Cárdenas Metro
Cárdenas Metro![]() ![]() Grande Unión Metro Station | |
Native name | Metro de Cárdenas |
---|---|
Owner | Federal District Transport Authority |
Locale | Cárdenas |
Transit type | Rapid transpit |
Number of lines | 10 |
Number of stations | 305 |
Daily ridership | 1,430,136 (1718 AN) |
Annual ridership | 569 million (1720 AN) |
Began operation | 1685 AN |
Operator | Federal District Transport Authority |
Headway | 8 minutes |
Number of vehicles |
88 (active) 22 (reserve) |
System length | 196.8 km (95.4 mi) |
Track gauge | 1435 mm (4 ft 8 1⁄2 in) |
Average speed | 64 km/h (40 mph) |
Top speed | 140 km/h (87 mph) |
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The Cárdenas Metro is a rapid transit railway network that serves the city of Cárdenas, capital of the Federation of Nouvelle Alexandrie. The Metro was opened in 1686 AN, consisting of four lines. Since then, five more lines have been added to the network, and the Conzalito Tram-Train was incorporated as well. It has a total of 305 stations, and a total length of 203 km. It is one of the largest and most modern railway networks in Keltia, and indeed on Micras, and takes more than a million passengers each day.
The line is operated by the local transport provider, FDTA, which also operates the commuter rail services: the Aeropuerto Express Line, the Cárdenas-Conzalito-Moradon Line, the Cárdenas-Jedillo Line, and the Cárdenas-Pregál Line; as well as the airport people mover service called 'Enlareo'.
Rolling stock
Since the opening of the network, the TR-80 Subway Train has been the staple vehicle. But since 1705, the TR-100 is slowly replacing all previous trains, having higher average speeds and more capacity. The SPD-40A Tram-Train, which drives the Conzalito Tram-Train line, replaced the aged SPD-30 Tram-Train in 1701 AN.
Designation | Producer | Total Units | Units in service | Scrapped | Power output | Top speed | Years built | Image |
---|---|---|---|---|---|---|---|---|
TR-140 'Next-Gen Subway' | TR | 188 | 154 | - | 2900 kW | 160 km/h (100 mph) | 1724-present | ![]() |
TR-100 'Super-Subway' | TR | 206 | 124 | 48 | 2600 kW | 140 km/h (87 mph) | 1705-1708 AN | ![]() |
TR-80 'Subway' | TR | 132 | 0 | 132 | 2000 kW | 100 km/h (62 mph) | 1685-1705 AN | ![]() |
SPD-40A Tram-Train | TR | 24 | 18 | 0 | 1200 kW | 60 km/h (37 mph) | 1700-1701 AN | ![]() |
TR-446 | TR | 146 | 118 | 12 | 2200 kW | 120 km/h (75 mph) | 1705-1712 AN | ![]() |
History
Grand Capital Underground Plan (1685-1688)
After the approval of the Cárdenas Plan in 1685 AN, the plans for Four metro lines were finalised into the 'Grand Capital Underground' Plan, being respectively the Blue, Red, Brown, and Yellow lines. Tunnelling and overground construction for these lines lasted for more than a year by a consortium of National Construction Corporation, ESB Construction, and Apex Corp. The rationale for the four lines were based on demand:
- The Blue line would go in a L-shape, connecting the west and south
- The Red line would run West-east, connecting the city center to the west and east suburbs
- The Brown line would be a loop line, serving as the main connector for the network and serving most of the outer suburbs
- The Yellow line would complement the blue line in a reverse-L-shape, connecting the south and east
The completion of the lines in 1686 AN saw the creation of a single owner for the network, then known as Cárdenas Underground.
Second Wave Plan (1688-1694)
The first years of the network saw ridership quickly exceed both expectations and capacity, leading to an increase in riding stock. To relieve the Red Line and bring more services to the city center, the 'second wave' plan was announced in 1688 AN, with the creation of two more lines:
- The Purple Line would run North-south, connecting the city center directly to the rail network and the north and south suburbs
- The Orange line would run west-east as an additional line to connect the city center to the suburbs.
Construction took more than three years, due to heavy tunneling under the city center, as well as expanding the rail network beyond Grande Unión Station to accommodate the purple line. The ridership on the two lines quickly rose above those on the yellow line.
In 1692 AN, The Federal District Transport Authority, a government agency under the Federal Capital District Council, assumed control over the ownership and operations of the network.
North-South Connection Plan (1694-1700)
The continued ridership on the network lead to the creation of the 'North-South Connection' Plan in 1692 AN, to relieve the blue line and create new north-south connections in the city center. This was also coupled with the 'Airport Connection' Plan that was formulated around the same time. It called for the construction of two new lines:
- The Silver Line would connect the airport to the network, and also run north south through the city center.
- The Pink Line would connect to Conzalito, and complement much of the silver line in the city center.
Construction lasted for over 6 years due to heavy tunneling in the city center and the airport, as well as extensive surface building. In 1695 AN, the Conzalito Tram-Train was added to the construction phase, interacting with both lines at two points. The lines finally opened in 1698 AN, with the CTT following two years later. At the same time, the Red line was extended to Gustierrez, the Red line to Chalas, and the Ocodasmo branch of Yellow line opened.
Consolidation and Recession (1700-present)
During the premierships of the Presidents from the Social Democratic and Liberal Alliance, focus shifted away from expansion and new lines, and focused on consolidation and new rolling stock. The first major change was the split of the Red line into the University Loop and Main Line in 1702 AN. New rolling stock in the form of the TR-100 began arriving in 1705 AN, leading to much needed capacity, as well as higher speeds and shorter headways.
The Recession of 1709 hit the network hard, with falling ridership and income, which saw the removal of some services after 21:00 and fewer rolling stock on the line. The FDTA published their 'Metro Recovery' Plan in 1710 AN, which saw several changes to the network: the most important of these was a complete rebrand away from coloured lines, and unto lettered lines.
The only major upgrade to the network was the 'Harbour Metro Line' Plan, which created Line I, connecting the harbour to the district, as well as acting as a west-east line to connect the north of the city. Construction took more than six years, with heavy tunneling in the harbour district, as well as expanding tunnels on Line C and new deep tunneling underneath Telala, Trentallas, Afueras, and Ahuaco.
Since the opening of the Line I, the general plan of the FDTA is to build more infill stations and upgrade capacity with longer trains and shorter headways, enabled by new signalling technology and tunnelling and track upgrades. This has led to new stations opening in waves, starting in 1718 AN, as well as Line F extending to Plaza Cienagueros. In 1720 AN, two minor extensions for Line A to El Alamar; Line H to Choba Centrale; and Line D to El Liganda opened, as well as several infill stations in the city centre. In 1726 AN, further fill-in stations opened, as did the short extension of Line A and F to Cartamería. In the same year, Line I was extended along Line D and the reopened Serdoba Branch.
Starting in 1724 AN, the FDTA started procuring new rolling stock in the TR-140, putting them into service on Lines A, G, and I, with the plan to eventually replace all TR-100 with the new generation by 1735 AN. The replacement allowed for TR-100s to be utilised on Lines E, F, and H.
Accidents and incidents
- 1691 AN: fire breaks out at Panallela, 55 killed
- 1697 AN: derailment of TR-80 near La Denio, 18 injured
- 1710 AN: collision of Line C and F trains near Alanregal, 4 killed and 145 injured
Lines
# | Colour | Line | Opened | Last extension | Stations Served | Service Pattern | Length | Average interstation | Journeys made (1718 AN) | Termini | Rolling Stock | Conduction system |
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1 | Blue | Line A | 1686 AN | 1720 AN | 40 | 15 tph | 21.2 km / 13.2 mi | 686 m / 2,250 ft | 671.3 million | Colina Recuerdo
Cartamería |
TR-140 | Automatic |
2 | Red | Line B | 1686 AN | 1710 AN | 55 | 15 tph | 24.8 km / 15.3 mi | 590 m / 1.935 ft | 813.9 million | Ensayos de Libertad
Bagalipe Chalas |
TR-100 | Automatic |
3 | Brown | Line C | 1686 AN | 1706 AN | 48 | 24 tph | 29.5 km / 18.3 mi | 614 m / 2,014 ft | 793.2 million | Circular Line | TR-100 | Automatic |
4 | Yellow | Line D | 1686 AN | 1720 AN | 61 | 20 tph | 39.3 km / 24.5 mi | 756 m / 2,480 ft | 739.1 million | Ensados de Libertad
Bosque del Sol Brillante |
TR-100 | Automatic |
5 | Purple | Line E | 1691 AN | 1709 AN | 37 | 15 tph | 19.8 km / 12.3 mi | 627 m / 2,057 ft | 659.2 million | La Denio
Laguzalito Norte |
TR-140 | Automatic |
6 | Orange | Line F | 1691 AN | 1714 AN | 34 | 15 tph | 14.4 km / 8.9 mi | 578 m / 1,896 ft | 451.2 million | Plaza Cinagueros
Gustierrez (P+R) |
TR-100 | Conductor |
7 | Silver/Grey | Line G | 1698 AN | 1715 AN | 39 | 15 tph | 16.7 km / 10.3 mi | 592 m / 1,942 ft | 487.3 million | Aeropuerto Tránsito/T4
Casa Maria |
TR-140 | Automatic |
8 | Pink | Line H | 1698 AN | 1720 AN | 34 | 15 tph | 17.8 km / 11.1 mi | 604 m / 1981 ft | 492.1 million | Choba Centrale
Conzalito |
TR-100 | Automatic |
9 | Black | Line I | 1716 AN | 1716 AN | 35 | 12 tph | 15.2 km / 9.4 mi | 585 m / 1920 ft | 17.4 million | Ensados de Libertad
Natezo |
TR-140 | Automatic |
10 | Dark Blue | Conzalito Tram-Train | 1700 AN | 1720 AN | 27 | 6 tph | 8.6 km / 5.3 mi | 378 m / 1240 ft | 84.5 million | Fábricas
Manco Cápac |
SPD-40A | Automatic |
Stations
Line A
Line A serves the bulk of the northwest suburbs, running on the western part of downtown, including the Military District, and then east through the southern downtown, ending in the southeast section of the city, at San Frapa. It connects with several lines in its run, starting with the Conzalito Tram-Train, then Line H, C and F, running along the B and E lines downtown, turning east and crossing Lines H, G, B, and C, before crossing Line D again and ending at an interchange with Line F. It has 31 stations, with terminals at Alturas de Chile and Gustierrez. It is identified by the colour Blue.
Line A was the first line to be opened. Approval was given, along with Lines B to D, in 1685 AN. Work began in the central part, between Archivos Nacionales and Grande Unión, in the same year, and was completed after more than a year of construction. Due to the high density surroundings of the line, bored tinnels were used. But the part between Panalella and Alvarez Avenue were built above ground, as was the part beyond Olos. The line opened between Alvarez Avenue and Olos in 1686 AN. Several stations, which were unsuitable at the time, were opened in 1688 AN. New stations, serving the new Ciudad de los Deportes sports complex, opened in 1691 AN. The extension to Alturas de Chile completed a year later. The extension to San Frapas, and the Gustierrez P+R, finished in 1698 AN, although the latter station opened with 2 year delay due to safety concerns. New infill stations opened in 1718 AN, and the El Alamar extension opened in 1720 AN. It is a vital connection between the Grande Uníon Station and important places such as the Cortes Federales and Ciudad de los Deportes.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line B
Line B runs through some densely populated areas of Cárdenas, starting at the popular southern suburbs, running through the Government and University districts in a Loop, before turning east through downtown, turning south and serving the eastern downtown, before ending at the southeast suburbs. It connects to nearly all lines of the network, starting with Line H, running alongside Line E before coming to Grande Unión Station and joining Line A, looping west and crossing Lines B and C, running alongside Line I, turning east and crossing Line H again, then Line G, before running alongside Line C and crossing Line A, turning east with a final crossing with Line D, before terminating in Chalas. It is identified by the Colour Red. On weekdays, due to demand, the lines are split at Monumento Nacional, with one line servicing the west loop, and the other the eastbound section.
Line B was the second line to be opened. Approval was given, along with Lines A, C and D, in 1685 AN. Construction began on the central part alongside Line A, and was finished only two months later than the former. The line opened, with the west loop, and running to Bagalipe and Niños Pequeños, in that year. The line runs underground through the west loop, and as far as Grande Uníon and Niños Pequeños. Beyond that, the line runs above ground. Several stations, like on Line A, opened only in 1688 AN. New infill stations servicing the University, and several others, opened in 1691 AN. The extension to Jinozonte opened in 1694 AN, and the extension further, to Chalas, in 1698 AN. Splitting the services between the west loop and the east route occured in 1702 AN, to accomodate growing demands in the University District and the city centre. The extension to Masquito opened in 1710 AN. Further infill stations opened in 1718 AN and 1720 AN. Its most important connection are between the University and the rest of the city center, as well as the southern suburbs to the Grande Uníon Station.
University Loop Line
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line B Proper
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line C
Line C is a circular route, servicing most of the outer suburbs as well as some densely populated areas in the west downtown. As such, it crosses all lines and acts as a connector service. It officially starts at Museo Nacional, running in both clockwise and counter-clockwise directions. It is identified by the colour Brown.
Line C was approved, along with Lines A, B, and D, on 1685 AN. The line is exclusively underground, and was built using bored tunnels. It opened in the same week as Line B between Patiape Mercado and Divata, but the loop was only completed after the section between Patiapa Este and Santacate was completed in 1691 AN. Since then, several infill stations have opened in waves, in 1694 AN, 1698 AN, and 1706 AN. As a circular line, it is utilized extensively as a connector between different lines, but also for destinations such as the University Hospital and Silver Fort, and the north and southern suburbs.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line D
Line D is the longest line in the network, and runs through most of the southern suburbs and eastern suburbs, ending in the northeast. It crosses most of the southbound and eastbound lines, starting with the interchange with Line C, crossing Lines A, B and E, then running through the southern suburbs and crossing Lines H and G, before turning northeast, crossing Line As and F, servicing the eastern suburbs before turning and interchanging with Line F again, running north and crossing Line I, ending at Tastin. It is identified by the colour Yellow, and is the only line where stylized trains run on.
Line D was approved, along with Lines A to C, in 1685 AN. Work completed one month after Line C opened. It runs underground as far as Caniron Mercado, but crosses Jinozonte station with a lower platform station, and runs above ground beyond that. The line opened between Ensayos de Libertad and Plaza Moral in 1686 AN. The Zoo station opened in 1690 AN. New stations servicing the Entertainment District opened in 1694 AN, along with the extension to Bemar. The service between Bemar and Jario ran first on the Line F, as far as Seniuca, but the reroute to Ocodasmo opened in 1700 AN, along with the extension to Tastin. Tastin Norte station opened in 1706 AN. After 21:00, the line runs along the former Bemar-Jario route, bypassing the Ocodasmo branch, due to lower demand. It services most of the Entertainment District, but also many east suburbs, with a connection to Grande Uníon Station.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line E
Line E runs through most of the northern downtown, but starts in the southwest suburbs and ends in the north suburbs. Between that, it crosses most lines, running alongside Line B up to Grande Unión Station, and further on with Line A, before turning east and crossing Line F and H, then Line G, and Lines C and I before ending at Laguzalito Norte. It is identified by the colour Purple.
Line E was the first of the two 'second wave' lines to be approved, along with Line F, in 1688 AN. Construction commenced and was completed by 1691 AN. It is one of the few lines that runs more above ground than below, with the track from Grande Uníon and from Fuerte Plata being above ground. The line opened between Choba Mercado and Ahuaco in 1691 AN. The extension to Pontarona came in 1694 AN, while the extensions to La Denio and Laguzalito came in 1704 AN. It is a vital connection from Grande Uníon Station to the city center, but also for destinations like the Silver Fort and Monumento Nacional, and the north and southwest suburbs.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line F
Line F is a mostly west-east line, servicing the city center, but ending in Albaño and Gustierrez. It crosses most lines, starting with Line I, then Lines C and A, crossing Line E and H and then Line F, before crossing Line C again and interchanging at Line D twice, before ending at an interchange with Line A. It is identified by the colour Orange.
Line F was approved, along with Line E, in 1688 AN. Work took three years, and was finished two months after Line E opened. Line F runs underground in the city center, but comes above ground at Bocabona and Jario. The section between Bemar and Gustierrez is however also underground. The line opened between Bocabona and Alanregal in 1691 AN. The extension to Jario followed in 1694 AN. Line D used the track between Jario and Bemar was used by Line D until the Ocodasmo route opened in 1700 AN. Line F took over services on the track, using the stations opened there in 1698 AN. In the same year, the extension to San Maríara came online. The extension to Albaño followed in 1704 AN. New infill stations and the extension to Plaza Cinagueros came in 1718 AN. Acting as the main west-east line in the network, it services a lot of travel through the city center, as well as the west and east suburbs.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line G
Line G serves as the north-south service for the network, as well as the Airport access line. It runs through most of the city center, looping through the Airport and ending in the south at Casa María. It crosses most lines in the city center, starting with Lines C and D, then Line A, interchaning with Line H and crossing Line B, on to Line F and E, before passing Line C again and finally Line H, also interchanging with the Conzalito Tram-Train. It is identified by the colour Silver/Grey.
Line G was approved, along with Line H, as part of the 'North-South Connection' project, in 1694 AN. Construction took 4 years, with the lines lying mostly underground, before coming above ground on a lower-platform station at Izaran, and on the other side at Plaza Upiedas. The line is also underground at the Airport Loop. The line opened between Sicero and Aueropuerto Tránsito in 1698 AN. Several fill-in stations however, were not opened until 1700 AN. The Airport Loop opened in 1707 AN, and in the same year the extension to Casa María became operational. In 1715 AN, new infill stations opened in the Airport Loop. Further infill stations opened in 1718 AN. After 21:00, the line stops at Aeropuerto Tránsito, not using the loop, due to low demand. It connects the Airport directly to the city center, and is the main north-south connection in the network.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line H
Line H operates through most of the city center, moving from north to south, ending in Conzalito and Aldorro. It passes most other lines in between, starting at the interchange with Line B, then crossing Line C and D, coming to Line A, then interchanging with Line G, and crossing Line B again. From there, it interchanges with Lines E and F, before crossing Line B a final time, and lastly Line I, before terminating at the interchange with the Conzalito Tram-Train. It is identified by the colour Pink.
Line H was approved, along with Line G, as the north-sound line connections of the network in 1694 AN. Work continued and finished a month after Line G. The line is underground in the city center, but comes above ground at Plaza Real and at Limara. The line opened between Bagalipe and Bontocosta in 1698 AN. The extension to Conzalito followed in 1700 AN, but most infill stations only opened in 1704 AN. The extension to Aldorro followed in 1709 AN. Further infill stations opened in 1718 AN. It acts as an important connection from north to south, as well as vital locations in the city center.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Line I
Line I runs through most of the northern suburbs, as well as in the dense west downtown. It crosses several lines. It shares track with Line B, before turning north and sharing track with Line C, turning north and crossing Line F, then Line A, turning east and crossing Line H and Line G, after that crossing Line E and ending at the interchange with Line D.
Line I was approved as part of the 'Harbor Metro Line' project in 1710 AN. Construction took long because of the high density areas it passed, necessitating bored tunnels. It opened in its entirety between Ensayos de Libertad and Natezo in 1716 AN. Further infill stations opened in 1718 AN. It runs entirely underground. It connects the Harbour to the network, as well as a express connection between the Airport and the University and Government Districts.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Conzalito Tram-Train
The Conzalito Tram-Train is a hybrid line utilizing both on-street tracks as well as dedicated train track. It connects to the Line A at Puerte Nuevo, to Line H at Conzalito, and Line G at Manco Cápac.
The Conzalito Tram-Train project was announced by the City Council in 1695 AN, but it was taken by the FDTA and started construction in 1697 AN. It opened between Esquiri and Sumalco in 1700 AN. The extensions to Puerte Nuevo and Manco Cápac followed soon in 1701 AN. Track doubling between Manco Cápac and Aeropuerto Tránsito finished in 1716 AN. Two new on-street tracks opened in 1718 AN: the San José branch and the Valle Luna branch. This has led to two one-way spurs on the line. In 1720 AN, the track was extended on-street to the Industrial Sector. It is entirely above ground; between Sumalco and Esquiri - as well as between puerte Nuevo and Fábricas - it is on-street track; while beyond, to Puerte Nuevo and Manco Cápac, it utilizes light rail track. It serves wholly the municipal territory of Conzalito, except beyond Mirada and Zugoza, where the borders of the FCD are crossed.
Name | Connections | Date opened | Platforms | ExpandNamesake |
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Timeline
Date | Section or Station | ExpandLine |
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Stations
Out of the 258 stations, 210 are served 24 hours a day. Underground stations in Cárdenas are typically accessed by staircases going down from street level. Many of these staircases are painted in red, with slight or significant variations in design for each station. Several stations are built underneath other buildings and have accesses inside or adjacent to it. All entrances have yellow square lights and signs with the network logo and the word 'Metro'.
In 1718 AN, the busiest stations were Grande Unión (28.6 million passengers), Plaza de la Música (21.8), San Ferriomo (17.6), Consejo de Ciencia (14.3), Puente Buhos(13.9), Ensayos de Libertad (11.2), Olos (8.7), Alanregal (6.5), Estadio Real (5.2), and Aeropuerto Tránsito (3.6).
Concourse
Most stations in the subway system have mezzanines. Mezzanines allow for passengers to enter from multiple locations at an intersection and proceed to the correct platform without having to cross the street before entering. Inside mezzanines are fare control areas, where passengers physically pay their fare to enter the subway system. Many elevated stations also have platform-level fare control with no common station house between directions of service.
Paying for subway services can be done in station booths or vending machines. There is a physical ticket system, as well as a digital Contactless smart card known as TarjetaMetro. These smart cards can be swiped at a turnstile, customers enter the fare-controlled area of the station and continue to the platforms. Special 'Waiting Areas' are available in most underground stations, consisting of benches and identified by a yellow sign.
Platforms
A typical subway station has waiting platforms ranging from 150 to 180 m (450 to 600 ft). Some are longer. All have the name of the station placed on the wall along with the network logo, as well as a full map of current lines and connections. Most stations have platforms serving one line, but some share lines. Overhead electronic boards show which trains stop where and when. Identification is also available on the front and sides of the trains.
There are several common platform configurations. Most single line stations, especially above ground, have two side platforms. Double and multi-line stations have at least one island platform. End stations also have an island platform. Line A,C, and I also has platform edge doors separating the tracks from the platform.
Accesibility
The network was built with facilities for Disabled people in mind. Most are handicapped-accessible, including wheelchair-friendly turnstiles. Street elevators are available for many stations. Many stations also have both staircases and escalators.
Service
Fares
Riders pay a single fare to enter the subway system and may transfer between trains at no extra cost until they exit via station turnstiles; the fare is a flat rate regardless of how far or how long the rider travels. Thus, riders must swipe their physical ticket, TarjetaMetro, or smartphone on an reader at the turnstile upon entering the subway system, but not a second time upon leaving.
As of 1716 AN, the base fare is NAX€2.75 with the last fare increase occuring on II.1715 AN. Fares can be paid with most credit or debit cards (including smartphone pay), with a reusable TarjetaMetro, or with single-use tickets. The FDTA offers 7-day (at €14.50) and 30-day (at €60.00) unlimited ride programs that can lower the effective per-ride fare significantly. There are specific travel cards (Cárdenas Visita) for visitors and tourists (€2.25 per day for a maximal of 7 days). Reduced fares are available for the elderly and people with disabilities (at €1.65).
Operating hours
Service starts at 5:30 am and ends at about 12:00 pm. On Fridays and Saturdays, services end later, at about 1:30 pm.
When the Metro is closed, two night train services are run at 2:00 and 4:00 pm, except on Fridays and Saturdays, when a single night service is run at 4:00 pm. These are not run on all lines: only Lines A, B, F and G have night services. It follows the same routes and stops at the same stations.
Wi-Fi
In 1710 AN, it was announced that the Metro would get Wi-Fi in most stations and trains. This is a free service, with a premium paid alternative known as 'InterMás' for faster and secure internet connection. The entire network is connected with 4G services, including within tunnels.
Other rail lines operated by FDTA
Aeropuerto Express Line
The AEX, also known as the Airport Express, is a short high-speed transfer line running between Cárdenas Grande Unión Station, Cárdenas International Airport, and Cárdenas Harbour, which operates between 08:00 am and 09:00 pm on weekdays. It utilizes the High Speed Line between Cárdenas and Parap, running at a travel time of 16 minutes. It is a popular line for tourists and commuters. The line connects directly to the Metro at Grande Unión, Conzalito, Aeropuerto Tránsito, and Puerto, and is operates as an integrated part of the Metro. In 1726, Encrucijada station opened inside the City Rail Tunnel, creating a new city centre hub for the AEX.
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Cércanias
Cércanias Cárdenas is the main commuter service for Cárdenas, operated by FDTA Cércanias division. It has a total of four lines, over more than 300 km of track.
Cárdenas-Conzalito-Moradon Line
The CCM is a regional commuter line, connecting Cárdenas with its west and north conglomeration and beyond to the city of Moradon. It runs west from Grande Unión Station, through the University of Cardenas, and then north past Albaño, towards Conzalito, and finally ending in Moradon. It uses the Keltian Bulk Line for most of its track, with track separation at stations not visited by intercity trains. It is a popular line with commuters from the west suburbs and the city of Moradon, while also connecting to four metro Lines: B, D, F and H, and the Conzalito Tram-Train. The Line was opened as the regional commuter service for the west part of the FCD in 1705 AN, when the High Speed Line between Cárdenas and Parap came online.
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Cárdenas-Jedillo Line
The CJ Line is a commuter line that serves the south and east conglomeration of the FCD, running beyond to the nearby city of Jedillo, through Izaran and Jinozonte. It uses the Santander Bulk Line for this, with separated tracks for dedicated stations not serviced by intercity trains. It is popular with commuters, as well as the city of Jedillo, and connects to three lines: twice to the Line D, as well as Line B and Line G. The Line opened as a regional service on the SBL for the south and east part of the FCD in 1703.
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Cardenas-Pregál Line
The CP Line is a commuter line that runs south of the FCD, towards the city of Pregál, passing through Choba. It uses the KBL for this, with dedicated tracks for stations not served by intercity trains. It is used mostly by commuters to the rest of Santander and Valencia, especially from Pregál. It connects to Line B and E. The Line was opened in 1710 to support the connection between Cárdenas and Pregál, after the High Speed Line to Santiago opened.
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Cardenas-Pirogan Line
The CPi Line is a commuter line that runs south and east of the FCD, towards the city of Pirogan, passing through Laguzalito. It uses the Santander Bulk Line, sharing it with the CJ Line, with separated tracks for dedicated stations not serviced by intercity trains. It connects the eastern suburbs of Cardenas, as well as connecting to Lines A, D, E, and F. The Line was opened in 1726 to improve connection for East Cárdenas, Laguzalito, and the growing communities around Pigoran; on entirely new tracks.
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Enlareo
Enlareo (a portmanteau for 'Enlace Aéreo', AirLink) is a people mover service at the Cárdenas International Airport. It uses a looped underground monorail track for this, and is exclusive for airport passengers. It is the only free service on the network, and travels along Line G for much of its track. It connects to other locations within the airport as well, including parking spaces. It opened in 1719 to support connection in the Airport, along with the new Airport Museum.
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Future expansions
The Metro system is currently expanding:
- An extension of Line A from Gustierrez southward, towards Jinozonte Cartamería, a track of 2.4 km (1.5 mi) with 2 stations, is planned.
- The southward extension of Line A will be shared with new track for Line F.
- An extension of Line H north-westward is planned; a track of 2.4 km (1.5 mi) connecting to Choba Centrale, and a new station.
New Lines
There is one proposed new line. It is not yet approved for construction, nor is a timeline known. Line J would be a short line linking Archivos Nacionales with Niños Pequeños, through Estadio Real, crossing Lines A, B, E, F, G, and H in the process. This is informally known as the 'Central Drain', because it would act as a relief line for Lines A and C, bypassing Grande Unión Station. Major problems are the existing network, which would require new bored tunnels, and tunelling under Queral River; as well as studies showing ridership of the line would be relatively low.
Line | Terminals | Length | Stations | |
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Line J | Archivos Nacionales | Niños Pequeños | 18.4 km (11.5 mi) | 12 |
Safety and Security
Signaling
Most routes use block signalling, but several routes have been retrofitted with communication-based train control, which would allow trains to run without conductor input.
Wayside block signaling
Much of the system currently uses automatic block signaling with fixed wayside signals and automatic train stops to provide safe train operation across the whole system. These signals work by preventing trains from entering a "block" occupied by another train. Typically, the blocks are 300 m (1,000 ft) long. Red and green lights show whether a block is occupied or vacant. The train's maximum speed will depend on how many blocks are open in front of it. The signals do not register a train's speed, nor where in the block the train is located.
Subway trains are stopped mechanically at all signals showing "stop". To make train stops safe and effective, wayside trippers must not be moved to trip ("stop") position until the train has fully passed.
Communications-based train control
SInce the last years, the FDTA began automating the subway by installing CBTC, which supplements rather than replaces the fixed-block signal system; it allows trains to operate more closely together with lower headways. Due to the success of the system, additional cars were ordered to service the system. Lines A and B were the first to be outfitted with this. Lines G, H, and I were built with CBTC in mind. The FDTA has operated it in conjunction with OPTO since 1706 AN. It has done all this in combination with the system known as the Automatic Metro Supervision (AMS). AMS allows dispatchers in the Operations Control Center (OCC) to see where trains are in real time, and whether each individual train is running early or late. Dispatchers can hold trains for connections, re-route trains, or short-turn trains to provide better service when a disruption causes delays.
Disused stations
There are a few stations that never opened on the network, either due to low demand or for financial reasons.
Station | Line | Built | Notes |
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Estacionamiento Universitario | Line A | 1686 AN | Was built west of the location of the current University train station, but was never opened to public use. In 1695 AN, it became the central depot of the network. |
Nincaral Este | Line B | 1686 AN | Built between Nincaral and Niquile stations, but never opened. Niquile station sat only 320 m from it. Remnants, such as the platforms, are still visible. |
Olos Oeste | Line A | 1691 AN | Was built west of Olos station, but never opened to public us. Casino Real, only 220 m away, replaced it in 1698 AN. The station is still visible by carriage, but not lit or accesible. |
Códrid | Line A/D | 1694 AN | Was built east of Grande Unión station (about 300 m away), but never opened to the public, as a transfer station for Lines A and D. Was closed in 1696 AN. Still visible from carriage, but not lit or accesible. |