Figure 22. Lisbon location and statistics

during the 15

th at that time, and consequently, to its city development. Further, after the earthquake of 1755, which destroyed the city, Lisbon took this as an opportunity to rebuild its urban fabric into a new pattern with wider streets, changing the character of its public spaces and built environment (dos Santos, 2017; Nobre, 2015). Later, in the 19

th

century, with the from the past century, where modern infrastructure became part of its urban tissue (da Silva & de Matos, 2000). Moreover, the capital of Portugal has been experiencing a fast urban expansion since the middle of the 20

th

century, which has been changing the city dynamics considerably, especially in the mobility field (Tomás & Valério, 2021).

Figure 22. Lisbon location and statistics. Source: Author based on data from INE (2021) As a result, Lisbon has created many tunnels, viaducts, more road lanes, highways, and fewer sidewalks. Consequently, with all this new infrastructure focused on private vehicles, the number of cars has increased, directly decreasing the number of public transport users. In addition, many companies and other economic activities have moved from Lisbon to the surrounding cities. Thus, the dispersion and significant fragmentation of the AML (Lisbon Metropolitan Area, or Área Metropolitana de Lisboa in Portuguese)

been proposing many alternatives to overcome this situation and change the road infrastructure of the AML, extensive traffic is still happening in and out the city boundaries since a considerable part of the population lives far away from its workplace (Amorim, 2021).

In addition, this fragmented aspect has also been extended to its transport bodies since many companies are responsible for providing the transport services. For instance, in the PT segment, there are i. ropolitano de Lisboa responsible for four metro lines (44,5km) (Metro Lisboa, 2022); ii. operates 87 bus lines (721km), six tram lines (53km), and four tram lift lines in Lisbon (Carris, 2020); iii. manage part of the AML bus services; iv. provides some AML bus services; v. also operates some AML bus services; vi. is responsible for the public ships; vii. Comboios de Portugal (CP) is behind the national trains activities, but also operates in the AML as .

However, to beat this disintegrated situation, TML (Transportes Metropolitanos de Lisboa, in English Lisbon Metropolitan Transport) a public entity subsidiary of AML was recently created in 2021. Hence, the coordination of all public transport actions related to AML has been assigned to TML, including parking management and shared modes, such as bicycles and e-scooters (AML, 2021a, 2021b). Moreover, to also help change its fragmentation history and attract more PT users, Lisbon and AML have adopted an integrated ticket policy in 2019, a monthly pass that allows their PT users to move inside the city or the metropolitan area (depending on the chosen scale) in all PT options operated by all public enterprises one of the most significant steps done in the past decades (Governo da República Portuguesa, 2019; Metro Lisboa, 2019). (Figure 23) goes beyond PT systems, which has been in charge of approximately 413 million passengers in 2019 (TML, 2022). Although the previous cases have shown the average number of passengers per day, it was not possible to find it for Lisbon, city-scale. The author even contacted Carris, TML, and INE via email. However, the only numbers that have been provided were the annual ones, which are not the most precise for the city-scale either, since it considers data from Carris, Metropolitano, CP, and Barranqueiro Transportes, that counts passengers that travel inside Lisbon but also some that go beyond the city limits as origin or destiny.