Rio de Janeiro Metro

The Rio de Janeiro Metro (Portuguese: Metrô do Rio de Janeiro, Portuguese pronunciation: [meˌtɾo du ˈʁi.u dʒi ʒɐˈnejɾu]), commonly referred to as just the Metrô (Portuguese pronunciation: [meˈtɾo]) is a rapid transit network that serves the city of Rio de Janeiro, Brazil. The Metrô was inaugurated on 5 March 1979, and consisted of five stations operating on a single line.^[6] The system currently covers a total of 58 kilometres (36 mi),^[4] and serves 41 stations.^[3][4]

The metro system is nominally divided into three lines but, because Lines 1 and 4 are operationally the same line, it effectively operates as two:^[1][2] Line 1/4 is 32 kilometres (20 mi) long^[9][4] and runs from Uruguai / Tijuca station in Tijuca to Jardim Oceânico / Barra da Tijuca station in Jardim Oceânico; Line 2 is 30.2 kilometres (18.8 mi) long^[9] and runs from Pavuna station in Pavuna to Botafogo station in Botafogo. Line 1/4 shares track with Line 2 between Central and Botafogo, a stretch that includes 10 stations and approximately 5 km (3.1 mi) of track.^[10] The Rio de Janeiro metro has the second highest metro passenger volume in Brazil after the São Paulo Metro.^[11]

Line 1/4 serves Tijuca, the city center, the South Zone and the eastern tip of Barra da Tijuca. It is a semicircular line, and is almost fully underground. Line 2 serves working-class residential neighborhoods in the North Zone, as well as the city centre and part of the South Zone. It is a northwest-to-southeast line, and the non-shared portion is almost completely above-ground (mostly elevated and partly at grade); the section of the line that interlines with Line 1/4 is entirely underground. This line started as a pre-metro on top of an old abandoned railway line, but due to increasing numbers of commuters, it was converted to metro.^[12]

The Government of the State of Rio de Janeiro is responsible for the expansion of the metro network through Rio Trilhos; however, the operation and maintenance of the system was contracted out to Metrô Rio in 1998 with a 20 year lease.^[13] In late December 2007, the lease was renewed until 2038 and Metrô Rio assumed responsibility for the construction of Cidade Nova Station, interlining Lines 1 and 2, the purchase of 114 cars and the construction of Uruguai Station, extending Line 1 further north.^[14] In 2021, Mubadala acquired majority control of Metrô Rio.^[15] In 2025, the lease was further extended to 2048 in exchange for Metrô Rio finishing the construction of Gávea Station.^[16]

In the middle of the 20th century, Rio de Janeiro was the largest city in Brazil and was quickly growing, in large part due to urban industrialization and the migration of rural workers from the Northeast.^[17] At the same time, with the explosive growth of the Brazilian car industry, the amount of motor vehicles on the streets was quickly overwhelming the city, then reliant on its streetcar,^[18] bus and suburban rail networks. By the early 1960s, traffic jams, pollution, and overcrowded public transport had become serious problems in the city, which were made worse by the dismantling of the streetcar network in 1964. To overcome these problems, the local government decided to build a metro network.^[19]

On 14 December 1968, the Companhia do Metropolitano do Rio de Janeiro (Metro Company of Rio de Janeiro) was created through State Law number 1736.^[20] On 23 June 1970, construction work started in Praça Paris using the cut-and-cover method. The Rio de Janeiro Metro began operating on 5 March 1979. In the beginning, there were only five stations, all on Line 1: Praça Onze, Central, Presidente Vargas, Cinelândia, and Glória, operating from 9:00 AM to 3:00 PM. In its initial 10 days, the system transported more than half a million people, averaging sixty thousand passengers per day. At that time, the subway worked with only four trains of four cars each, with an average interval of eight minutes. In December of the same year, the operating schedule was extended until 11:00 PM, including Saturdays. In 1980, the metro system began to be expanded with the opening of Uruguaiana and Estácio stations. The two new stations caused larger passenger demand, compelling an increase in the number of trains from four to six. Carioca Station in the city centre was finished in January 1981. By the end of the same year, Catete, Largo do Machado, Morro Azul (now called Flamengo), and Botafogo stations were completed. In 1982, the metro was extended to Tijuca, with the openings of Afonso Pena, São Francisco Xavier and Saens Peña stations.^[6][21]

Line 2 opened from Estácio to Maracanã via São Cristóvão in 1981, and initially used the same rolling stock as Line 1, but, due to a shortage of this rolling stock, started instead using modified light rail vehicles that had been ordered for the planned pre-metro system in 1982. Line 2 was extended from Maracanã to Maria da Graça in 1983; at the same time, the at-grade pre-metro was opened from Maria da Graça to Irajá along an abandoned railway alignment via Del Castilho and Inhaúma. By 1984, Line 2 used 5 trains and ran every 5.5 minutes. A burst pipeline in 1985 led to the closure of the pre-metro line; it was rebuilt as fully grade-separated metro and re-opened in 1987 as an extension of Line 2, with trains running from Estácio to Irajá. In 1988, Triagem Station opened. Engenho da Rainha Station opened in 1991 and was followed by Thomaz Coelho Station and Vicente de Carvalho Station, both of which opened in 1996.^[22] By this point, Line 2 used 9 trains and ran every 6 minutes.^[6][12]

In 1997, the Carnival Operation (Operação de Carnaval in Portuguese) began with continuous service during the Rio Carnival festivity days. In December of that year the system was privatised and the management and operation of the company passed into the hands of the Consortium Opportrans with a concession of 20 years, leaving the responsibility for expansion of the network in the hands of the state government of Rio de Janeiro through the company Rio Trilhos. The Rio Reveillón (New Year's Eve celebrations) is highlighted by the performance of Opportrans that since 1999 has conducted a Special Operation to ensure a party for all. Tickets illustrated scheduled appointments to avoid overcrowding and provide the best service.

In July 1998, Cardeal Arcoverde Station, in the traditional neighbourhood of Copacabana, was inaugurated. Five more stations became operational in the following two months: Irajá Station, Colégio Station, Coelho Neto, Engenheiro Rubens Paiva, Acari/Fazenda Botafogo and Pavuna Station.

In 2003 Siqueira Campos Station in Copacabana was inaugurated. Cantagalo Station beyond Siqueira Campos was due to be completed in March 2006 but owing to financial problems the opening date was postponed to 15 December.^[23] This was again postponed and the final opening took place in February 2007. At the same time construction began on the subway extension to General Osório station in Ipanema. This was opened in December 2009.

In late December 2007, Metro Rio renewed the concession, then defined as for another 20 years, to 2038.

Line 1A from Pavuna to Botafogo opened in December 2009 with a connection between São Cristóvão and Central. Passenger traffic at Estácio is reduced and the elimination of the need to transfer between Lines 1 and 2 saves up to 13 minutes of journey time. A new station on the new section, Cidade Nova, was opened in November 2010;^[24] the station is on Avenida Presidente Vargas and serves the City Hall.

In June 2010, the construction of Line 4 began, linking Ipanema to Barra da Tijuca, where most events of the 2016 Olympic Games occurred.

• Line 1 (Orange): Uruguai, Saens Peña, São Francisco Xavier, Afonso Pena, Estácio, Praça Onze, Central, Presidente Vargas, Uruguaiana, Carioca, Cinelândia, Glória, Catete, Largo do Machado, Flamengo, Botafogo, Cardeal Arcoverde, Siqueira Campos, Cantagalo, General Osório.

All stations are underground. Cinelândia and Central stations have island platforms. Carioca, Saens Peña, Botafogo and General Osório stations have both side and island platforms, although Saens Peña consists of two island platforms and three tracks. The northernmost of the three tracks appears to be disused and planned for use after the Line 1 extension. Saens Peña is a very busy station, with train turnarounds made very quickly. All other stations have side platforms, up and down tracks are divided by a low wall at stations with side platforms. Siqueira Campos, Carioca, Central, Uruguaiana are Cardeal Arcoverde have a large mezzanine floor between surface and underground tracks.

Central, which is a major interchange point between the Metro, local and longer-distance bus lines, and the SuperVia train network, is the busiest station on the network. The Cardeal Arcoverde station was dynamited out of the base of São João Mountain and retains a cavelike structure. General Osório has some painting in the hallways to remember prehistoric attempts at communication.

Uruguai Station opened in March 2014, becoming the new terminal station of Line 1 in the North Side of Rio de Janeiro.^[26]

• Line 2 (Green): Pavuna, Engenheiro Rubens Paiva, Acari/Fazenda Botafogo Station, Coelho Neto, Colégio, Irajá, Vicente de Carvalho, Thomaz Coelho, Engenho da Rainha, Inhaúma, Nova América/Del Castilho, Maria da Graça, Triagem, Maracanã, São Cristóvão, Cidade Nova, Estácio (closed on working days).
• Line 1A: São Cristóvão, Cidade Nova, Central, Presidente Vargas, Uruguaiana, Carioca, Cinelândia, Glória, Catete, Largo do Machado, Flamengo, Botafogo.

Line 1A is actually an extension of Line 2 to Botafogo station. Line 2 is elevated from Irajá to Colégio. Many of the stations have island platforms, although Pavuna has both side and island platforms. Underground from Central to Botafogo.

Owing to its origin as light rail, it is fully above-ground (except Estácio station, which is underground). Most stations like Irajá and others, have an island platform, whereas some stations like Triagem have side platforms. Maracanã station is directly linked by an overbridge to the Maracanã Stadium across the street.

• Line 1 is fully underground with Cardeal Arcoverde being the deepest station. This station is under São João mountain. Non-free interchange with the Santa Teresa Tram is possible at Carioca and with the SuperVia trains at Central. Interchange to Line 2 is possible at all stations between Botafogo and Central on weekdays.^[10] There is interchange with Line 2 at Estácio on weekends and holidays. Interchange to bus is possible at Cardeal Arcoverde, Botafogo, Largo do Machado, Estácio, São Francisco Xavier and Sáenz Peña.
• Line 2 is fully above-ground, except stations on Line 1A. It is elevated from Irajá to Colégio and the rest is at grade, except Cidade Nova and Triagem, which are elevated. Interchange with the train is possible at Triagem, Pavuna, São Cristóvão and Central. Interchange to line 1 is possible at Line 1A stations on weekdays, and at Estácio on weekends and holidays. Bus interchange is possible at Nova América/Del Castilho, Coelho Neto and Pavuna.

The cars are of monoblock construction in stainless steel. Passenger train composition normally use six cars (four on rare occasions), but Line 2 was planned to use eight cars. Older stock driving cars can accommodate a maximum of 351 passengers (40 seated), while non-driving cars accommodate a maximum of 378 passengers (48 seated). Thus, in six-car configurations the maximum number of passengers that can be transported is 2,214.

Line 1 is served by exclusively old types of rolling stock, which are full metro. Since Line 2 was formerly a light rail line, there are some old types of stock that have been converted from light rail to metro stock. New B type stock is full metro stock. This line was initially served by old A type stock, built by La Brugeoise et Nivelles and Cobrasma.

Inside each coach, seat arrangement is both parallel and perpendicular to the windows. When the left side has parallel seats, the right side has perpendicular seats, and vice versa. Each vertical seat has a handle for easier standing. There are vertical stanchions from ceiling to floor for standing passengers, one set in front of the horizontal seats, another set at the middle of the coach. Both A and B type trains are air-conditioned.

Lines 1, 2 and 4 share EMUs built by CRRC Changchun Railway Vehicles Co. Ltd. The 6-car trains were designed in 18 months and all 19 sets are currently operating in passenger service. The trains entered revenue service 23 months after contract award.

• Single Journey (Unitário in Portuguese): This is the most popular option. When a commuter buys a ticket from the counter, they then can travel by metro from any station to any station of any line. Once the commuter leaves the station, they need another ticket for another trip. There is a flat single fare (Unitário) R$ 4.60 as of March 2020^[28] regardless of distance.
• Single Journey with bus extension (Metrô na Superfície in Portuguese): Metro Rio operates a bus service from some of its stations, which acts as an extension of the metro service. No additional fee is charged for this service; however, when buying the ticket the traveller must ask for a Metrô na Superfície card. Cards can be bought directly on the Metrô na Superfície bus.
• Single Journey with express bus service: not to be confused with the bus extension, this fare allows a passenger to travel on the subway and on select bus services (Cosme Velho and Urca are served by express buses), also run by the metro company. The fare costs R$4.35 as of April 2014, and the ticket can be purchased on the subway or when boarding select buses.
• Prepaid Card (Cartão Pré-pago): a prepaid card, valid on the metro and on the buses run by the metro company (not valid on regular city buses) can be bought at any metro station. The card is free of charge, however a minimum prepayment of R$10 is required. Tickets (a disposable contactless card) are purchased from a cashier in a booth. Prepaid tickets can be topped up at the vending booths, or at automated ticket recharging machines at select stations. Cards cannot be bought at the machines, and no change is given. Cash is the only accepted means of payment on any of the sales channels.

The Barra Expresso included a single ticket pass and the fare for a bus trip to Barra da Tijuca, a neighborhood located in the West Side of Rio. This integration ended when Line 4 was opened to the public.

The investment of R$1.15 billion included also the purchase of 19 additional compositions; 114 new cars^[29] with a technology that allows the passengers to circulate inside the train. The first of the new compositions was scheduled to arrive in December 2010 and the others to start operating gradually before December 2011. These cars were intended for use on Line 2 and have a dimensioned air conditioning system to bear the sun and heat's direct incidence, as most part of the line is in the surface. With the increase of 63% of the fleet, the concessionaire also planned to standardize the compositions of Lines 1 and 2: all 49 trains will have six cars.

The control, signalization, ventilation and energy systems will be also expanded and modernized. The energy supply for the metro's operation will be reinforced with two new proper sub-stations, at Uruguaiana and Largo do Machado Stations, and with the remodeling of São Cristóvão and Central sub-stations. On the other hand, the signalization will be automated in the two lines. Metrô Rio will enhance the ventilation at the stations and will modernize all equipment of the Control and Operations Center, from where the complete daily operation is monitored. These actions, combined with the extension of Line 2, will allow Metrô Rio to transport more than 1.1 million passengers/day.

Line 4 (yellow line) was completed on 30 July 2016, connecting Barra da Tijuca neighbourhood in the West Zone, passing under São Conrado and Rocinha, to Ipanema/General Osório Station. All stations are underground, but when arriving in Barra da Tijuca, trains exit a tunnel, pass briefly by an elevated bridge and go underground again.^{[4][30][29][26]}

Line 3 is proposed to run from Carioca to Visconde de Itaboraí via a 4 km (2.5 mi) tunnel underneath the Guanabara Bay, and via Araribóia, Antonina, Guaxindiba and Itambi stations.^[31]

Line 5 will run from Carioca, which interchanges with Lines 1, 2 and 3, to Gaveá interchanging for Line 4.

• The collection of narratives Entre Linhas: Histórias do Metrô e Trem do Rio de Janeiro (2023), by Sofia Neves, delves into the stories of anonymous passengers on the Rio de Janeiro subway. ^[32]

• List of Rio de Janeiro metro stations
• SuperVia
• Rio de Janeiro Light Rail
• Santa Teresa Tram
• List of Latin American rail transit systems by ridership
• List of metro systems
• Rapid transit in Brazil

• Official website (in Portuguese and English)
• Rio de Janeiro Metro at NYCSubway.org (in English)
• Cantagalo Station information (in Portuguese)
• Rio Trilhos (in Portuguese)
• Rio de Janeiro metro map (in English)