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Old July 22nd, 2014, 11:03 PM   #3281
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Line 13 - first signs of construction spotted by forumer. Line 13 will link the system to Sao Paulo's International Airport.

Quote:
Originally Posted by sergiomazzi View Post
Recomendações para todos do thread !

O colega malegi "me lembrou" das obras da L13 após a postagem de algumas imagens que fiz em GRU no domingo,
eu não me havia dado conta de que a câmera de bordo, havia registrado a ainda incipiente L13.

No vídeo a partir de 02m10s:


Percurso do vídeo:




Frames de vídeo recuperados:







Last edited by mopc; July 22nd, 2014 at 11:12 PM.
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Old July 22nd, 2014, 11:28 PM   #3282
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Quote:
Originally Posted by mopc View Post
Republica station was built in 1982 already with additional platforms for future line 4. These platforms have been in use since 2011, when Line 4 reached Republica. They remained unused from 1982 to 2011. The original layout of the Line platforms, however, was drastically changed, because the construction method changed. Originally they planned to use two small tunneling machines to dig one tunnel each, eventually they ended up using a single wider tunneling machine to dig one tunnel for two tracks. Then they had to tear down the original central platform at Republica to allow for the driling machine to pass by.

Now, like every Line 4 station, Republica has only side platforms.
Obrigado.

And which was the other station that was (is?) unused?

It had a hole in the hall, like the one in Sé.
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Old July 22nd, 2014, 11:33 PM   #3283
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It's Pedro II:

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Originally Posted by rlbl1992 View Post
Falando nas plataformas de Pedro II, algumas fotos para ilustrar...

De cima de onde seria a via


Acesso


e alguns equipamentos na plataforma


O legal é que os elevadores dão acesso à essas plataformas e o chato é que esse buraco virou um pombódromo. ( Pombas, ratos com asa )
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Old July 22nd, 2014, 11:45 PM   #3284
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Thank you!

Is there any chance that they end up being used, like the station box in República?
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Old July 23rd, 2014, 07:08 AM   #3285
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Full Sao Paulo Google Maps overlay with current and future lines

https://mapsengine.google.com/map/ed...k.kuQkelDZqZQk
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Old July 24th, 2014, 03:13 AM   #3286
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Line 5 - Santa Cruz and Moema stations update

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Originally Posted by leonardokt View Post
Eu também tenho fotos (e não tem pessoas para tirar o foco dela)

Santa Cruz

Santa Cruz, 23/07 por leokt1, no Flickr


Santa Cruz, 23/07 por leokt1, no Flickr


Santa Cruz, 23/07 por leokt1, no Flickr

Moema (só para ver o movimento):

Moema, 23/07 por leokt1, no Flickr

Outro lado

Moema, outro acesso, 23/07 por leokt1, no Flickr
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Old July 24th, 2014, 05:19 AM   #3287
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General map with all future expansion plans, including after 2020



original size

by forumer mcbast
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BRAZIL URBAN TRANSPORT COMPILATION - full updates of all projects on first page!
SAO PAULO PUBLIC TRANSPORT - BRAZIL GENERAL INFRASTRUCTURE - SANTOS TRAMWAY (VLT) - MONORAILS
LINGUÍSTICA - CETICISMO

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Old July 24th, 2014, 07:51 AM   #3288
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Does anyone know about current installation status of platform screen door in Sao Paulo metro system?

I found that line 2,3,4 and 6 already have PSD and line 15,17,18 will have one.
Is that right?

Help me!! plz!!!
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Old July 24th, 2014, 09:47 AM   #3289
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Line 4 has PSDs in all stations, Line 2 has PDS in 3 stations (Sacomã, Tamanduateí and Vila Prudente), Line 3 only has 1 station with PDS but it is not operational and is left open. Line 6 does not exist yet. All Metro CMSP stations under construction now will have PDS, including Line 6, Line 5 extension, Line 2 extension and the monorails.
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Old July 26th, 2014, 12:40 AM   #3290
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Quote:
Originally Posted by 437.001 View Post
Boa tarde/noite.

I have a question.

Reading the thread from the beginning (currently I´m on page 50, I haven´t read between pages 50 and 150 yet, so I´m sorry if I´ve missed anything), on some early page I read that República station and... can´t remember which other one, had some platforms for line 4 that were finally not used.

Could they be used for another new line to be built in the future?

Obrigado.
Well, I've finally read the whole thread. Rather impressive.
I´ve learnt quite a bit about Sao Paulo, which is a city that is often overlooked (y´know, from the outside it seems like Brazil is just Rio, sometimes... ).

First things first, I´d like to thank mopc () and the other forumers who contribute to this thread.



Now, here are some questions:

-how much will Fradique Coutinho, Oscar Freire and Higienópolis-Mackenzie stations add up to the saturation of line 4? It looks like line 4 can´t take in many more new passengers in the rush hour. Could any of them relieve the Consolaçao/Paulista overcrowding in any way?

-some people here seem to believe that line 5 will relieve pressure from line 4, but I don´t think so, since line 5 won´t reach the city core stations.
If anything, I believe it will put even more pressure on lines 1, 2, 4 and 9.
Instead, line 6 could really relieve (for some time only, until new extensions brought even more new passengers into the network) lines 1, 3, 4, 7, 8, 10 and 11. Why is it that priority was given to line 5 over line 6, then? If line 5 doesn´t solve the Pinheiros, Paulista/Consolaçao, and Luz overcrowding, what will they do, then?

-are there any images and/or data of the upgrade/reopening of the sections Grajaú-Varginha and Itapevi-Amador Bueno?

-why the authorities don´t face the problem that is the rush hour at Sé station and put PSDs, since it is extremely needed?

-why Consolaçao and Paulista stations have different names instead of Paulista/Consolaçao, like its colateral Higienópolis-Mackenzie? Isn´t that a bit confusing?

-how long do you think it will take until the transformation of CPTM into a full RER/Crossrail-type railway will happen (I mean, less stops, a bit like the separation between lines 3 and 11, and what they plan for line 10, but extended, and uniting lines 7 and 8 to lines 10 and 11)? Or is that something that will be better addressed with the new Jundiaí rail link (and possible extensions to Campinas and Santos)?

Edit with a few more questions:

-I´ve seen images of two monorails coupled. If ever a monorail line got crowded, could it be possible to extend the platforms to allow for 14-car trains, or that would be way too costly?

-some pictures show that the infrastructure on CPTM lines is not in very good state, with old tracks and wood sleepers, and rather old-looking catenary/OHLE poles. How are the upgrade works advancing, in that sense? Do you think that the priority given to the upgrade of stations instead of tracks is correct? I mean, having the tracks in better state (like, say, line 9, which is the one with the infrastructure in better state, I believe), would reduce the risk of disruption for technical causes, wouldn´t it?

-regarding "our" old CAF/Westinghouse class Renfe 440/CPTM 2100 EMUs, how are they doing? They´re rather old by now, and their acceleration was never very good. Do they pose problem during the rush hour because of their age and bad acceleration? When do they plan to scrap them?

Obrigado.
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Last edited by 437.001; July 26th, 2014 at 10:59 PM.
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Old July 26th, 2014, 10:33 PM   #3291
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Line 15 Monorail - Brazil's first monorail line to enter limited trial operations with passengers "next week" on limited hours.



Quote:
Originally Posted by dinhojdal View Post
Com 2,9 km do monotrilho, Alckmin mira reduto petista em São Paulo

Trecho entre Vila Prudente e Oratório, que funcionará de forma experimental, é visto como vitrine de governador em campanha


Motoristas e passageiros que usam a Avenida Luiz Inácio de Anhaia Mello se depararam esta semana com um novo cenário: no meio das duas vias, ambas restauradas, uma pista de ciclovias novinha em folha e com trabalho paisagístico deram ao esqueleto de concreto das obras inacabadas do monotrilho uma prévia do que deverá ser a Linha Prata - um ramal com 26,6 quilômetros que pairará a 15 metros de altura sobre as 17 estações que ligarão o Metrô de Vila Prudente, sudeste da capital, à Cidade Tiradentes, no extremo leste.
Parcialmente liberados a transeuntes e ciclistas enquanto operários ainda fazem o acabamento do trecho, os 2,9 quilômetros entre as estações Vila Prudente e Oratório (correspondentes a 10,9% da obra) se transformarão nos próximos quatro meses numa espécie de vitrine dos feitos do governador Geraldo Alckmin (PSDB), candidato à reeleição, na área de mobilidade social, justamente no maior reduto eleitoral do PT em São Paulo. Com uma população predominantemente nordestina, a zona leste deu ao atual prefeito Fernando Haddad na eleição de 2012 a diferença de votos que o ajudou a derrotar o ex-ministro José Serra.

Com conclusão prevista para 2016 se novos imprevistos não surgirem, o cronograma do monotrilho e seu impacto numa das regiões mais pobres da capital, coincidência ou não, acoplou-se ao calendário eleitoral. O monotrilho da Estação Oratório deve começar a funcionar a partir da próxima semana em fase experimental, com visitas controladas, abertas ao público, para entrar em funcionamento definitivo até o final do ano.Primeira experiência brasileira e o maior do mundo, com obras iniciadas em 2010, o monotrilho da zona leste é um exemplo da moderna engenharia e criará um novo eixo de desenvolvimento metropolitano. Custará ao contribuinte R$ 6,4 bilhões e atenderá cerca de 500 mil pessoas por dia, encurtando para 50 minutos uma viagem que atualmente demora mais de duas horas. Controlado por computador - como funciona atualmente a Linha Amarela -, o trem de 86 metros de comprimento e 3,5 metros de altura não precisará de maquinista e transportará 48 mil pessoas por hora e por sentido, em intervalos máximos de 75 segundos. Entre a Vila Prudente e Oratório, o Metrô estima que no período experimental a linha atenderá diariamente 13,5 mil pessoas.

Até os ganhos previstos com sua conclusão, porém, a obra vem causando sucessivos transtornos à população. “Teve dias que a gente nem conseguia atravessar a avenida”, diz o aposentado Bantoil Cenegato, que na quarta-feira (23) trafegava pela ciclovia em sua cadeira de rodas motorizada.

Ele acha que a obra produzirá um impacto positivo à região, mas afirma que o Metrô nem a construtora negociaram com a população qualquer alternativa que atenuasse as dificuldades.

Como a cada acoplagem das centenas de vigas de ferro e concreto exigiu uma infinidade de operações para interromper o tráfego, quem precisou das avenidas Anhaia Mello e Sapopemba, teve de enfrentar congestionamentos e atrasos durante quatro anos. Quem mora ao longo das outras 16 estações terá de conviver com os mesmos problemas até o término da obra.

Estratégia

Como não pode inaugurar a nova estação por causa da lei, o governador deverá transformá-la numa arma de propaganda, ataque e defesa: invade o reduto do adversário, realça a ênfase do governo em obras de transporte e infraestrutura urbana enquanto tenta se desviar das críticas que certamente aparecerão na campanha sobre o suposto envolvimento dos governos tucanos com o escândalo do cartel Siemens/Alstom, que ainda corre na justiça. O monotrilho será mostrado exaustivamente no horário eleitoral.

O deputado federal Duarte Nogueira, presidente estadual do PSDB, diz que a Linha Prata é resultado da ação do governo ao priorizar a melhoria da qualidade de vida do paulistano, conforme exigiram as manifestações de 2013. “Campanha eleitoral é outra coisa”, afirma. Segundo ele, é provável que Alckmin faça uma visita à nova estação durante a campanha, mas nega que terá caráter eleitoral.

“Ele (Alckmin) não vai fazer vistoria porque é eleição. Ele trabalha assim, mesmo em período que não há eleição. É para botar pressão e fazer com que os prazos sejam cumpridos”, garante Nogueira. “Mesmo sendo a zona leste um reduto de adversários, ele escolheu o compromisso com o povo”, afirma o deputado.

Em todo o trajeto da obra não há referência ao nome do governador ou de seu partido. As 17 placas afixadas ao longo do trajeto e um enorme painel no segundo piso da Estação Vila Prudente citam apenas o “Governo de São Paulo” como responsável pela obra. Isso não significa, segundo o advogado Alberto Rollo, especialista em direito eleitoral, que os tucanos estejam livres de enfrentar problemas com a Justiça por suposta propaganda ilegal.

“O prefeito de Mauá (região metropolitana de São Paulo), Oswaldo Dias (PT), foi cassado por uma circunstância semelhante”, alerta Rollo. Em 2004, para alavancar o candidato a sua sucessão, Márcio Chaves Pires, Dias organizou uma enorme tenda com as realizações de sua gestão num episódio que ficou conhecido como Túnel do Tempo.

Mesmo argumentando que se tratava de propaganda institucional sobre os 50 anos do município e sem vincular nome ou siglas ao evento, a Justiça entendeu como propaganda ilegal da coligação, cassou a candidatura de Pires em 2004 e, em 2010, suspendeu por cinco anos os direitos políticos do ex-prefeito.

A Companhia do Metropolitano de São Paulo, estatal do governo, diz que a entrega do trecho segue um cronograma técnico, usual em todas as obras do gênero. Mesmo depois de entrar em funcionamento definitivo, a obra alterará muito pouco a rotina dos 600 mil trabalhadores da zona leste, que ainda dependerão diariamente de ônibus - muitos deles velhos - abarrotados para acessar a Linha Verde.

http://ultimosegundo.ig.com.br/polit...sao-paulo.html
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Old July 26th, 2014, 11:24 PM   #3292
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Quote:
Originally Posted by 437.001 View Post
Well, I've finally read the whole thread. Rather impressive.
I´ve learnt quite a bit about Sao Paulo, which is a city that is often overlooked (y´know, from the outside it seems like Brazil is just Rio, sometimes... ).

First things first, I´d like to thank mopc () and the other forumers who contribute to this thread.



Now, here are some questions:

-how much will Fradique Coutinho, Oscar Freire and Higienópolis-Mackenzie stations add up to the saturation of line 4? It looks like line 4 can´t take in many more new passengers in the rush hour. Could any of them relieve the Consolaçao/Paulista overcrowding in any way?
Phase II includes not only new stations, but also another 14 trains to increase the line's capacity.

Quote:
-some people here seem to believe that line 5 will relieve pressure from line 4, but I don´t think so, since line 5 won´t reach the city core stations.
If anything, I believe it will put even more pressure on lines 1, 2, 4 and 9.
Instead, line 6 could really relieve (for some time only, until new extensions brought even more new passengers into the network) lines 1, 3, 4, 7, 8, 10 and 11. Why is it that priority was given to line 5 over line 6, then? If line 5 doesn´t solve the Pinheiros, Paulista/Consolaçao, and Luz overcrowding, what will they do, then?
It's difficult to say. There will probably be some relieve, given that Line 5 extension will provide Line 9 and Line 5 commuters another choice of reaching the rest of the system. Today the only choice is transfering at Pinheiros (or inconveniently Osasco/Altino to Line 8). But the line will generate its own demand.


Quote:
-are there any images and/or data of the upgrade/reopening of the sections Grajaú-Varginha and Itapevi-Amador Bueno?
I believe there are some images in the Brazilian threads

[quote]
-why the authorities don´t face the problem that is the rush hour at Sé station and put PSDs, since it is extremely needed? [quote]

The company that installed those PSDs went bankrupt and they are seeking a new partnership.

Quote:
-why Consolaçao and Paulista stations have different names instead of Paulista/Consolaçao, like its colateral Higienópolis-Mackenzie? Isn´t that a bit confusing?
Yes, it's the only transfer station that has separate names for each line. That's because there are completely separate underground stations connected to eachother via a long tunnel, and Consolação opened in 1991, but Paulista only opened in 2010.


Quote:
-how long do you think it will take until the transformation of CPTM into a full RER/Crossrail-type railway will happen (I mean, less stops, a bit like the separation between lines 3 and 11, and what they plan for line 10, but extended, and uniting lines 7 and 8 to lines 10 and 11)? Or is that something that will be better addressed with the new Jundiaí rail link (and possible extensions to Campinas and Santos)?
The intention is to create MORE stations on CPTM lines in central locations, precisely to make it serve central places better and to be more like the Metro. Restrictions in electric systems and signaling are slowing down progress. Some express lines are planned, like for line 10, but the only sure thing is rolling stock renovation and more modern signaling systems to reduce train interval (headway)

[quote]

Edit with a few more questions:

-I´ve seen images of two monorails coupled. If ever a monorail line got crowded, could it be possible to extend the platforms to allow for 14-car trains, or that would be way too costly? [quote]

Totally impossible. The rail beams start converging right after the station, and there is absolutely no needs or plans for such a monstrous trainset. The high capacity of the line will be possible thanks to a short interval of less than 2 minutes between trains during rush hour. The monorails were attached to test the emergency towing system in case of a breakdown - if one train breaks down, there are no special vehicles to tow it, it has to be dragged by a regular monorail train.

Quote:
-some pictures show that the infrastructure on CPTM lines is not in very good state, with old tracks and wood sleepers, and rather old-looking catenary/OHLE poles. How are the upgrade works advancing, in that sense? Do you think that the priority given to the upgrade of stations instead of tracks is correct? I mean, having the tracks in better state (like, say, line 9, which is the one with the infrastructure in better state, I believe), would reduce the risk of disruption for technical causes, wouldn´t it?
I don't have specific data, but most of the electric network is being modernized.

Quote:
-regarding "our" old CAF/Westinghouse class Renfe 440/CPTM 2100 EMUs, how are they doing? They´re rather old by now, and their acceleration was never very good. Do they pose problem during the rush hour because of their age and bad acceleration? When do they plan to scrap them?

Obrigado.
The train (dubbed "sucatão" - big junk) was donated by CAF when Sao Paulo purchased the 2000 series (great trains!) upon the condition that CAF provided maintenance to them. Sao Paulo didn't have much money in the late 90s so the offer were accepted.

I believe they perform nominally on line 10, the only line where they operate now. I find them smooth and comfortable, and their slow acceleration is pleasant actually, not a bad thing since line 10 stations are very distant from each other. They will probably be phased out when the new batches of trains arrive in the next 5-10 years, though.

Last edited by mopc; July 26th, 2014 at 11:30 PM.
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Old July 26th, 2014, 11:27 PM   #3293
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Also please refer to the first pages of the BRAZIL URBAN TRANSPORT COMPILATION thread, where I summarize data on every single existing & planned urban transport city in every Brazilian city.
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Old July 27th, 2014, 01:49 AM   #3294
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Quote:
Originally Posted by mopc View Post
Phase II includes not only new stations, but also another 14 trains to increase the line's capacity.
Which clearly won´t be enough.
Just imagine the situation: Match at Morumbi stadium plus evening peak. Chaos assured.

But I wasn´t even talking about the stations beyond Butantâ, but strictly the stations between Pinheiros and Luz that aren´t open yet, and the possible effect they could have in the desaturation (or worsening) of the problem at Paulista-Consolaçâo station.

Quote:
Originally Posted by mopc View Post
It's difficult to say. There will probably be some relieve, given that Line 5 extension will provide Line 9 and Line 5 commuters another choice of reaching the rest of the system. Today the only choice is transfering at Pinheiros (or inconveniently Osasco/Altino to Line 8). But the line will generate its own demand.
I don´t think it´s very difficult to say: every new line opening means thousands and thousands of new passengers, delighted to find a means of escape from the infernal road traffic on the streets and avenues of such a massive city.
We´re talking about one of the biggest cities in the world, over 20 million people.

So be sure that once line 5 reaches Santa Cruz and Chácara-Klabin stations, line 5 will be seriously overcrowded too, and that that will increase ridership on lines 1, 2, 4 and 9 by some thousands too, and that it will make the situation at Paraíso, Ana Rosa, Pinheiros and Paulista-Consolaçâo stations almost unbearable in the morning rush hour. Notably on the already overcrowded line 4, which by then will have all of its Phase II stations open, excepting maybe Vila Sônia...

That´s why I believe that line 6 should have been given priority over the extension of line 5.

Quote:
Originally Posted by mopc View Post
I believe there are some images in the Brazilian threads
Ok, will you be able to post the links later for us to see?

Quote:
Originally Posted by mopc View Post
The company that installed those PSDs went bankrupt and they are seeking a new partnership.
They really must find a new company then. It is absolutely imperative that Sé station gets platform screen doors.

The unsafety there is tremendous, and that, despite all the good work that´s been done to keep it going in the morning rush hour every day. It just can´t take it anymore, it is either that, or partial closures... or even both.

Quote:
Originally Posted by mopc View Post
Yes, it's the only transfer station that has separate names for each line. That's because there are completely separate underground stations connected to eachother via a long tunnel, and Consolação opened in 1991, but Paulista only opened in 2010.
If they´re connected by a long corridor, then they´re not two completely separate stations...
How long is the corridor?

Quote:
Originally Posted by mopc View Post
The intention is to create MORE stations on CPTM lines in central locations, precisely to make it serve central places better and to be more like the Metro. Restrictions in electric systems and signaling are slowing down progress. Some express lines are planned, like for line 10, but the only sure thing is rolling stock renovation and more modern signaling systems to reduce train interval (headway)
I suppose that having such an amount of people pushes the situation, but they shouldn´t ignore the fact that Campinas and Santos are not all that far.
Such a big city attracts commuters from very distant places.

Quote:
Originally Posted by mopc View Post
Totally impossible. The rail beams start converging right after the station, and there is absolutely no needs or plans for such a monstrous trainset. The high capacity of the line will be possible thanks to a short interval of less than 2 minutes between trains during rush hour. The monorails were attached to test the emergency towing system in case of a breakdown - if one train breaks down, there are no special vehicles to tow it, it has to be dragged by a regular monorail train.
Ok, thanks for the input. Let´s hope they don´t get too overcrowded, the Congonhas one in particular.

Quote:
Originally Posted by mopc View Post
I don't have specific data, but most of the electric network is being modernized.


Quote:
Originally Posted by mopc View Post
The train (dubbed "sucatão" - big junk) was donated by CAF when Sao Paulo purchased the 2000 series (great trains!) upon the condition that CAF provided maintenance to them. Sao Paulo didn't have much money in the late 90s so the offer were accepted.

I believe they perform nominally on line 10, the only line where they operate now. I find them smooth and comfortable, and their slow acceleration is pleasant actually, not a bad thing since line 10 stations are very distant from each other. They will probably be phased out when the new batches of trains arrive in the next 5-10 years, though.
Here they´re being phased out for more than... well, since we sent that pack of them to you, and some more to Chile.
Originally there were 256 of them. Less than a month ago a few more of them were scrapped next to where I am.

The problem we found in them is that they were designed for all-purpose, not just commuter services, even though for many years they were the bulk of the commuter services in Madrid, Barcelona, and Malaga.
Right now, they run on lines as diverse as my home´s commuter trains and also regional services as long as Madrid-Guadalajara-Zaragoza-Tarragona-Barcelona, so that gives you an idea.

They´re great trains for regional services, but really unsuited for such high-frequency and crowded services as Sâo Paulo´s (or Madrid´s).
Its bad acceleration and small number of doors per car makes them unpractical for the rush hour. If it were me, I´d keep them out of Luz, Júlio Prestes and Brás stations, and I´d rather keep them running in the far-out sections, like Guaianazes-Estudantes and so on.

Pity that they decided to scrap class 5000 instead, as they suited Sâo Paulo´s needs better, I believe (6-cars with 4 doors per car for class 5000 vs 3-cars with 2 doors per car for class 2100).
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Last edited by 437.001; July 27th, 2014 at 02:12 AM.
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Old July 27th, 2014, 03:59 AM   #3295
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Thank you!

Is there any chance that they end up being used, like the station box in República?
No, there are no plans to add any lines to Pedro II station
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Old July 27th, 2014, 04:09 AM   #3296
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Line 9 - Joao Dias station project officially started. This station will be added to line 9 between Santo Amaro and Granja Julieta stations and will be funded by a real estate developing company called Brookfield, which is building a major office building complex in the region.

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Originally Posted by FernandoFHC View Post
EXTRATO DE CONVÊNIO

CO 822914409100 - vigência: 01 ano - data: 24/07/14 - partícipe: BROOKFIELD SÃO PAULO EMPREENDIMENTOS IMOBILIÁRIOS S/A - objeto: promoção da cooperação técnica e institucional entre as partícipes, para o estabelecimento de ações coordenadas, com a finalidade de viabilizar o desenvolvimento de projetos e a construção de uma nova estação na linha 9 - Esmeralda da CPTM, contendo o edifício de acesso, sua plataforma de embarque e desembarque e a passarela de acesso sobre a Avenida das Nações Unidas, inserida no contexto do empreendimento imobiliário comercial, buscando planejar harmoniosamente o uso e a ocupação do solo e consequente melhoria nas condições da mobilidade urbana.
This older post contains maps, the station will be built where it says "Joao Dias proposta", the other older proposal by Fepasa state rail in the 70s was abandoned.

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Originally Posted by rlbl1992 View Post
Sobre essa estação João Dias, já existiu um projeto efetuado pela Fepasa, que seria a estação de integração entre até então o Ramal de Campo Limpo ( Hoje Linha 5 ) e o Ramal Sul. ( Linha 9 )

A localização dela, seria em frente ao Credicard Hall. ( Existe até hoje, um espaço " reservado " pra ela )


Como o projeto do Ramal Campo Limpo foi " deixado de lado ", a estação também fora, inclusive no projeto sul, do final da década de 90, já da CPTM. ( Projeto que construiu as estações entre Pinheiros e Socorro da L9 )

Nessa proposta, envolvendo a construtora Brookfield, a estação ficaria pouco mais ao norte. ( de acordo com o terreno da construtora )


Para um nível de comparação, a localização aqui, da estação proposta pela Fepasa e da nova proposta, da construtora Brookfield.


e pra fechar, um geral das estações próximas ( Granja Julieta, Santo Amaro, com as duas propostas da João Dias. Antiga, pela Fepasa e atual, pela construtora).
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Old July 27th, 2014, 07:55 AM   #3297
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Line 5 - Adolfo Pinheiro station, which opened in limited hours last February, will operate full time starting August 2


Estação Adolfo Pinheiro inicia em agosto operação total

O ESTADO DE S. PAULO

25 Julho 2014 | 12h 29

Após quase seis meses da inauguração e de testes, parada da Linha 5-Lilás do Metrô vai funcionar em horário comercial pleno
Diogo Moreira/Divulgação
Obras de construção começaram em agosto de 2009
SÃO PAULO - Quase seis meses após a inauguração, a Estação Adolfo Pinheiro, da Linha 5-Lilás do Metrô, vai passar a funcionar em horário comercial pleno a partir do próximo dia 2 de agosto, a primeira segunda-feira do mês. Os trens vão circular na estação das 4h40 à meia-noite, de domingo à sexta, e até a 1h, aos sábados. A previsão é de que 14 mil passageiros utilizem a parada diariamente.
Após sucessivos atrasos, a estação foi inaugurada, ainda incompleta, no dia 12 de fevereiro, quase dois anos e meio depois da última entrega de estações no sistema metroviário de São Paulo. Nos primeiros dias, a parada funcionou das 10h às 15h e depois passou a operar no intervalo entre 9h e 16h. Segundo a assessoria do Metrô, o avanço progressivo do horário de funcionamento se deu porque a estação estava em fase de testes e de visitação.
As obras de construção começaram em agosto de 2009. Em dezembro de 2013, o governador Geraldo Alckmin (PSDB) havia afirmado que a parada abriria em janeiro deste ano. No mês seguinte, passou a dizer que a cerimônia ocorreria no dia 1º de fevereiro. Contudo, faltando um dia para essa data, o Metrô adiou a abertura, alegando exigências adicionais de segurança do Corpo de Bombeiros. As recomendações nunca foram divulgadas. Com Adolfo Pinheiro, o Metrô paulistano passou a ter 75,5 km de comprimento e 65 estações.


picture gallery


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Old July 28th, 2014, 06:56 PM   #3298
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Line 5 - Drilling machine reached Moema station () earlier this month

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Chegada do shield duplo na Estação Moema no dia 5/07



Imagem postada no Instagram há duas semanas também na Estação Moema

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Old July 28th, 2014, 08:46 PM   #3299
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Line 4 - Phase III extension to Taboao da Serra municipality had its plans altered and the stations were renamed from Jardim Jussara and Taboão da Serra do Chácara do Joquei and Largo do Taboão. A video below explains details.

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Originally Posted by A.Veloso View Post
Garimpando na web encontrei esse excelente vídeo bem didático detalhando a fase 3 da Linha 4! Não sei quem produziu, nem vi passar na TV, mas traz novidades: Mostra as plantas e detalhes exatos, de como devem ser as estações "Chacara do Jockey" e "Taboão da Serra"



- "Chacara do Jockey" deverá ficar bem no viaduto da Fco. Morato com Monsenhor Manfredo Leite, com 2 níveis de acesso dentro do terreno do futuro "Parque Chácara do Jockey" (acredito que 1 pra avenida inferior e outro pra Fco Morato + parque), e outro acesso na esquina da Rua Osiris Magalhães de Almeida. Acredito que teremos a primeira estação da rede DENTRO de um parque público, sem precisar atravessar nenhuma rua pra acessar o parque!



- "Taboão da Serra" será no estacionamento do extra, conforme já saiu na mídia, tendo 4 acessos. Um no caminho da praça Nicola Vivilechio, outro ao norte da rodovia ao lado do santuário Santa Terezinha, outro nas plataformas do terminal de ônibus, e outro na Estrada do Campo Limpo! A estação me parece enorme, então a intervenção ali deve ser maciça!

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Old July 28th, 2014, 08:48 PM   #3300
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Line 4 - new access to Paulista station and new tunnel between Paulista station and the access tunnel to Consolação stations to be built in the immediate future.

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Originally Posted by JMang View Post
Deu na Folha São Paulo de hoje:
a
http://www1.folha.uol.com.br/cotidia...ara-2015.shtml

Novo túnel entre linhas verde e amarela do metrô fica para 2015
FELIPE AMORIM
DO "AGORA"

28/07/2014 02h00

O alívio para os passageiros que enfrentam corredores lotados na ligação entre as linhas 2-verde e 4-amarela do metrô vai chegar dois anos depois de anunciado.

A construção de uma segunda passagem no túnel que liga as estações Consolação, na linha verde, e Paulista, na linha amarela, deve começar no segundo semestre de 2015, segundo a Secretaria dos Transportes Metropolitanos.

A intenção de construir a passagem foi anunciada pelo Metrô em maio do ano passado. Na época, o "Agora" apurou que o obra deveria começar em 2013.

Enquanto a nova passagem não fica pronta, será aberto, como solução de curto prazo, um acesso à estação Paulista, pela rua Bela Cintra.

As obras devem começar em agosto e ficar prontas em três a quatro meses.

Nos horários de pico, o túnel entre as estações Consolação e Paulista recebe 24 mil pessoas por hora.

A funcionária pública Maria Aparecida da Silva, 55, conta que prefere pegar ônibus a ter que enfrentar os corredores cheios. "Hoje só vim de metrô porque está mais vazio com as férias [escolares]."

O acesso pela Bela Cintra ficará ao nível da rua, semelhante à entrada pela rua da Consolação. Mas, segundo a secretaria, a passagem alternativa no túnel entre as estações é que deve dar maior alívio aos passageiros.

O projeto é escavar um túnel para ligar a plataforma de embarque da linha amarela à área das esteiras rolantes do corredor entre as estações.

Isso vai permitir ordenar melhor o fluxo de passageiros. Com as pessoas andando mais rápido, a lotação do corredor deve cair.

O custo da obra é estimado em R$ 30 milhões. Já o acesso pela rua Bela Cintra não teve o valor informado.

Segundo a secretaria, a obra deverá ser feita pela ViaQuatro, que opera a linha amarela. A concessionária não quis comentar.

A secretaria informou que a demora nas obras da passagem alternativa veio da necessidade de estudos geológicos. Como o túnel será escavado no subsolo, era preciso avaliar se isso afetaria a estrutura dos prédios e da rua.

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