Wikipedia

São Mateus–Jabaquara Metropolitan Corridor

The São Mateus–Jabaquara metropolitan corridor (Portuguese: Corredor Metropolitano São Mateus-Jabaquara), also called ABD Corridor (Corredor ABD) is a bus rapid transit line in Brazil, linking the city of São Paulo to three neighboring cities, Diadema, São Bernardo do Campo and Santo André, as well as (indirectly) Mauá. Operations started in 1988. Its other name references one letter per city (A for Santo André, B for São Bernardo do Campo, and D for Diadema), the same way the ABC region in Greater São Paulo is named.

São Mateus - Jabaquara Metropolitan Corridor
Overview
OwnerSão Paulo Metropolitan Company of Urban Transports[1]
Locale
Transit typeTrolleybus, Bus rapid transit
Number of lines13 (8 Trolleybus lines)
Number of stations111 (8 Trolleybus stations)[2]
Daily ridership250,000 [2]
Websitewww.nextmobilidade.com.br
Operation
Began operation3 December 1988 [1]
Operator(s)EMTU (1988-1996)

METRA (since 1997-2022) [1]

Next Mobilidade (2022-Present)
Number of vehicles260 [2]
Headway3 minutes[2]
Technical
System length33 km (21 mi)
Electrification650 V DC Parallel Overhead line[3]
System map

Legend
 São Mateus Metropolitan Terminal
Santa Adélia
São Paulo
Mauá
 Sônia Maria
Mauá
Santo André
 Nestor de Barros
Ana Maria
Cidade dos Meninos
Nevada
Angola
Manila
Timor
Parque das Nações
Bonfim
Lituânia
Bangu
Itamarati
Santo André Metropolitan Terminal
IV Centenário
Alfredo Fláquer
Santa Tereza
Paraíso
Gilda
Estela
Pilar
Santo André
São Bernardo do Campo
 Baeta Neves
Getúlio Vargas
ETE/SENAI
São Bernardo do Campo Metropolitan Terminal
To Ferrazópolis Metropolitan Terminal
 Vera Cruz
Anchieta
Planalto
Cecom
Indústrias
São Bernardo do Campo
Diadema
 Bom Jesus
Piraporinha Metropolitan Terminal
Bela Vista
Lídia
Alice
Canhema
Imigrantes
Orense
Manoel da Nóbrega
Castelo Branco
Diadema Metropolitan Terminal
To Morumbi
Assembleia
Divisa
Diadema
São Paulo
 Vila Clara
Bom CLima
São José
Americanópolis
Faccini
Encontro
Cidade Vargas
Jabaquara Metropolitan Terminal

Sâo Mateus and Jabaquara are city districts within São Paulo's jurisdiction, borrowing their names for the bus lane as they were its original termini. Despite its name, no bus lines connect both sites directly; passengers interchange buses at a linking station.[4] The system was rated the most satisfying transportation mode in the Metropolitan Region of São Paulo, with a 79% approval rate, surpassing the long-lasting winning streak of São Paulo Metro (74% approval rate), according to the National Association for Public Transport's (Associação Nacional de Transportes Públicos) 2011 survey.[5]

History

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In 1975, the São Paulo state government established a council to coordinate actions to improve the Greater São Paulo region, including transportation policies. The council, Codegran - Conselho Deliberativo da Grande São Paulo[6] (Deliberative Council for Greater São Paulo), envisioned a comprehensive trolleybus network to assist the public transportation system in the region bonded to São Paulo Metro and the existing commuter rail systems at that time (the federal government-owned RFFSA and the state-owned FEPASA, later merged into CPTM network).[7] The project started in 1984, as the National Bank for Economic and Social Development (BNDES) granted a loan for the works, although its conclusion was uncertain. Resumptions, loss of median strips in local avenues, and the path itself were all difficulties stated at that time.[8]

Construction was announced to start in 1985, aiming to carry 150,000 passengers a day and to replace a costlier, nonviable metro line for that region, though it was superseded with the announcement of line 18 of São Paulo Metro.[9] Effective work started in 1985 when its future operations control center was erected after a ceremony hosted by the Governor of São Paulo, André Franco Montoro.[10] In 1987, Montoro inaugurated the Piraporinha terminal. Only 3 kilometres (1.9 mi) of lane had been completed - compared to 33 kilometres (21 mi) of the complete project - and employing diesel-fueled buses rather than trolleybuses.[11] Service was expanded in 1988, as the branch from São Mateus to Ferrazópolis was inaugurated. The full extension of the corridor was accomplished only in 1990,[12] with the Jabaquara terminal inauguration, hosted by Governor Orestes Quércia.[13] This last branch was not electrified, thus demanding the use of diesel-fueled buses for all bus routes linking Jabaquara and Diadema termini to the other destinations in the system.[13] Such electrification would only be completed in 2011.[3]

Operation

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At first, construction and operation was assigned to São Paulo Metro Operator (Companhia do Metropolitano de S. Paulo, a state-owned enterprise committed to build and manage the rapid transit system within São Paulo).[14] Later, operational responsibility was transferred to EMTU, while Metro retained the responsibility for construction.[15] However, in 1996 the government transferred operations to private ownership, to include the substitution of diesel buses by electrical-powered cars.[16] Operation and maintenance tasks were transferred to Metra Concessionaire (Concessionária Metra) in 1997 for the next 20 years.[1]

Lines

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São Mateus - Jabaquara Lines
# Departure Arrival Weekdays headway Saturday headway Sunday headway Travel time
284 São Mateus Santo André Oeste
  • 8-10 minutes off-peak
  • 3 minutes peak hours
  • 12-15 minutes off-peak
  • 5-7 minutes peak hours
  • 15-22 minutes off-peak
  • 9-10 minutes peak hours
 25 minutes
284M São Mateus São Bernardo
  • 8-17 minutes off-peak
  • 7-10 minutes peak hours
 No service No service 45 minutes
285 São Mateus Ferrazópolis
  • 10-16 minutes off-peak
  • 5-8 minutes peak hours
  • 15-50 minutes off-peak
  • 7-12 minutes peak hours
  • 12-20 minutes off-peak
  • 8-10 minutes peak hours
 60 minutes
286 Santo André Oeste Ferrazópolis
  • 8-10 minutes off-peak
  • 6-8 minutes peak hours
  • 9-15 minutes off-peak
  • 9 minutes peak hours
  • 15-19 minutes off-peak
  • 13 minutes peak hours
 30 minutes
287 Santo André Oeste Diadema
  • 7-8 minutes off-peak
  • 4-7 minutes peak hours
  • 10-15 minutes off-peak
  • 7-10 minutes peak hours
  • 12-15 minutes off-peak
  • 9-11 minutes peak hours
 50 minutes
287P Santo André Oeste Piraporinha
  • 9-15 minutes off-peak
  • 5-8 minutes peak hours
  • 12-15 minutes offpeak
  • 10-12 minutes peak hours
 No service 30 minutes
288 Ferrazópolis Jabaquara
  • 10-30 minutes off-peak
  • 4-6 minutes peak hours
  • 20-55 minutes off-peak
  • 9-15 minutes peak hours
  • 15-30 minutes off-peak
  • 9-10 minutes peak hours
 50 minutes
288P Ferrazópolis Piraporinha
  • 8-14 minutes off-peak
  • 6-11 minutes peak hours
  • 15-20 minutes off-peak
  • 12-13 minutes peak hours
 No service 25 minutes
289 Piraporinha Jabaquara
  • 6-7 minutes off-peak
  • 4-6 minutes peak hours
  • 13-20 minutes off-peak
  • 7-9 minutes peak hours
  • 15-20 minutes off-peak
  • 15 minutes peak hours
 32 minutes
290 Diadema Jabaquara
  • 7-11 minutes off-peak
  • 3-8 minutes peak hours
  • 10-17 minutes off-peak
  • 7-11 minutes peak hours
  • 15 minutes off-peak
  • 10-14 minutes peak hours
 10 minutes
487 Sônia Maria Santa Tereza
  • 16-30 minutes off-peak
  • 13-20 minutes peak hours
 No service No service 33 minutes

Source: ABD corridor lines and timetables[17]

Fares and fare collection

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A single-ride magnetic ticket employed in the system in 2014. Note the São Paulo Metro logo is still shown in the upper left corner.

As of April 2014, the basic fare for a single-ride was R$ 3.20.[17] Historically the fare was the same amount as in the São Paulo Metro and CPTM commuter rail systems, but the 2013 demonstrations in Brazil changed that policy as rail transportation fares were rolled back to R$3.00.[18] Students and teachers were eligible for a 50% discounted fare provided they attend a school within the system embracing area.[19] Seniors (people over age 65)[20] and handicapped people unable to work[21] may transit free of charge after a specific enrollment procedure.

Fares are collected in buses (which are equipped with turnstiles) at the stops and termini turnstiles, before passengers' admission. Infrequent customers may buy a magnetic ticket to ride the system (an Edmondson ticket). Daily commuters often employ the BOM card (Cartão BOM) - an abbreviation for Bilhete Ônibus Metropolitano, Metropolitan Bus Ticket, compiling a word meaning good in Portuguese - a smartcard allowing access to the buses and the state rail transportation as well.[22] Special integration fares were offered for customers using São Paulo Metro or CPTM commuter rail systems, through the acquisition of a combined ticket costing R$5.80.[23][24]

Fleet

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Vehicles employed in the operation include diesel-fueled buses, trolleybuses, hybrid and battery-powered buses.[25] Some are articulated and/or low-floor units.[26]

  •  
    Marcopolo articulated trolleybus no. 8026
  •  
    Busscar low-floor trolleybus no. 7216
  •  
    Mafersa trolleybuses lined up near the Center of Control, Operations and Maintenance, 1989

Classification as a BRT

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Although Brazil hosted the first bus system recognized as a BRT at Curitiba,[27] beginning in the 1970s, the term was not widespread in the country until the nomination for the 2014 FIFA World Cup, when several prospective host cities announced plans to establish such systems as part of the infrastructure works initially intended to serve the event.[28] (As the event approached, many of those projects - including expressways and light rail transit systems - were cancelled or postponed.) [29] The Institute for Transportation and Development Policy classified the system as a Bronze-standard BRT in the 2013 Corridor Ranking.[30]

Diadema - São Paulo Extension

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Diadema - São Paulo Extension[31]
Legend
 
 Diadema
 
 
 
 Divisa
 
 Jardim Miriam
 
 Brás de Abreu
 
 Santo Afonso
 
 Rio Grande do Sul
 
 Publio Pimentel
 
 Rodrigues Montemor
 
 Paulo Albernaz
 
 Rubens Facchini
 
 Parque do Nabuco
 
 Vila Canaã
 
 Djalma Franco
 
 Vila Celeste
 
 Jardim Prudência
 
 Washington Luiz
 
 Monte Alegre
 
 Jardim Cordeiro
 
 Ademar de Moraes
 
 Vereador José Diniz
 
 Santo Amaro
 
 Santo Arcádio
 
 MorumbiShopping
 
 Morumbi
 
 
 Berrini
 

An extension branch to the system was proposed, connecting Diadema terminal to the Brooklin neighborhood in São Paulo. Such extension was referred as Diadema-Brooklin corridor and began construction in 1986.[32] The project suffered setbacks, including lack of funding, civil actions questioning the public bidding process,[32] as well as challenging drainage works.[33] Effective operation started in 2000, although the corridor works were not ready, with a single line service employing midibuses. The complete path was completed in 2010, which allowed the replacement of midibuses with large capacity vehicles. A shuttle service was initiated linking Morumbi and Berrini stations, both of them providing connections to Line 9 - Emerald CPTM stations. As a consequence the branch became called the Diadema-Berrini extension.[34]

Lines

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Diadema - São Paulo Extension Lines
# Departure Arrival Weekdays headway Saturday headway Sunday headway Travel time
376 Diadema Berrini 9–30 minutes 15–28 minutes 20–40 minutes 55 minutes
376M Diadema Morumbi
  • 6-12 minutes off-peak
  • 3-5 minutes peak hours
 20–28 minutes 30–40 minutes 35 minutes

Source: ABD corridor lines and timetables[17]

Interference with future projects

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The São Paulo metropolitan transportation network expansion plan foresaw the need for a metro line linking southern São Paulo to the ABC region,[35] expected with the line 18 implementation. The first sketched project claimed for a line from CPTM Tamanduateí Station in São Paulo up to Alvarengas Station in São Bernardo do Campo (as an elevated monorail).[36] Such path overlaps the Ferrazópolis-São Bernardo branch of the BRT, and the design of the line suggests its suppression in favor of the rapid transit structure and a city-owned bus corridor.[37] Such a proposal showed two setbacks: the need to partially terminate the contract with the system operator (thus requiring a compensation fee), and the suppression of a successful transportation mode (measured in Pkm). Those risks endangered the whole monorail project,[38] and drove the São Paulo government to split its implementation, in favor of building the branch from Tamanduateí to Djalma Dutra (a station in São Bernardo) only.[39] The latest transportation map depicted the continuation of São Bernardo-Ferrazópolis branch as well as line 18 "in construction", although effective work on that metro line weren't started (although the Portuguese legend in the map shows the segment as "under implementation", a more accurate status rather than "under construction").[40]

References

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  1. ^ a b c d "Histórico do Corredor Metropolitano ABD" [Corridor history webpage]. EMTU website (in Portuguese). Retrieved March 20, 2014.
  2. ^ a b c d "Conheça a Metra" [Get to know Metra]. metra.com.br (in Portuguese). Retrieved April 7, 2014.
  3. ^ a b Berkes, Roberto Bartolomeu; Coelho, Carlos Alberto Pinto; Lage, Caroline Claudino (September 19, 2013). "Trólebus no Corredor ABD" [Trolleybuses on ABD corridor] (PDF). brasilengenharia.com (in Portuguese). Retrieved March 25, 2014.
  4. ^ "Itinerários e Tarifas" [Bus routes and fares]. EMTU lines' website (in Portuguese). Retrieved March 24, 2014.
  5. ^ "Pesquisa de Imagem dos Transportes na Região Metropolitana de São Paulo" [Perception survey on transportation at Metropolitan Region of São Paulo]. ANTP website (in Portuguese). Retrieved April 7, 2014.
  6. ^ "Decreto 6.111 / 75" [State decree no. 6111 / 75]. São Paulo government website (in Portuguese). May 5, 1975. Retrieved March 24, 2014.
  7. ^ "Sistran propõe a adoção de soluções rápidas e baratas" [Sistran proposes adoption of faster, cheaper solutions]. O Estado de S. Paulo (in Portuguese). July 23, 1976. p. 26. Retrieved March 24, 2014.
  8. ^ Geia, Ana Maria Nogueira (September 9, 1984). "O trólebus chegando ao ABC" [Trolleybus coming to ABC]. O Estado de S. Paulo (in Portuguese). p. 22. Retrieved March 24, 2014.
  9. ^ "Obras de trólebus no ABC começam este ano" [Trolley bus works start this year]. O Estado de S. Paulo (in Portuguese). November 30, 1984. p. 36. Retrieved March 24, 2014.
  10. ^ "Festa-comício inicia obras do trólebus" [A party-rally medley starts trolleybus works]. O Estado de S. Paulo (in Portuguese). August 18, 1985. p. 25. Retrieved March 24, 2014.
  11. ^ "Inaugurada outra obra inacabada" [Another unfinished work inaugurated]. O Estado de S. Paulo (in Portuguese). March 10, 1987. p. 50. Retrieved March 25, 2014.
  12. ^ "Trólebus terá mais 11 km de linha" [Trolleybus line will expand 11 km]. O Estado de S. Paulo (in Portuguese). August 8, 1990. p. 32. Retrieved March 25, 2014.
  13. ^ a b "Corredor é entregue com três anos e meio de atraso" [Corridor opened after a 3 and a half years delay]. O Estado de S. Paulo (in Portuguese). October 24, 1990. p. 36. Retrieved March 30, 2014.
  14. ^ "Metrô adianta o terminal" [Metro hastens terminal]. O Estado de S. Paulo (in Portuguese). February 1, 1986. p. 13. Retrieved March 28, 2014.
  15. ^ da Silva, Mauro Carvalho (July 3, 1996). "Governo retoma Anel Viário Metropolitano" [Government restarts Metropolitan Beltway]. O Estado de S. Paulo (in Portuguese). p. C3. Retrieved March 30, 2014.
  16. ^ "Iniciativa privada vai operar corredor no ABC" [Private entrepreneurship will operate corridor at ABC]. O Estado de S. Paulo (in Portuguese). September 18, 1996. p. C3. Retrieved March 28, 2014.
  17. ^ a b c "Linhas do Corredor Metropolitano ABD" [ABD Metropolitan Corridor Lines]. EMTU website (in Portuguese). April 2, 2014. Retrieved April 2, 2014.
  18. ^ do Valle, Caio; Magalhães, Luciana (June 24, 2013). "SP: Tarifa de ônibus e metro volta a R$ 3" [SP: Bus and metro fares roll back to R$ 3]. O Estado de S. Paulo (in Portuguese). p. A8. Retrieved April 5, 2014.
  19. ^ "Passe Escolar RMSP" [Student Pass at Metropolitan Region of São Paulo]. EMTU website (in Portuguese). Retrieved April 5, 2014.
  20. ^ "Cartão BOM Senior" [BOM Senior Card]. EMTU website (in Portuguese). Retrieved April 5, 2014.
  21. ^ "Cartão BOM Especial" [BOM Special Card]. EMTU website (in Portuguese). Retrieved April 5, 2014.
  22. ^ "Cartão BOM Comum" [Standard BOM Card]. BOM Card (in Portuguese). Retrieved April 6, 2014.
  23. ^ "Metro System Tickets". São Paulo Metro website. Retrieved April 7, 2014.
  24. ^ "Tarifas CPTM" [CPTM Fares]. CPTM website (in Portuguese). Archived from the original on March 30, 2014. Retrieved April 7, 2014.
  25. ^ "Frota da Metra" [Metra fleet]. metra.com.br (in Portuguese). Retrieved April 7, 2014.
  26. ^ Balazina, Afra (July 7, 2010). "Ônibus a hidrogênio chega a SP e RJ" [Hydrogen-powered buses come to São Paulo and Rio de Janeiro]. O Estado de S. Paulo (in Portuguese). p. A18. Retrieved April 7, 2014.
  27. ^ Conci, Pilar (May 23, 2011). "Buses Take Off, but Not Everybody Is On Board". The Wall Street Journal Online. Retrieved March 31, 2014.
  28. ^ Salomon, Marta (June 12, 2011). "Transporte urbano é o maior gargalo" [Urban transportation is the biggest bottleneck]. O Estado de S. Paulo (in Portuguese). p. E6. Retrieved April 3, 2014.
  29. ^ Leite, Almir; Ogliari, Elder; Portela, Marcelo; Décimo, Tiago (February 9, 2014). "O que não ia ficar pronto foi tirado da Matriz de Responsabilidades" [Unfinishable works were cut off from the compilation of responsibilities]. O Estado de S. Paulo (in Portuguese). p. D5. Retrieved April 3, 2014.
  30. ^ "ITDP 2013 Corridor Rankings". Institute for Transportation and Development Policy website. Retrieved April 3, 2014.
  31. ^ "ABD corridor map". EMTU website. Retrieved March 27, 2014.
  32. ^ a b Machado, Renato (October 13, 2009). "Diadema-Brooklin teve início há 20 anos" [Diadema-Brooklin has been started 20 years ago]. O Estado de S. Paulo (in Portuguese). p. C1. Retrieved March 30, 2014.
  33. ^ da Silva, Mauro Carvalho (July 15, 1992). "São Paulo terá mais 6 corredores de ônibus" [São Paulo will have 6 more bus corridors]. O Estado de S. Paulo (in Portuguese). p. C1. Retrieved March 30, 2014.
  34. ^ "Histórico do corredor Diadema-Berrini" [Diadema-Berrini corridor history]. metra.com.br (in Portuguese). Retrieved March 31, 2014.
  35. ^ "PITU 2025" (PDF). São Paulo Secretariat of Metropolitan Transportation (in Portuguese). December 2006. p. 196. Archived from the original (PDF) on September 24, 2015. Retrieved April 9, 2014.
  36. ^ "Estudo de Impacto Ambiental – Linha 18" [Environmental impact assessment – Line 18] (PDF). São Paulo Metro website (in Portuguese). May 15, 2012. p. 1. Retrieved April 9, 2014.
  37. ^ "Estudo de Impacto Ambiental – Linha 18" [Environmental impact assessment – Line 18] (PDF). São Paulo Metro website (in Portuguese). May 15, 2012. p. 7.3.1.3–5. Retrieved April 9, 2014.
  38. ^ Rocha, Rafael (June 23, 2013). "Linha 18 – Bronze até o Alvarenga tem chance de ficar só no papel" [Line 18 – Bronze to Alvarenga in risk to remain as a project]. Diário do Grande ABC website (in Portuguese). Retrieved April 8, 2014.
  39. ^ "Mapa do Transporte Metropolitano 2014" [2014 Metropolitan Transportation Map] (PDF). São Paulo Metro website (in Portuguese). Retrieved April 10, 2014.
  40. ^ do Valle, Caio (April 7, 2014). "Mapa do Metrô mostra 'obras' de linhas que não saíram do papel" [Metro map shows "works" on lines that may remain as a draft]. estadao.com.br (in Portuguese). Retrieved April 10, 2014.
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