member’s suggestion TdF Victor Liporage
edition Felipe van Deursen
It depends on the city, of course, but it also depends on when the lines were created. In São Paulo, for example, the numbering system emerged in the 1970s. Over time, the city grew and the criteria changed without following any logic. Therefore, the number of a line does not say much about the path, origin and end point.
SPTrans, the body responsible for bus transport in the city, says that a new numbering system is being created, with no implementation forecast. But this is not a São Paulo issue. Elsewhere, things aren’t too easy either.
sign soup
Numbers mean something, but sometimes they just confuse the user
RIO DE JANEIRO
The capital of Rio de Janeiro is an example of a city with a clearer logic in its numbering
São Paulo
There are ten numbered areas. It made sense before, but not today. Example: line 8600 connects the center to Pirituba (north zone), 8605 goes from the center to Campo Limpo (south zone) and 6451-10 also connects the center to the south zone
route categories
– Radial Connects a specific region to the center (Ex.: Pça. Ramos-Terminal Campo Limpo)
– Diametric Connects very distant points of different regions (Ex.: Penha-Metrô Santana)
– Interregional Connects regions without going through the center (Ex.: Parque Edu Chaves-Metrô Vila Madalena)
– Regional Circulates within a region (Ex.: Jardim São Francisco-Metrô Itaquera)
savior
According to the Mobility Department of the capital of Bahia, the code for each line “is created automatically” by a planning system. But to know the itinerary, you need an app! It confuses more than it helps
washington
The United States does not escape either. Before the capital had a transport agency, companies numbered the lines as they wanted. Today, there are lines numbered according to the tram network, which no longer exists. a zone
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SOURCES SPTrans, Municipal Secretariat of Transport of Rio de Janeiro, Secretariat of Mobility of Salvador