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The São Paulo Metro (Portuguese: Metropolitano de São Paulo, commonly called Metrô, called Subway on the boards in English) is the city of São Paulo's rapid transit system. Companhia do Metropolitano de São Paulo - Metro was founded on 24 April 1968. Eight months later, work on North-South line was initiated. On 1972, the first train trip occurred between Jabaquara and Saúde stations. On 1974, the segment between Jabaquara and Vila Mariana entered into commercial operation. Today, São Paulo Metro is in charge of Metro operation and expansion, a high capacity and interlinking system for mass transport in Metropolitan Area. Operative since September 14, 1974, Metro has an extension of 61.5 km (38.3 mi) railway tracks distributed into four lines and linking 55 stations. Lines 1-Blue (Jabaquara - Tucuruvi), 2-Green (Alto do Ipiranga - Vila Madalena), and 3-Red (Corinthians–Itaquera - Palmeiras–Barra Funda) operate every day, including Saturday, Monday, and holidays. Line 5-Lilac operates from Sunday to Saturday, from 4:40 a.m. to 24:00 a.m. System is interlinked with CPTM (São Paulo Metropolitan Trains Company) at Brás, Palmeiras-Barra Funda, Tatuapé, Corinthians-Itaquera, and Santo Amaro railway stations, and at other modal transportation terminals in the City of São Paulo. Daily, Metro transports 3.3 millions passengers.[1] In the future, around 2017, the São Paulo Metro, along with CPTM, has a total length of 544.1 km, surpassing the London Underground.
[edit] LinesThe metro system consists of four color-coded lines: Line 1-Blue, Line 2-Green, Line 3-Red and Line 5-Lilac; Line 4-Yellow is currently under construction and is due to start operating in 2010. The metro system carries 3,300,000 passengers a day. Metro itself is far from covering the entire urban area in the city of São Paulo and only runs within the city limits. Another company, Companhia Paulista de Trens Metropolitanos (CPTM), serves 22 of the 39 municipalities that make up the São Paulo Metropolitan Region with heavy rail commuter lines, which total six lines (7, 8, 9, 10, 11 and 12), 261,8 km long, serving 93 stations and carries 1,600,000 passengers a day. Metro and CPTM are integrated through various stations. Metro and CPTM both operate as State-owned companies, and have received awards in the recent past as one of the cleanest systems in the world by ISO9001. The first line, Norte-Sul (North-South), later renamed the "blue line" or Line 1 – Blue, was opened in September 18, 1972, with an experimental operation between Saúde and Jabaquara stations. Commercial operations started on September 14, 1974, after an eight-year "gestation" period that began in 1966, under mayor Faria Lima's administration. Expansion of the metro system includes new lines. As of late 2004, construction began on a US$ 1 billion, 12.8 km all-underground line (Line 4 – Yellow), with eleven stations, aimed at transporting almost one million people per day. By 2004, line 2 was also being expanded, with two new stations open in 2006 and another one in 2007. An 11.4 km expansion of the Line 5 and construction of a 28 km airport express line are in the pipeline as well. The plans also include updating the CPTM heavy rail system, which will add several million passengers capacity into the system. It is expected that the São Paulo Metro and CPTM systems will carry about 7 million people on average week days by 2014, as opposed to today's 5,3 million (Metro: 3.3 million; CPTM: 2 million as of 2009). Metro stations operate from 4:40 a.m. to around 12:00 a.m. As of 2008[update], tickets cost R$2.55 . In 2006, the São Paulo Metro system has started to use an electronic ticket, called "Bilhete Único" (or "Single Ticket" in English). With this ticket, used as a rechargeable smart card, a passenger can take up to 3 buses and 1 metro or suburban train within 2 hours paying only R$3.75, or 4 buses and pay R$2.30. [edit] Line 1 - Blue The first subway line implemented in São Paulo, connecting the North and South regions, from the Santana to the Jabaquara city district, was based on the feasibility studies for the São Paulo subway that were accomplished by the consortium of German origin HMD (Hochtief-Montreal-Deconsult). The Brazilian architects of the HMD staff, which were coordinated by Marcello Fragelli, developed the projects of the basic concept as well as the executive projects. Two construction methods were applied on the Line 1-Blue stations: cut-and-cover and elevated. In addition to these methods, tunneling machines for tunnels with shields were used for the construction of the track sections. There are two architectural directions to be noted in the projects for Line 1-Blue, one for the underground stations, and another for the elevated stations. The stations were designed as actual "caves", making connection with the surface only through the entrances, with no natural ventilation or lighting. With the purpose of avoiding an excessive resemblance between the stations, a diversity of geometrical forms were chosen for the upper covering slab of each station, constituting a diversified roofing design. The setting of metallic enameled plates as wall covering along the platforms intended to individualize the stations using different geometrical patterns for each station, allowing their immediate identification. For the design of the elevated stations, which are located at the northern border of Line 1-Blue, the structural and plastic potentials of the concrete were used, in order to aesthetically integrate the structures needed for the track support with the other spaces of the station, such as technical and operational rooms, accesses, and crossing pathways for the vehicle traffic system.  The bus terminals were designed with the purpose of allowing a perfectly safe, fast and comfortable transfer of the subway system users to and from the different bus lines, and are characterized by their functionality and adequate insertion in the urban texture. Among these projects, the [Vila Mariana]] Bus Terminal stands out. The Sé station was inaugurated in 1978, providing connection between lines 1-Blue and 3-Red of the subway system. This is the largest station of the entire network, being able of serving a hundred thousand passengers per hour. Different from the other Line 1-Blue underground stations, the architectural party of this station implemented an improved integration of the surface area with the underground spaces through the opening of a huge skylight at the central span of the station, thus allowing the natural access of light and air from the square to the Line 1-Blue platform, the lowest of the inferior levels of the station. The prolongation of Line 1-Blue occurred in 1998 with the inauguration of the Jardim São Paulo, Parada Inglesa, and Tucuruvi stations. The projects of these stations were respectively constructed by cut-and-cover, elevated, and on surface, and the characteristic lay-out of each one depends on the adopted construction method, whereby the space distribution of the Parada Inglesa station is to be noted, with its openings to the surface and the gardens at hall level, where the ticket windows and the turnstiles are located. The architect Meire Gonçalves Selli created the architectural project of the Jardim São Paulo station and she was awarded on 10/23/2000 the II Iberian-American Biennial for Architecture and Civil Engineering of Madrid.[2] [edit] Line 2 - Green As part of the route that crosses the Paulista region, the intervention conceptions carried out by Metrô intended to reduce disturbances to the local traffic and pedestrian circulation, as well as the environmental and urban impacts caused by expropriations within the area with the highest real estate values of the city. In this context, the architectural design was the catalytic element for the materialization of new concepts and the application of a new construction technology used for Line 2-Green. The Trianon-Masp and Brigadeiro stations can be cited, as in each one the implementation of two mezzanines provided a better accessibility to the stations and a significant excavation reduction. In the elaboration of the projects it was intended to improve both the aesthetic and formal solutions to the utilized construction methods, creating functional spaces with a design of great beauty. Through the adoption of large openings at the surface and the installation of ventilation grids at the sidewalk level, the ventilation system was simplified and the ventilation towers that characterize the design of Line 1-Blue were eliminated.  The forepoling method used from the trench at the sidewalk allowed the opening of large halls below the Avenida Paulista level, where the ticket windows and the turnstiles were located, organizing the space and the passenger flow distribution. In order to create a more pleasant environment inside the underground stations, for Line 2-Green several materials and visual communication was used in shapes that were defined by the construction method applied. Within this concept, chromatic studies were made for the utilization of colors of floors, coverings and ceilings that would work as identification elements of the stations. Thus the colored ceramic finishing on concrete broke the predominance of gray within the stations. Also the ceilings of the stations received alternate shades of warm and cold colors. Different from the granite utilization in Line 1-Blue, the granite floor at Line 2-Green has a different color for each station, resulting in the individualization and valuation of the designed rooms. In the lighting project, different light intensities were chosen, raising the value of the structural forms and the architectural elements, without reducing the safety and comfort principles that are always present at the buildings of the subway system. Works of art with permanent characteristics were introduced, to raise both the value of the internal rooms and the cultural improvement of the Metrô users.[3] [edit] Line 3 - Red For Line 3-Red, as in the case of Line 1-Blue, a very daring policy regarding urban interference was adopted. Construction works related to urban planning measures were carried out at the Praças da Sé and da República, at Ladeira da Memória and the Largos do Arouche and de Santa Cecília, in the downtown region, in addition to the implementation of a large Intermodal Passenger Terminal and the construction of the Latin American Memorial in the West Zone of the city. During the design of the Line 3-Red projects, it was intended to accomplish the effective integration between the internal spaces of the underground stations and the surrounding urban area through the utilization of large openings that would allow the penetration of natural air and light from the surface to the lowest levels of the stations. Through the adoption of this concept, the architectural design of Line 3-Red allowed for the reduction of the number of ventilation towers and electric-mechanical blower equipment, which was largely applied in Line 1-Blue. Thus simpler and more economical solutions were implemented and spaces with improved environmental quality and comfort were created. The basic characteristic of the architectural concept adopted for the projects of the surface stations of Line 3-Red is the innovation of the utilized roofing materials. It consists of metallic truss roofing, which allowed the covering of large clearances, reducing significantly the costs and the terms of the construction works.  The application of colors on the metallic truss roofing as well as on the front roofing resulted in a strong identification element for the stations, turning them into important points of reference in the urban landscape. The Metrô implemented multi-modal terminals such as the Barra Funda terminal, where the metropolitan trains, as well as the municipal, inter-municipal and inter-state bus lines connect with the subway network, thus consolidating its role of structuring the different collective transportation modes. This implementation also considered the decentralization policy for roadway terminals, initiated by the City Hall of São Paulo in 1977. The Fifth Biennial of Architecture in Buenos Aires awarded the Metrô architects with the "Premio Especial del Jurado" for the set of representative architectural projects of the Companhia Paulista de Trens Metropolitanos. Of the whole number of Line 3-Red projects the following were awarded: Barra Funda station (Arch. Roberto MacFadden); Marechal Deodoro station (Arch. Roberto MacFadden); Sé station (Architects João Paulo and Roberto MacFadden); Pedro II station (Arch. Meire Gonçalves Selli); Artur Alvim station (Arch. Katumi Sawada), and Itaquera station (Architects Meire Gonçalves Selli and Renato Viégas). The project of Line 2-Green's Trianon-Masp station by the Architects Roberto Mac Fadden, Renato Viégas and Eduardo Hote; Line 1-Blue's Parada Inglesa station by the Arch. Francisco Hideu Nunomura, and the Incor station of the future Line 4-Yellow, by Arch. Alfredo Nery Filho were also awarded.[4] [edit] Line 4 - Yellow As the premises that oriented the projects of Line 2-Green and the underground stations for Line 3-Red were also applied to the station projects for Line 4-Yellow, reaffirming the correctness of the chosen concepts, the full use of the spaces generated by the respective construction methods could be optimized. The entire alignment of Line 4-Yellow is underground, from Luz station to Vila Sônia, and constitutes an integration route with the other subway lines and with the Line 9 Emerald Blue of the São Paulo Metropolitan Trains - CPTM. Line 4-Yellow connects with Line 1-Blue at Luz station; with Line 3-Red at República station; with Line 2-Green at Consolação station, and with CPTM's Line 7-Sky] Blue at the Pinheiros station on the Marginal Leste of the Pinheiros River. As this line runs under important avenues in the city (Ipiranga, Consolação, Rebouças, and Francisco Morato), and also crosses under the Pinheiros River, its alignment presents a complex urban interference, which determined the choice of the construction methods applied to the stations and track tunnels. Special attention was given to the definition of the expropriation areas, in order to reduce social and financial costs. The construction methods utilized for the stations of Line 4-Yellow were two: cut-and-cover and NATM (New Austrian Tunneling Method). The concepts applied to the projects of the Line 2-Green stations were also applied to the projects of Line 4-Yellow, minimizing the environmental and urban impacts on the involved regions and taking the greatest possible advantage of the spaces resulting from the adopted construction method, especially the start shafts of the construction work. One of the principles that oriented the architectural concept of six of the ten stations of Line 4-Yellow was the use of one or two vertical start shafts for the station works as a basis for the construction method. When these shafts are located beside the platforms, their location allows the excavation of the whole station body through a connecting tunnel. When they are located on the platforms, the excavation of the station body is performed from the shaft itself. After finishing the excavation process, the start shafts will be used as connecting spaces from the platforms to the surface level. As connecting spaces, these shafts will include escalators, staircases and elevators, as well as the ducts needed for the louver system and for the passage of cables for the electrical-mechanical systems. In addition they allow for the natural ventilation of the underground spaces of the stations.  Considering the location, the crossing of the Ipiranga and São Luiz avenues, and the utilized construction method (open trench), the same pedestrian circulation conditions found on the surface level were reproduced in the concept of Line 4-Yellow's República station. Thus one entrance in each corner was designed, in order to allow for crossing underneath the avenues, creating sheltered and safe circulation conditions for both the Metrô users and other pedestrians. Another direction for the projects was to provide openings between the diverse station levels, allowing a general view of the circulation areas and the designed spaces by the users. The result can be specially seen at Line 4-Yellow's República station, where the first underground level (ticket and turnstile hall) functions as an "underground gallery", like others that exist in the original downtown area of São Paulo. Another interesting result associated to the concept of natural ventilation can be found at the República station, where the provision of grids at the surface level was incorporated into the reconstruction of the central bed of the Ipiranga Avenue, reconstituting the original configuration of the avenue.[5] [edit] Line 5 - LilacThis line services one of the most deprived areas in the São Paulo Metropolitan Region, which covers the districts of Capão Redondo, Capela do Socorro, Campo Limpo, Rio Pequeno, Grajaú, Piraporinha, the extreme of Santo Amaro and its surroundings, in addition to neighboring Cities as Embu, Taboão and Itapecerica da Serra. Recent occupation and a populational growth process characterize the entire region. It has the profile of a dormitory city, partially due to its geographic isolation. Companhia Paulista de Trens Metropolitanos - CPTM, with funds from the Government of the State of São Paulo and the Interamerican Development Bank - BID, carried out the construction of the initial section of Line 5-Lilac that connects the district of Capão Redondo to Largo Treze.  The environmental planning adopted for the construction of Line 5-Lilac had programmed and carried out the resettling of 400 families that were, on a first moment, settled in a camping composed of pre-built houses, while a plan was prepared to move them to definitive houses. Therefore, an area of about 55 thousand square meters was expropriated and, through an agreement with Companhia de Habitação e Desenvolvimento Urbano do Estado de São Paulo - CDHU, a housing compound was built for those families. The basic civil works were started in 1998 and involved the implementation of 7 km of elevated way, 1 km of surface way and 850 meters of underground way, in addition to the construction of a yard with 550 meters of tracks for train maintenance and maneuvers, in Capão Redondo. This section has six stations: Capão Redondo, Campo Limpo, Vila das Belezas, Giovanni Gronchi, Santo Amaro and Largo Treze. With exception of Vila das Belezas, the other stations feature connection terminals with urban bus lines. The Capão Redondo yard has an area of 75 thousand sq.m. and includes the Operation Control Center - CC5 that controls the line, security and train traffic and controls the power supply system and the Line 5-Lilac passenger system as well. The CC5 counts with retro-projected panels, an open system "workstation" network and integrated operation and administration management. Data, voice and image transmission is accomplished by fiber optics. The Santo Amaro station, located over the Pinheiros River, was the first in Brazil to be built over a tie-rod bridge. The bridge is 220-meter long and the main span is 122-meter long. Tie rods, anchored to a single 64-meter high pillar support the pre-stressed concrete platform. After an international bidding process, conducted around mid-2000, the Sistrem Consortium was selected as the supplier, in "turn-key" regime, of systems and equipment for the Capão Redondo - Largo Treze section. The Sistrem Consortium that is headed by ALSTOM, has as members Siemens, Balfour Beatty, Bombardier and CAF. Besides the entire project's technical management, 49% of the whole contract, corresponding to the systems integration and to the supply of eight trains with six wagons, built in austenitic stainless steel, the signaling system, the operation control center and several electric and mechanical equipment for the stations, was in charge of ALSTOM through its plants in Brazil and France.  Supplementing the supply, Siemens provided the high and medium voltage supply equipment for the railway and auxiliary inverters for the trains, both built in its facilities in Brazil and Germany. The Brazilian Balfour Beatty supplied the rectifiers, the auxiliary substations and the aerial network. Bombardier supplied the signaling system equipment and erection. CAF, from Spain, was responsible for the wagon's truck assembly and couplings. On February 5, 2002, an agreement was executed between the Metrô (São Paulo Subway) and CPTM, where the São Paulo Metrô assumed the responsibility for the operation and maintenance of the new line. The first of a total of eight trains that compose the Line 5-Lilac fleet, was delivered on February 14, 2002. The new trains state of the art technology and feature some devices that were previously unknown in the Brazilian railways. The most outstanding are the international gauge of 1,435m and the presence of traction motors in all wagons. These motors are lighter and more compact, allowing smoother acceleration and braking. The commercial operation of the Capão Redondo - Largo Treze section of Line 5-Lilac had begun on October 20, 2002, thus expanding the metropolitan train network to 57.6 km and 52 stations.[6] [edit] Current Operational DataIts current extension does not cover all areas of the city, however, the network of subway, with four lines and one under construction, is complemented by a network of metropolitan trains of 261,8 km, divided into six lines operated by CPTM, which serve the capital and other cities in the Greater São Paulo, extending up to Jundiaí. The São Paulo Metro has today 61.5 kilometers long in four lines and 58 stations. The system is integrated to the Metropolitan Companhia Paulista de Trains in stations Brás, Palmeiras - Barra Funda, Tatuapé, Corinthians - Itaquera, Luz and Santo Amaro. It is still with Terminal Road at stations Jabaquara, Portuguesa-Tietê and Palmeiras - Barra Funda. Daily, the Metro carries about three million passengers on average, and two million entry in the system and the remainder of free integrations with CPTM and paid with the municipal bus system. [edit] Conversion of metropolitan lines for Surface MetroThis project of conversion of lines to metro arose due to the high demand of passengers who use the metropolitan lines of CPTM and the need to recover the old stations. Currently, the interval between trains goes up to thirty minutes on weekends, and yet there are old nineteenth century stations that were never modernized. With the extreme need to recover stations, it appeared that the plan of conversion, which is nothing but the modernization of the stations, purchase of new trains and reduction of headway to less than three minutes, as international standards. Between the end of the 1990s and the early 2000s, with this project of refurbishing the CPTM lines, inherited from the RFFSA, Federal Railway Network and Fepasa (former São Paulo State Railways), the conversion of some metropolitan lines to the Metro standard began. This experience started in Line E, in the stretch known as "Eastern Express", serving Eastern São Paulo and running parallel to Line 3-Red. The stretch completed (to Guaianases station) today has new and modern trains and stations with a new route in the final part. The next stretch to be built, between the station Guaianases, in the Capital, and Estudantes in Mogi das Cruzes, also covering the cities of Ferraz de Vasconcelos, Suzano and Poá, is estimated to have its works resumed in 2007, but this was again postponed, now to 2008. Currently, the Esmeralda Line (formerly Line C) is the only CPTM line to have been converted to full Metro, and is managed by a joint venture between CPTM and Metro. [edit] Table System
(*) On Saturdays, Lines 1, 2 and 3 close to 01:00 on Sunday
[edit] Future developments New lines are in project, and should already be available around 2017 with 10 lines and 139 stations (190 km). Here is a list of new lines and extensions for existing lines: [edit] Extensions
[edit] New lines
[edit] Gallery
[edit] See also
[edit] References[edit] External links
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