Infrastructure
La infraestructura del Sistema Integrado de Transporte del Valle de Aburrá está compuesta por un conjunto de elementos físicos y materiales que soportan la operación del sistema. Esta infraestructura incluye estaciones, paraderos, vías férreas, líneas de teleférico, terminales de transporte, patios, talleres, centros de control, cicloparqueaderos y redes de circulación peatonal asociadas.[64][65] Todos estos componentes se distribuyen en los diez municipios del valle de Aburrá y forman parte de una estructura técnica integrada, administrada y operada por distintas entidades bajo la coordinación general del Área Metropolitana del Valle de Aburrá como autoridad regional de transporte.[66] Esta sección describe las características físicas y la distribución territorial de dicha infraestructura.
Active and under construction lines
Below are the lines that currently make up the SITVA network, as well as those that are in the construction phase. The list groups all modes (metro, cable cars, tram, buses and feeders) in a unified manner according to their operational status:
For more technical details of each line, see the section corresponding to each mode of transport later in this article..
railway system
The SITVA railway system is made up of lines A "Line A (Medellín Metro)") and B "Line B (Medellín Metro)") of the Medellín Metro, which operate on a specialized technical infrastructure that includes railway tracks, elevated and level stations, switching yards, maintenance workshops, electrical substations, signaling networks, support structures and auxiliary systems.[69][70] This network constitutes the structuring axis of the integrated transportation system of the Aburrá Valley and was the first to come into operation.[69].
The railway lines are supported on a double track with a standard gauge of 1,435 mm (4' 8") (international gauge), built on ballast and concrete sleepers in most of the route, although in some sectors the track support is carried out on concrete slabs. avenues or dense urban areas. There are no underground sections in the system.[72] The curves, slopes and turning radii have been designed in accordance with metropolitan railway standards and adapted to the topographic conditions of the Aburrá Valley.[73].
The system's electrical supply is provided by rigid catenary "Catenary (railway)") suspended over the tracks. This infrastructure is made up of poles, metal arms, insulators, tension cables, rectification substations, medium voltage distribution networks and grounding systems. The electrical substations are located at strategic points along the route and supply sections defined by automatic sectioning. The operating voltage is adjusted to the specifications of the rolling stock and is monitored in real time from the control center.[74][75].
The metro stations are distributed along both lines and are classified into level stations and elevated stations, depending on the configuration of the terrain. All have covered platforms, controlled access, uniform institutional signage, turnstiles, lockers, surveillance cameras and technical lighting systems. Some stations, such as San Antonio "Estación San Antonio (SITVA)"), San Javier "Estación San Javier (SITVA)") and Industriales "Estación Industriales (Medellín Metro)"), among others, allow physical connection with other SITVA modes through gateways "Pasarela (bridge)"), stairs or shared integration modules. Several of them also have cycle parking, street furniture and pedestrian access suitable for people with reduced mobility.[76][77][78][74].
The system has independent switching yards and maintenance workshops for each line. The main yard of the system is located in the municipality of Bello "Bello (Antioquia)"), next to the Niquía station "Estación Niquía (Metro de Medellín)"). This space houses the operations center for the rolling stock of Line A and has parking areas, auxiliary roads, track change devices, administrative buildings, warehouses and logistics areas. On line B, the yard is located to the west of the San Javier station and performs readiness and operational reserve functions.[79][80].
The metro workshops are equipped with inspection pits, overhead cranes, lifting platforms, washing stations, technical dispensers, hydraulic and electrical networks, parts warehouses, compressed air systems, technical control laboratories and specialized offices. The infrastructure of these spaces responds to regulatory requirements for urban railway systems and is constantly being adapted and expanded in accordance with the growth of the fleet and major maintenance needs.[81][79].
The entirety of this infrastructure is articulated through a railway signaling and centralized traffic control system, with electronic interlocks, beacons, railway traffic lights, detection devices, on-board telecommunications and fiber optic communication networks. These physical systems allow the safe, synchronized and continuous operation of trains on both lines, under the supervision of the Comprehensive Control Center of the Medellín Metro.[82][83][84][81].
tram system
The SITVA tram system is made up of line T "Line T (Medellín Tram)") of the Ayacucho tram, a medium-capacity railway corridor built for the operation of low-floor trams in urban environments with high population density and inclined topography. This line functions as a transversal axis of the integrated system and connects the center of Medellín with eastern sectors of the city, combining railway infrastructure, specific stations, electrical systems, yards and dedicated workshops.[85][86][87].
Line T runs on a single track with sections of double track at crossing points and at some stations. The gauge is standard 1435 mm (4' 8") and the support structure is composed of plate-reinforced concrete slabs, on which the rails are fixed using elastic fastening systems. Embedded technical channels have been arranged along the route to house electrical ducts, communications networks and surface drainage systems. The route includes steep slopes and reduced turning radii, designed especially for tram technology. adopted.[88][89][90].
The electrical supply is provided by a rigid catenary suspended over the central axis of the track, composed of aluminum profiles with copper conductors and fixed suspension systems. This infrastructure is powered from dedicated electrical substations, with converters, transformers, high capacity switches, protection systems and medium voltage distribution networks. The operating voltage is calibrated for low-floor rolling stock and is monitored from the system control center.[91][92].
The stations of the tram system are level platforms, with access structures designed to guarantee step-free boarding, approach ramps and tactile signage. Each station has light roofing, institutional signage, street furniture, technical lighting systems, fare validators and user information devices. Most stations are located on the central axis of the road and are delimited by fixed dividers, with protected or controlled pedestrian access. Some stations, such as San Antonio and Miraflores, are physically integrated with other SITVA modes.[93][86].
The system has its own workshop and patio, located in the Miraflores sector, next to the homonymous station. This technical complex houses the maintenance and operational management facilities of the tram system. The workshop has inspection pits, overhead cranes, mobile platforms, washing areas, technical dispensers, component warehouses, hydraulic and electrical systems, diagnostic laboratories and technical offices. The adjacent patio includes preparation routes, parking areas, perimeter fencing, surveillance systems and maneuvering platforms for overnight parking of the units.
The operation of the tram system is coordinated from the Comprehensive Control Center, through a dedicated signaling and traffic control system, which includes railway traffic lights, proximity sensors, electronic interlocks, traffic light priority systems at intersections, on-board telecommunications and fiber optic communication networks. This infrastructure allows the safe, continuous and synchronized operation of trams in complex urban conditions, with permanent supervision and the capacity to respond to technical eventualities or road contingencies.[94][93].
cable car system
The SITVA cable car system is made up of lines H "Line H (Metrocable of Medellín)"), J "Line J (Metrocable of Medellín)"), K "Line K (Metrocable of Medellín)"), L "Line L (Metrocable of Medellín)"), M "Line M (Metrocable of Medellín)") and P "Line P (Metrocable) of Medellín)") of the Medellín Metrocable, a cable transportation network designed to connect hillside areas with the rest of the system. Each line operates independently and is made up of stations, towers (commonly called "pylons"), carrier-tractor cables, cabins, transfer terminals, electromechanical subsystems, control centers, and auxiliary components.[4][95].
The system lines are made up of sections of aerial cable supported by high-rise metal towers, founded on concrete bases anchored in steep terrain. These towers, distributed along the route, allow the tension, alignment and separation of the cables to be maintained depending on the topography and the desired path. The structure also includes compensation stations and intermediate deceleration towers. The carrier-tractor cables are made of galvanized steel, with coatings and automatic guidance systems that guarantee operational stability and safety in the movement of the cabins.[96][97].
Each line has a departure station, one or more intermediate stations and a terminal station. Unlike tourist systems, the intermediate stations in the Metrocable not only serve for deceleration or assisted evacuation, but also actively function as passenger boarding and disembarkation points. The infrastructure of these stations varies depending on their location, but generally includes level or elevated platforms, controlled access areas, pedestrian walkways, approach ramps, lightweight roofs, institutional signage, and covered waiting areas. Some stations have additional elements such as elevators, natural ventilation systems, cycle parking or physical integration with other SITVA lines.[98][99][100].
The electrical power system is based on traction motors located in the drive stations of each line, along with its own substations, power converters, emergency systems and internal distribution panels. The stations have automatic coupling and uncoupling mechanisms for cabins, electromagnetic brakes, evacuation devices, technical cabins and redundant power systems. The voltage and traction capacity are calibrated according to the number of cabins and the slope of each line.[97][101][102].
The Metrocable workshops are located mainly in the motor terminal stations, and are designed to accommodate major maintenance tasks and comprehensive diagnosis of electromechanical components. These facilities include inspection pits, lifting equipment, engine test benches, devices for controlling friction in pulleys, spare parts warehouses and technical cabin cleaning stations. The equipment allows structural review processes of the clamping clamps, roller alignment, brake calibration, and replacement of critical components with precision tools.[103][104].
Bus rapid transit lines
SITVA has a rapid transit bus network, made up of three lines operated by the company Metroplús S. A., which integrate exclusive or preferential corridors for articulated and standard buses. In total, the system has about km of segregated infrastructure at the surface level. Lines 1 and 2 are built on trunk axes with rigid separators and central stations with platforms aligned at the boarding level, along the west of Medellín, mainly in the commune 16 Belén. Line 1 runs between the Universidad de Medellín station and the Aranjuez station, in the center-north of the city, with an approximate length of 12.5km and twenty stations. Line 2 operates in the opposite direction, over a large part of the same corridor.[106].
This system has three lines in operation that total approximately 26km of dedicated or prioritized infrastructure built at surface level. These lines are distinguished by their degree of segregation with respect to mixed traffic, the layout of boarding stations, the type of traffic light control and access systems. In all corridors, articulated and standard vehicles with low-emission engines are used, powered by clean diesel type EuroV or higher, equipped with doors at platform level and air conditioning systems.[107].
Line 1 "Line 1 (Metroplús)"), partially inaugurated in 2011 and completed in 2013,[108] its route extends from the Universidad de Medellín station "Estación Universidad de Medellín (Metroplús)"), in the commune 16 Belén "Belén (Medellín)"), to the Parque de Aranjuez station "Estación Parque de Aranjuez (Metroplús)"), with an approximate total of 12.5km and 20 stations. The corridor is located exclusively on 30A Avenue (30th Street), where it circulates in a central lane segregated with New Jersey type barriers, while mixed traffic is channeled to side lanes. Central stations are designed with bus-level platforms, turnstiles, adaptive signage, metal covers, ramps, and safe pedestrian connections via elevated bridges.[109][110].
Line 2 "Line 2 (Metroplús)") operates on a pre-trunk corridor of approximately 13.5km, whose layout largely coincides with that of line 1, but presents substantial differences in its configuration. Unlike this, it uses preferential lanes with partial traffic light priority and shared operation sectors with private vehicles. It has 15 pre-trunk type stations, built on adapted side platforms, with elevated platforms, access ramps for people with reduced mobility, modular metal covers and access signage from the pedestrian route.[107].
Line O "Line O (Metroplús)") was put into operation in 2022 and has an approximate length of 9.2km. Its infrastructure connects the La Palma station "Estación La Palma (Metrolús)"), located in commune 16 Belén of Medellín, with the Caribe interchange "Estación Caribe (Metro de Medellín)"), in commune 5 Castilla "Castilla (Medellín)"). This pre-trunk corridor uses mixed-use side roads with operational priority for the system's buses, supported by access controls, differentiated horizontal signage, demarcated lanes and eco-station-type stations with elevated platforms, lightweight covers, LED-type lighting and digital information panels.[107][111].
Cycle parks
The SITVA has a network of cycle parks distributed in various stations of the metro, tram and bus rapid transit system. These infrastructures allow users to combine the use of bicycles with mass public transport, which favors active mobility and intermodality in the Aburrá Valley.[112].
The cycle parks are designed to house private bicycles, and are clearly differentiated from the stations of the EnCicla system, which are intended for the public loan of bicycles.[113].
According to the Medellín Metro, the bicycle parking infrastructure includes metal modules covered with inverted U-type supports, lighting points and surveillance cameras, as well as accesses with security personnel or electronic control mechanisms, depending on the location.[114] In some cases, the modules are located in internal areas of the stations, while in others they are located in adjacent spaces, clearly marked as bicycle areas.[115].
The design of these spaces obeys safety and accessibility criteria derived from the Metropolitan Bicycle Master Plan (PMB 2030), which establishes the goal that 10% of trips in the Aburrá Valley be made by bicycle. By 2019, nearly 204 cycle parks had already been installed, with an average capacity of 10 bicycles per module distributed in the municipalities of the Aburrá Valley.[116].