguese capital city and the area it covered were similar. Differences included the facts that the Carris buses were left hand drive – and Lisbon enjoyed better weather than Swansea! Perhaps it is a credit to SWT’s engineering advisors that many vintage Carris AECs remained in service until the late 1980s. As a result, many transport enthusiasts have found Lisbon – with its vintage buses and ancient yellow trams – an essential part of their travels. Mr. Parker wrote a comparative account of the bus operations in Lisbon and Swansea:
“Swansea to Lisbon via London – nearly 1200 miles. I found myself carried backwards in time. Swansea was wreathed in autumn chill, while in Lisbon I caught up with the high summer. Contrast – yes, in heat and brilliant sunshine, but as I was driven towards the city and saw its situation built on nine hills, with streets rising steeply from the busy wharves of the Tagus, I recognised a striking similarity to Swansea. The problem of operating buses was the same. All routes meant a climb of varying steepness and a tour of these demonstrated that while the routes from the centre of Swansea to Townhill, Penlan, and Tycoch involve a considerable amount of climbing and an equal amount of hard braking on the return journey, in Lisbon the gradients were even steeper.
Swansea, however, has the advantage that all the roads are Tarmac with non-skid gravelled surfaces, whereas in Lisbon the centre of the city is old and the roads are generally cobbled. The narrowness of the roadway flanked by narrow pavements between tall buildings and with sharp bends and corners increased the difficulties of the Lisbon drivers. It is, therefore, necessary to run single deck vehicles over these routes and the chassis are similar to those operated by my company on the Townhill route – large diesel engines of 125hp with fluid flywheels, self change gearboxes – transmission suitable for gradients where frequent and quick gear changes are necessary. Brakes are of the powerful air operated type.
The main avenues running in the valleys between the hills are wide with road surfaces similar to ours and lead to the newer parts of the city where large blocks of flats are built, while further out beyond Lisbon’s green belt numerous building estates are being developed rapidly. On these routes 56 seater double deck buses are used of a type similar to those used by my company. As these estates are developed an increasing number of this type will be required. In a climate where the shade temperatures in October were 80 to 86 degrees, ventilation of bodies is extremely important with windows wherever possible opening. Blinds are also fitted. The roofs are double and provision is made for a flow of air between roof and inner liner to keep temperatures down.
The 166 buses of the Lisbon fleet are parked in a fine modern bus park on the top of one of the hills, north of the city. The location is similar to Ravenhill garage in Swansea, but whereas we need to garage our vehicles under cover for protection against frost and the weather, the Lisbon fleet is parked in the open. Even in mid-winter there is no fear of frost and the temperature never drops so low as to cause starting difficulties. A fine and well equipped workshop is located here with inspection pits and facilities for the maintenance of the fleet, while another modern arched concrete structure covers the vehicles while they are being refuelled and washed. The chassis and most of the bodies are British made and of the same type as operated by my company but with left hand drive. The city streets, incidentally, show a preponderance of British made taxis and cars.
The similarity of Lisbon and Swansea was again emphasised by the sight of the fisher girls and country women carrying heavy baskets on their heads with the graceful carriage of the once familiar Penclawdd cocklewomen. The offer of cockles amongst a varied tray of hors d’oevres was the final confirmation.”
