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In the last hours of the 28/01/2019, two trains of the 15-Silver line monorail collided in the Plbadto Garden station.
Outside an operational area and with empty trains during a joint maneuver (complete delivery only at the end of 2019), there was a collision between trains M22 and M23 , which did not directly influence the commercial exploitation of the next day. But it attracted the attention of the curious and mainly discussions on social networks, forums and television channels.
It should be noted that almost all critics are concerned with the choice of mode of transport. The monorail is controversial among experts, users and enthusiasts because it is a system configured for low capacity.
In Brazil, the history of the monorail began under the administration of Governor Jose Serra (PSDB) and Mayor Gilberto Kbadab (DEM, at the time), where they estimated, according to Folha de São Paulo, " more than 100 km of this transport over the next five years".
We are well aware that these five years have pbaded. The 5 now in 2019, stunned, were 10 years old and none of the lines proposed at the time (lines proposed by SPTrans and GESP) are ready. The line 15 lines of money, which was considered a priority to continue the Expresso Tiradentes / Fura-Fila, so "faster than the conventional metro" and "cheaper", did not even started work towards the city Tiradentes. The route ends at the site of the future station of Iguatemi (one after São Mateus)
The promises of more train, more train, more comfort and speed married the monorail as a dream of perfect love a summer night.
– Vila Prudente – Cidade Tiradentes (Today, line 15 – Silver and unpretentious security at completion in Cid Tiradentes),
– São Judas Airport – Congonhas (Today hui, Line 17 – Gold with the intention of inaugurating that in 2020, without St. Jude)
– Jardim Ângela – Santo Amaro (This would be from the São Paulo City Hall, as requalification from the corridor of M & # 39; Boi Mirim)
After all this lively retrospective, the questions about his choices are still continuing today. By including another line that was not initially thought, it could "abandon technology" even before the beginning of its work, as in the case of the 18-Bronze line.
A system installed in Brazil, resulting from low capacity projects. of average capacity (unpublished worldwide), consisting of trains of 7 cars each and with a capacity of about 1,000 pbadengers per trip, against about 2,000 of the conventional metro, 400 for a VLT and 270 people for a bi-articulated bus BRT.
claim that the system is already saturated and that it alone can not absorb all the concentrated demand in the region. In fact, there is some logic. But the buses will continue to play an important role on the East> Center> East link, so that the demand will be distributed and taken into account according to the operation and the integration of the two systems, thus making the modal existence and its use perfectly tangible.
However, criticizing only the modal for its technical pricelessness and ignoring what it can and does already, is part of a presupposition worthy of a "student war". , where the critical part of the principle has no taste, I speak badly and it permeates many valid arguments, but that does not correspond to the criticism itself, which is in fact related to the accident. The monorails are all operated by Bombardier (Line 15) CBTC signaling, which allows remote vehicle driving, as is the case in ViaQuatro's yellow line 4. .
With platform gates, the system becomes "man-less", that is, it no longer requires a physical operator on the train to operate. But as we know, the silver industry is still in a long period of adaptation – to be the first in the world – and also in a long period of testing. Since its opening during the opening hours of the company (from 16:40 to 0:00), the line has been faced with successive problems that directly interfere with its operation, such as successive electrical failures.
in the roadside equipment and also in the signage itself, forcing the use of the PAESE service and other devices to remedy the failures and then ensure the full functioning of the line, seeking to to satisfy as much as possible the users who move in the system [19659002] However, using the basis of the recurrent critical criticism of "why it is monorail", it is useful to consider that other modes have had collisions between trains. Which, although unacceptable, is perfectly possible considering all the probabilities of human, electronic or mechanical failure. and taxis …
The questions we raise in this reflection are precisely the following: is fault really the modal or can it be a problem related to signaling? Was it a mechanical failure? Electronic
We are waiting for the results of the investigation and understand what led to the incident.
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