Brazilian subways compared to international networks: Study by Coppe and Cefet-RJ reveals structural challenges and pathways for the future of urban mobility

High-capacity public transportation is one of the greatest challenges posed by rapid urbanization in large contemporary cities. In increasingly dense, unequal and sprawling big cities, the metro assumes a central role not only as a means of transportation but also as a driver of urban development, social inclusion and environmental sustainability. In Brazil, however, transforming metro transportation into the backbone of urban mobility is still a project under construction and far from the main international references.

This diagnosis is presented in a multidimensional comparative study developed by researchers from Coppe/UFRJ, in partnership with Cefet-RJ, which analyzed Brazilian metro systems in light of consolidated networks in cities such as London, Paris, New York, Tokyo, Berlin and Madrid. The research is part of the set of studies of the Integration, Sustainability and Development in Mobility Project in Rio de Janeiro (PRISMA-RJ), an initiative aimed at metropolitan articulation between Rio de Janeiro, Niterói, São Gonçalo and Itaboraí.

The project is coordinated by Professor Rômulo Orrico, from Coppe’s Transport Engineering Program, and developed in the Laboratory for Optimization and Geographic Information Systems (OPTGIS), bringing together expertise in modeling, spatial analysis, and evaluation of public policies. Coppe’s role is central not only in the scientific coordination of the work, but also in building a methodology capable of translating technical data into strategic subsidies for urban and transportation planning in the country.

Scale, density and accessibility: the size of the challenge

The results highlight a structural mismatch between Brazilian systems and major international networks. While century-old subways like those in London (408 km) and New York (394 km) cover vast metropolitan areas, national systems operate on a significantly smaller scale. São Paulo, the country’s largest network, has 104.2 km of track, while cities like Belo Horizonte operate with less than 30 km of lines.

More than physical extent, the study highlights network density as a decisive factor for system efficiency. International networks have a higher concentration of stations and less spacing between them, favoring pedestrian access and integration with the urban fabric. In Paris, for example, the average distance between stations is 0.73 km. In contrast, Brazilian systems operate with greater distances between stops, reaching 1.87 km in Recife, which increases dependence on feeder buses and reduces the attractiveness of the subway as the main mode of transport.

São Paulo: highlighted operational efficiency

In the national scenario, the São Paulo Metro stands out as the main positive exception. With a daily demand of around 4 million passengers, the São Paulo system achieves volumes comparable to those of large international networks, such as Paris, even operating with less than half of its length.

This performance is supported by high operational standards, such as the headway (a term that designates the time interval between the passage of two consecutive trains on the same line) which in São Paulo reaches around 1.6 minutes, exceeding standards observed in cities such as Berlin and Tokyo. In contrast, systems such as those in Fortaleza and Belo Horizonte register intervals that can reach 15 minutes, compromising the reliability of the service, discouraging demand and leading to underutilization of the existing infrastructure.

A multidimensional approach to comprehend the system

The distinguishing feature of the research conducted by Coppe lies in its multidimensional approach. Instead of analyzing indicators such as line length or passenger numbers in isolation, the researchers cross-referenced operational, planning, design, performance, technology and governance dimensions. This methodology allows us to understand that the success of a metro system depends less on one-off projects and more on the consistent articulation between public policies, financing, land use and quality of management.

In the planning dimension, the international networks analyzed show strong alignment with long-term master plans, such as Tokyo’s strategic vision for 2030. In Brazil, on the other hand, planning tends to be fragmented and short-term oriented. Rio de Janeiro’s case illustrates this difficulty: the metro shows only partial alignment with integrated urban development guidelines, which hinders the coherent expansion of the network.

In the field of financing, global references operate with diversified portfolios that combine fares, government subsidies, long-term financing and, above all, non-fare revenues from commerce and real estate development. In Brazil, there is an excessive dependence on tariffs and direct treasury contributions, with limited exploitation of the economic potential of the areas surrounding the stations.

Technology and governance: relevant contrasts

Technological analysis reveals significant differences in the adoption of advanced digital tools. International systems systematically use BIM (Building Information Modeling), an integrated digital modeling methodology for infrastructure, which brings together information about stations, tunnels, roads and operational systems throughout the entire life cycle of the project. They also widely employ GIS (Geographic Information Systems), geographic information systems that integrate spatial, operational and urban data, supporting network planning, demand analysis and territorial management around the stations.

In Brazil, full automation and continuous use of these tools are still concentrated in a few systems, such as São Paulo and Salvador. In other cases, BIM and GIS are mainly applied in the design and construction phases, with limited use in daily operational management.

In the governance dimension, the international cases analyzed show a predominance of public operations with strong regulation and rigorous performance targets, often associated with user satisfaction. In Brazil, there is a growing trend towards the adoption of concessions and Public-Private Partnerships (PPPs), as in the cases of Rio de Janeiro, Belo Horizonte and Salvador, in response to the scarcity of direct public investment and the need to modernize infrastructure.

Financing, TOD and the paths to the future

The study concludes that financial sustainability is one of the biggest barriers to the expansion of metro transportation in Brazil. In this context, Transit-Oriented Development (TOD) stands out, an urban planning strategy widely adopted in global metropolises, but still little explored in the country. TOD proposes the creation of compact, dense and mixed-use areas around stations, integrating housing, work and services with high-capacity transportation.

In addition to reducing dependence on automobiles, this model allows the metro itself to benefit from real estate appreciation and the generation of commercial revenue. While cities like Tokyo and Madrid have transformed this integration into a pillar of financing and operational efficiency, Brazil still treats transportation in a way that is dissociated from urban development.

Applied knowledge to transform cities

By combining technical rigor, a systemic vision and a commitment to public policies, the study reaffirms Coppe’s role as a protagonist in the production of strategic knowledge for sustainable urban development. More than diagnosing limitations, the research offers concrete insights for rethinking the Brazilian metro system as a structuring infrastructure for cities, capable of connecting territories, reducing inequalities, and guiding a new model of urbanization in the country.