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Brazilian freight and passenger railway company. From Wikipedia, the free encyclopedia
Ferrovia Paulista S/A (FEPASA) was a São Paulo state-owned freight and passenger railway company, created by merging Paulista Railroads Company (CPEF), Mogiana Railroads Company (CMEF), Sorocabana Railroad (EFS), Araraquara Railroad (EFA), and São Paulo-Minas Railroad (EFSPM).[1] It remained in activity from October 1971 until May 1998, when it was extinguished and incorporated into the Federal Railway Network S/A (RFFSA).
| FEPASA | |
| |
.jpg) Map of FEPASA's network, 1989 | |
| Overview | |
|---|---|
| Main region(s) | São Paulo Minas Gerais |
| Fleet size |
|
| Dates of operation | 28 October 1971–29 May 1998 |
| Predecessors |
|
| Successors |
|
| Technical | |
| Previous gauge | |
| Electrification | 3 kV DC catenary |
| Length | 5,163 km (3,208 mi) |
| Operating speed | 40 km/h (25 mph) |
Despite the great contribution of the São Paulo railroads to the development of the state of São Paulo until the middle of the last century, after 1945 they entered a process of stagnation and obsolescence due to lack of technical, operational, and physical adaptation. As a way to reverse this situation, Governor Carvalho Pinto opted for the creation of a single company, an idea which began to take shape in 1961 when the São Paulo Engineering Institute, on its initiative, suggested the formation of the Paulista Railway Network (RFP),[2] being presented in 1962 with a message sent to the Legislative Assembly[3] proposing the unification of São Paulo's railroads as an economic measure, since there were five different state-owned railroads in the state. There was a rejection of this proposal, being forwarded again in 1966 and again rejected by the Legislative Assembly.[4][5]
On May 29, 1967, with Decrees Nos. 48,028 and 48,029, Governor Abreu Sodré took the first step by transferring the administration of the EFA to the CPEF, and the administration of the EFSPM to the CMEF. Then, following the example of what was already occurring with CPEF and CMEF, the governor, through the Decree-Law of September 18, 1969 transformed the other railroads owned by him into joint-stock companies.[6]
The consolidation of the railroads' unification occurred during Laudo Natel's government, when he sanctioned the creation of the new company through Decree No. 10,410 of October 28, 1971,[1] making FEPASA official. Instead of a merger among all the companies, as the letter of the act stated, it was decided in an Extraordinary General Meeting called for November 10, 1971, to previously change the corporate name of "Paulista Railroads Company" to "FEPASA - Ferrovia Paulista S/A", followed by the incorporation of the total assets of CMEF, the EFA, the EFS and the EFSPM to FEPASA. Soon afterwards the four companies were declared extinct.[7]
The unification was intended to make possible the centralization of investment program studies and coordination of railroad services, the centralization of imports, accounting and budgeting; uniformity of service and material, as well as the redeployment of existing material and better utilization of personnel.[2]
| Railway Companies in 1971[8] | Foundation | Extension (km) | Passengers Long Distance (x 1,000) | Passengers Suburbs (x 1,000) | Loads (x 1,000 of TKU) | Locomotives (of all types) | Freight wagons | Cars (including EMU's and railcars) |
|---|---|---|---|---|---|---|---|---|
| CPEF | 1868 | 1,270 | 8,038 | - | 656,7 | 169 | 4,956 | 328 |
| CMEF | 1872 | 1,445 | 1,477 | - | 579,6 | 92 | 5 350* | 255 |
| EFS | 1875 | 2,017 | 5,466 | 27,822 | 1,914,2 | 233 | 8,590 | 639 |
| EFA | 1895 | 439,6 | 1,447 | - | 87,7 | 20 | 614 | 107 |
| EFSPM | 1890 | 134 | 101 | - | 30 | 18 | 189 | 29 |
| Total | - | 5,305,6 | 16,529 | 27,822 | 3,273,6 | 532 | 19,699 | 1,358 |
In 1970, the number of employees on the forming railroads was as follows: EFS (17,622), CPEF (11,185), CMEF (5,935), EFA (3,179) and EFSPM (603), totaling 38,524 employees.[6] By 1971, the company's railroad workforce was down to 36,665 people,[9] and by 1972 it was drastically reduced to 29,347 people with the transfer of employees to various sectors of the state government.[13]
This policy of reducing the operational staff was constant until the early 1980s, so that in 1982 the number of employees was 19,874,[14] almost half compared to 1970. From then on, the staff was kept stable until, aiming to meet the National Privatization Plan, a process of reduction began in 1994, decreasing the number of employees from 17,029 to 13,432 in 1995, 8,971 in 1996, 8,453 in 1997 and, finally 6,448 in 1998.[4]
FEPASA had eight regional units (UR), which were as follows:[15]
.jpg)
The 1970s and 1980s were periods of major investments in the railroad, when, with the support of entities such as the World Bank, the National Bank for Economic and Social Development (BNDES), export promotion entities, and international credit banks, programs were developed to improve and expand the network.
In order to keep up with the development of the state, FEPASA adopted the route-based operational planning methodology, which was more adequate to the demands of the railroad. This allowed for the improvement of rolling stock management and the signing of risk contracts with large customers, involving cargo guarantees by the customers and transportation volume and terms by the railroad. Consequently, many stations and stops were closed, while others considered high production received investments.[2]
The main FEPASA project was the Araguari-Santos Export Corridor, which included the rectification of the route in the old Mogiana Mainline (giving access to the Paulínia Refinery terminal); in addition to the rectification of the route and addition of the dual gauge in the old Sorocabana line, which goes from Campinas to Santos, crossing the Serra do Mar and giving access to the left bank of the Port of Santos. Another important project was the retaking of the Variante Itirapina-Santa Gertrudes, in the early 1970s, which shortened by almost 5 km the distance between these cities, and modernized part of the route of the old Paulista Mainline. This new branch line was completed in 1976. Other projects of the company sewere the Juquiá-Cajati Extension, as an extension of the Santos-Juquiá Line in 1981 and a new connection with the South Mainline of the RFFSA network, through the construction of the Ramal Apiaí in 1973 and the Ramal Pinhalzinho in 1976.[4]
As for the rolling stock, 148 new locomotives and hundreds of new wagons were purchased to replace the obsolete ones. The investments resulted in a significant growth in rail transportation, which grew from 8 million tons/year in 1976 to 22 million tons/year in 1986, a record in the company's history.[19]
FEPASA took over the metre-gauge lines of Sorocabana (2,016 km), Mogiana (1,744 km) and São Paulo-Minas (133 km), and the broad-gauge lines of Paulista (1,225 km) and Araraquara (431 km), totaling 5,549 km of railway lines in 1970.[6] It also rectified several sections of the busiest lines, including electrification and implementation of dual gauge, in addition to building other branch lines (ramais and variantes). After the reforms and constructions in its network it now had 5,163 km of railroad lines, of which 3,337 km were mainlines and 1,826 km secondary lines or branch lines;[15] not counting the 1,260 km of detours owned by the railroad and 292 km of private detours, totaling 6,715 km.[2]
Of the approximately 323 stations on the entire grid (1974), only 32 stood out as the main composers of the rail system:[29]
When it was established in 1971, FEPASA had 519 locomotives, 1,191 long-distance passenger cars, 102 electric trains for urban passenger transport and 17,200 freight wagons of various types, received from Sorocabana,[30] Paulista,[31] Mogiana,[32] Araraquara[33] and São Paulo-Minas. Later FEPASA[34] acquired new and used locomotives, EMU and mainly freight wagons.
Initially, FEPASA had the following traction park:[6]
In total FEPASA received 519 locomotives (354 diesel and 165 electric) from its trainers.[23] But as part of the railroad's modernization process, 164 of these locomotives were written off between 1971 and 1991, while 136 GE U20C diesel locomotives of both gauges were acquired in the period 1974–1979,[22] this being the largest acquisition in Fepasa's history.[35]
FEPASA also bought from RFFSA 10 used GE 2-C+C-2 electric locomotives in 1981, 8 of which were completely rebuilt and 2 used only for parts removal. Also part of the railroad's modernization process was the electrification of the entire Araguari-Santos Export Corridor, for which 80 Alstom EC-362 electric locomotives of both gauges were to be acquired. Thus only 2 locomotives came from France in October 1987 and put into operation in the year 1988.[36] Of the other 78 that were to be assembled in Brazil, only part of the equipment arrived and they were never assembled.[2]
In March 1992 FEPASA had a total of 503 locomotives (357 diesel and 146 electric).[37] In addition to them, that same year 7 GE C30-7A diesel locomotives from the Cutrale Quintela company were integrated into FEPASA's rolling stock.[35]
In the 1992-1998 period, besides no more locomotives being purchased, others were scrapped and, in 1997, 11 diesel locomotives were transferred to CPTM. When it was extinguished and privatized, FEPASA had only 408 locomotives (291 diesel and 117 electric). Of this total, 286 were transferred to Ferrovia Bandeirantes S/A (FERROBAN, 172 diesel and 114 electric), 91 to Ferrovia Centro-Atlântica S/A (FCA, all diesel), and 31 to Ferrovia Sul-Atlântico S/A (FSA, 28 diesel and 3 electric).
Today many of these locomotives (and only diesel) are still running on Brazilian railroads, mainly by Rumo Logística and VLI Multimodal S/A. All of the electric locomotives have been scrapped and are abandoned in railroad yards, mainly at the Paulista Triage Yard,[38] CPEF Museum, Sorocaba Yard, and Mairinque Yard. The scrapped diesel locomotives are in various locations, such as Lapa Station,[39] Pátio de Araraquara Station, Paulista Classification Yard, and Calsete Station (MG).[40]
| Model | Manufacturer | Traction | Origin | FEPASA series | FEPASA number | Gauge | Wheeling | Year of Manufacture | Fleet | Destination | Image |
|---|---|---|---|---|---|---|---|---|---|---|---|
| GE 1-C+C-1
Loba |
GE Transportation | Electric | EFS | 2000 | 2001-2025 | Narrow | 1-C+C-1 | 1943 and 1948 | 25 | 3 written off in
1995 21 transferred to FERROBAN and 1 to FSA |
_2013_ALL.jpg) |
| Westinghouse 1-C+C-1
Loba |
Westinghouse Electric Corporation | Electric | EFS | 2050 | 2051-2071 | Narrow | 1-C+C-1 | 1943 and 1948 | 21 | 3 written off in 1995
17 transferred to FERROBAN and 1 to FSA |
|
| GE B-B
Mini-Saia |
GE Transportation | Electric | EFS | 2100 | 2101-2130 | Narrow | B+B | 1968 and 1969 | 30 | 29 transferred to FERROBAN and 1 to FSA | .jpg) |
| Alstom EC-362
Francesa |
Alstom | Electric | FEPASA | 2200 | 2201-2202 | Narrow | B+B | 1984 | 2 | Transferred to FERROBAN |  |
| GE 47T | GE Transportation-Caterpillar Inc. | Diesel–electric powertrain | EFS | 3000 | 3001-3010 | Narrow | B+B | 1947 | 10 | Written off between 1974 and 1980[41] | |
| GE U6C | GE Transportation | Diesel–electric powertrain | EFS e CMEF | 3100 | 3101-3145 | Narrow | C+C | 1947 and 1952 | 45 | 37 written off between 1971 and 1991[41]
6 transferred to FERROBAN, 1 to FCA and 1 to FSA[42] |
 |
| GE U12B | GE Transportation | Diesel–electric powertrain | EFS | 3200 | 3201-3222 | Narrow | B+B | 1957 and 1958 | 22 | 7 written off between 1985 and 1995
8 transferred to FERROBAN and 7 to FCA |
|
| GE U18C | GE Transportation | Diesel–electric powertrain | EFS | 3250 | 3251-3255 | Narrow | C+C | 1957 | 5 | Written off between 1974 and 1977[41] | |
| Whitcomb 94T | Baldwin Locomotive Works | Diesel–electric powertrain | EFS | 3300 | 3301-3315 | Narrow | A1A+A1A | 1948 | 15 | Written off in 1974 | |
| Baldwin AS-616E | Baldwin Locomotive Works | Diesel–electric powertrain | EFS | 3400 | 3401-3415 | Narrow | C+C | 1953 and 1954 | 15 | Written off between 1974 and 1977[41] | |
| ALCO RSD-8 | American Locomotive Company | Diesel–electric powertrain | CMEF | 3500 | 3501-3510 | Narrow | C+C | 1958 | 10 | 1 written off in 1978
4 transferred to CPTM and 5 to FERROBAN |
 |
| EMD GL8 | Electro-Motive Diesel | Diesel–electric powertrain | EFS e CMEF | 3600 | 3601-3638 | Narrow | B+B | 1960 and 1961 | 38 | 11 written off between 1978 and 1995
10 transferred to FERROBAN, 11 to FCA and 6 to FSA[42] |
 |
| EMD G12 | Electro-Motive Diesel | Diesel–electric powertrain | CMEF | 3650 | 3651-3680 | Narrow | B+B | 1957 | 30 | 7 written off between 1988 and 1995
11 transferred to FERROBAN, 9 to FCA and 3 to FSA[42] |
 |
| LEW DE II S | LEW Hennigsdorf | Diesel–electric powertrain | EFS | 3700 | 3701-3730 | Narrow | B+B | 1967 | 30 | 11 written off between 1974 and 1995
4 transferred to CPTM, 9 to FERROBAN, 3 to FCA and 3 to FSA[42] |
 |
| LEW DE III M | LEW Hennigsdorf | Diesel–electric powertrain | CMEF | 3750 | 3751-3767 | Narrow | B+B | 1968 | 17 | 8 written off between 1974 and 1995
7 transferred to FERROBAN, 1 to FCA and 1 to FSA[42] |
 |
| Krupp DH440 | Krupp | Diesel–electric powertrain | EFS | 3800
(antiga) |
3801-3820 | Narrow | B+B | 1953 | 20 | Written off between 1971 and 1973 | |
| GE U20C | GE Transportation | Diesel–electric powertrain | FEPASA | 3800
(nova) |
3801-3910 | Narrow | C+C | 1974, 1975, 1977 and 1979 | 110 | 4 written off between 1991 and 1993
35 transferred to FERROBAN, 57 to FCA and 14 to FSA[42] |
 |
| GE 2-C+C-2
Escandalosa |
GE Transportation | Electric | RFFSA | 6100 | 6101-6105 | Broad | 2-C+C-2 | 1947 | 5 | Transferred to FERROBAN | |
| Westinghouse 2-C+C-2
Escandalosa |
Westinghouse Electric Corporation | Electric | RFFSA | 6150 | 6151-6155 | Broad | 2-C+C-2 | 1947 | 5 | 2 written off in 1987
3 transferred to FERROBAN |
|
| GE 2-B+B-2
Box |
GE Transportation | Electric | CPEF | 6300 | 6301-6304 | Broad | 2-B+B-2 | 1921 | 4 | Written off in 1974 and 1976[43] |  |
| Baldwin-Westinghouse 1-B+B-1
Box |
Baldwin Locomotive Works-Westinghouse Electric Corporation | Electric | CPEF | 6310 | 6311-6313 | Broad | 1-B+B-1 | 1921 and 1925 | 3 | Written off in 1974[43] |  |
| MK 1-C+C-1
Box |
Metropolitan-Vickers | Electric | CPEF | 6330 | 6331 | Broad | 1-C+C-1 | 1926 | 1 | Written off in 1976 |  |
| GE C-C
Vanderléia |
GE Transportation | Electric | CPEF | 6350 | 6351-6360 | Broad | C+C | 1967 | 10 | Transferred to FERROBAN | |
| GE 2-C+C-2
V8 |
GE Transportation | Electric | CPEF | 6370 | 6371-6392 | Broad | 2-C+C-2 | 1939, 1946 and 1947 | 22 | Transferred to FERROBAN | .jpg) |
| GE B+B
Quadradinha |
GE Transportation | Electric | CPEF | 6400 | 6401-6408 | Broad | B+B | 1921 | 8 | Written off in 1974 and 1978[43] |  |
| Baldwin-Westinghouse C+C
Box |
Baldwin Locomotive Works-Westinghouse Electric Corporation | Electric | CPEF | 6410
(antiga 6320) |
6411-6418
(antiga 6321–6330) |
Broad | C+C | 1921, 1927 and 1928 | 10 | Written off in 1976 and 1995 |  |
| GE 1-C+C-1
Box |
GE Transportation | Electric | CPEF | 6420 | 6421-6429 | Broad | 1-C+C-1 | 1928 and 1930 | 9 | Written off between 1974 and 1983[43] | _(14574203460).jpg){kind=small} |
| GE 2-D+D-2Russa | GE Transportation | Electric | CPEF | 6450 | 6451-6455 | Broad | 2-D+D-2 | 1948 | 5 | Transferred to FERROBAN |  |
| GE B-B
Baratinha |
GE Transportation | Elétrica | CPEF | 6500 | 6501-6509 | Broad | B+B | 1924 and 1926 | 9 | Written off between 1991 and 1995 | _CP_502.jpg) |
| GE B-B
Baratona |
GE Transportation | Elétrica | CPEF | 6510 | 6511-6518 | Broad | B+B | 1947 | 8 | Written off between 1987 and 1995 | .jpg) |
| EMD GP9 | Electro-Motive Diesel | Diesel–electric powertrain | EFA | 7000 | 7001-7005 | Broad | B+B | 1957 | 5 | Transferred to FERROBAN |  |
| EMD GP18 | Electro-Motive Diesel | Diesel–electric powertrain | EFA | 7000 | 7006-7017 | Broad | B+B | 1960 | 12 | Transferred to FERROBAN |  |
| EMD G12 | Electro-Motive Diesel | Diesel–electric powertrain | CPEF | 7050 | 7051-7068 | Broad | B+B | 1958 | 18 | 16 transferred to FERROBAN and 2 to FCA |  |
| GE C30-7A | GE Transportation | Diesel–electric powertrain | FEPASA | 7200 | 7201-7207 | Broad | C+C | 1990 | 7 | Belong to Cutrale Quintela | .jpg) |
| ALCO PA-2 | American Locomotive Company-GE Transportation | Diesel–electric powertrain | CPEF | 7600 | 7601-7603 | Broad | A1A+A1A | 1953 | 3 | Written off between 1976 and 1978 |  |
| ALCO RSC-3 | American Locomotive Company-GE Transportation | Diesel–electric powertrain | CPEF | 7650 | 7651-7662 | Broad | A1A+A1A | 1951 | 12 | 11 written off between 1977 and 1982
1 sold to Holcim in 1981 |
 |
| GE U9B | GE Transportation | Diesel–electric powertrain | CPEF | 7740 | 7741-7750 | Broad | B+B | 1959 | 10 | Written off between 1977 and 1980 |  |
| LEW DE I PA | LEW Hennigsdorf | Diesel–electric powertrain | CPEF | 7760 | 7761-7796 | Broad | B+B | 1967 | 36 | 11 written off between 1992 and 1995
3 transferred to CPTM and 22 to FERROBAN |
 |
| GE U20C | GE Transportation | Diesel–electric powertrain | Fepasa | 7800 | 7801-7826 | Broad | C+C | 1975, 1976 and 1977 | 26 | Transferred to FERROBAN |  |
Soon after their formation, the locomotives acquired by FEPASA received the company's first logo, but kept for a while the original painting of the forming railroad, in a period known as the transition phase,[44] until FEPASA had its own locomotive painting scheme, the first of which was based on Paulista's colors.
| # | Period | Paint scheme | Observation | Image |
|---|---|---|---|---|
| 1º | 1971-1976 | Blue with white stripes, uses the first FEPASA logo | Based on the colors of the CPEF, only a part of the locomotives received this painting | |
| 2º | 1976-1995 | Red with white stripes, uses the second FEPASA logo | The most widely used painting by FEPASA, and therefore the best known | |
| 3º | 1995-1998 | Gray with black and red stripes, it uses the third FEPASA logo[45] | Few locomotives received the last FEPASA painting | |
The locomotives that received the last FEPASA painting were:[35]
Fepasa owned 1,191 passenger cars that were received from Sorocabana (492), Paulista (322), Mogiana (243), Araraquara (107) and São Paulo-Minas (27):[6]
| Model | Manufacturers | Traction | Origin | FEPASA series | FEPASA number | Gauge | Wheeling | Year of Manufacture | Fleet | Destination | Image |
|---|---|---|---|---|---|---|---|---|---|---|---|
| GE-Pullman[6] | GE TransportationPullman Company | Electric(592 hp per EMU) | USA | ? | ? | Metre | R+M+R | 1944 | 4 trains
12 cars |
Written off in the 1970s | .jpg) |
| Toshiba[6] | Kawasaki Heavy IndustriesToshibaKinki SharyoNippon Sharyo | Electric(860 hp per EMU) | Japan | ? | ? | Metre | R+M+R | 1957/1958 | 30 cars
90 cars |
Written off in 1985
Renovated as Series 4800/5900 |
 |
| 4800 Series | FEPASA workshops Rio Claro | Electric(860 hp per EMU) | Brazil | UC 4800 (West/South Line) | 4801-4809 | Metre | R+M+R | 1985-1987 | 9 trains
27 cars |
Written off in 2010 by CPTM
Operated in Salvador Suburbs |
.jpg) |
| 5900 Series | FEPASA workshops Rio Claro | Electric(860 hp per EMU) | Brazil | UC 5900(TIM) | 59XX-5960 | Metre | R+M+R | 1987-1989 | 6 trains
18 cars |
Written off in 1999 by CPTM |  |
| 9000/5000 Series | FrancorailMTE
Traction Cem Oerlikon Jeumont Schneider COBRASMA |
Electric(1437 hp per EMU) | France/Brazil | UI9000
(pre SIGO) UI5000 (SIGO) |
5001-5100 | Broad | M+R1+R2 | 1978/1980 | 100 trains
300 cars |
Written off in 2012 by CPTM
Renovated and still operated by CPTM as 5400 Series |
.jpg) |
| 9500/5500 Series | MafersaVillares
ACEC |
Electric(1651 hp per EMU) | Brazil
Portugal |
UI9500
(pre SIGO) UI5500 (SIGO) |
UI 5501- UI 5550 | Broad | M+R1+R2 | 1978/1980 | 50 trains
150 cars |
Written off 2012 by CPTM
Some renovated by CPTM as 5550 Series and written off in 2014 |
_-_Cat%C3%A1logo_Mafersa.jpg) |
| 5700 Series[51] | La Brugeoise et NivellesCOBRASMA | Electric(536 hp per EMU) | Brazil
Belgium |
UC 5700 (SIGO) | UC 5701-UC 5706 | Broad | M1+M2 | 1978/1980
1990 |
3 trains
6 cars |
Used on Campinas' LRT and
Written off in 1995 by FEPASA |
_vlt_campinas.jpg) |
In 1971, FEPASA had about 17,200 wagons[23] that were received from Sorocabana (9,176), Paulista (4,490), Mogiana (2,803), Araraquara (625) and São Paulo-Minas (182),[6] of which about 60% were deficient. Due to this situation, FEPASA began to order new wagons from domestic factories, such as COBRASMA, in order to meet the needs of the railroad and prepare it to meet the growing demand for export cargoes. Companies were also hired to recover and better use a good part of the deficient wagons.[52]
But many were already unserviceable and became scrap, and therefore the quantity was reduced over time, so much so that in 1977 there were 16,329 wagons[53] and in 1983 the number was 14,430 wagons.[54]
In the 1990s, there was a reversal in the railroad's freight transport, with priority given to soybeans and liquids, characterized by the expansion of the hopper and tank car fleet. FEPASA entered into a partnership with the Cutrale-Quintela (CQ) holding company in 1991, worth US$30 million to transport soybeans and oranges (citrus meal). CQ acquired 7 Dash-7/C30-7 locomotives (out of 40 promised) while FEPASA would supply 800 wagons. The bankruptcy of BANESPA, the change of management from Quércia to Fleury, and problems with FEPASA caused the partnership to be altered until it was extinguished in 1996. Sometime later, CQ went bankrupt.[55][56]
Types of freight cars used by FEPASA:[58]
| Number of passengers - long haul (in millions) |
 |
| Sources: FEPASA |
.jpg)
When FEPASA was formed, services were maintained according to the pattern established by the now-defunct CPEF, with 60 trains a day in both directions and throughout the broad-gauge network. However, the degradation of the service and the age of the material used were already showing signs that passenger transport would enter an ultimate phase, as a survey carried out between 1970 and 1974 pointed out a decrease in passenger movement, comparing it with transport by road bus, where the train carried 10.6% of the total that buses had carried in 1970, and shows that already in 1974 it carried only 4.2% of the bus.[74]
In this period few measures were taken, where traffic in the busiest areas was maintained, but with the suppression of service in the extensions and in some lines of the trunk line as well, such as the one from Barretos to Colombia.
So new train formats were applied, such as the regular PM, PS, and PP trains (Passenger Mogiana, Passenger Sorocabana, and Passenger Paulista). Among the stations that were in operation, only the busiest ones remained open. Services like the Pullman class cars were extinct, wooden cars were switched to "unpaid" service, and a first reform of the fleet was carried out. In 1983 the second painting pattern used by FEPASA on passenger cars appeared (blue with two white stripes),[74] a little different from the first painting that was entirely blue as in the CPEF.[75]
It was only during the Quércia administration, in 1988, that a new reformulation of the trains began, with the creation of the "Trem Diferenciado" (Differentiated Train). It was the way found to renew the image of passenger service, proposing improvements in the operation and rolling stock with moderate investment. At this time, the third painting pattern for the carbon steel cars (gray with three stripes: red, white, and black) was created. The project was inaugurated in September 1988 with 12 reformed carbon steel cars, where each composition was formed by six cars, one which ran the São Paulo-Barretos line and another which ran the São Paulo-Marília line. This train was considered "parador" (stopper) as it served all the stations open on the lines, with just over 30 on each line.[74]
Also in September 1988 the "Trem Expresso" (Express Train) was introduced, which served the São Paulo-Araraquara section, and for this another 12 cars were selected and reformed, this time using only stainless steel cars, receiving also the new external paint pattern of the carbon steel cars and each composition was formed by six cars, the same way as the "Trem Diferenciado".[74]
These services lasted until the mid-1990s but with several changes, such as the implantation of new cars to the compositions, schedule changes, and even the mixture between stainless and carbon steel cars with different types of painting, breaking the standardization of the compositions.
In 1995, during the Covas government, the new administration set some investment goals, which also included the reform and modernization of passenger trains. The proposal was based on the increase in revenue with a reduction in costs and the renovation of all the equipment and stations, with two fronts to be attacked: the traveler and the tourist - for the latter, TremTur was created, a division of FEPASA in partnership with EMBRATUR, which was given the mission of fomenting railway tourism in the state of São Paulo.
To offer these new services, FEPASA refurbished the stainless steel cars and also some carbon steel cars. At this time, the latest standard of painting for passenger cars appears (three thin continuous stripes - red, white and black - on the skirt of the car, and on the pediment over the windows carried, next to the new FEPASA logo, the name of the company in full, and to identify which train they belonged to, each of the compositions carried its name on a plate or sticker on the side of the car).[76]
The new passenger trains were as follows:
| Train | Line | Observations |
|---|---|---|
| Turistico | Campinas ↔ Peruíbe | |
| Bandeirante Presidente Prudente | São Paulo (Barra Funda) ↔ Presidente Prudente | suppressed November 1998 |
| Bandeirante | Presidente Prudente ↔ Presidente Epitácio | suppressed in January 1999 |
| Bandeirante | São Paulo (Barra Funda) ↔ Panorama | suppressed in March 2001 |
| Bandeirante | Itirapina ↔ São José do Rio Preto | suppressed in March 2001 |
| Bandeirante | Araraquara ↔ Barretos | suppressed in January 1999 |
| Bandeirante Apiaí | Sorocaba ↔ Apiaí | suppressed in March 2001 |
| Bandeirante | Santos ↔ Embu-Guaçu | suppressed in November 1997 |
| Bandeirante Litorâneo | Santos ↔ Juquiá | suppressed in November 1997 |
| Expresso Azul | São Paulo (Barra Funda) ↔ São José do Rio Preto | suppressed in January 1999 |
| Expresso Ouro Verde | São Paulo (Barra Funda) ↔ Presidente Prudente | suppressed in November 1998 |
| Expresso Estrela d'Oeste | São Paulo (Barra Funda) ↔ Panorama | suppressed in January 1999 |
| Expresso Ouro Branco | Campinas ↔ Araguari | suppressed in September 1997 |
All passenger trains still in operation were "suspended" by the new FERROBAN concessionaire on January 18, 1999, under the allegation that the service was precarious and offered risk to users. But as the concession notice for the São Paulo network required the maintenance of passenger services for another year, some lines were resumed on August 1, 1999, and the last trains had their operation stopped on March 15, 2001, when, 130 years after the first passenger train in the state of São Paulo circulated, its last attempts to continue were eradicated.[76]
| Year | Passagengers (in millions)[77][78][79][80][81][82][83][84] |
|---|---|
| 1971 | 16,693 |
| 1972 | 15,226 |
| 1973 | 13,770 |
| 1974 | 12,913 |
| 1975 | 13,683 |
| 1976 | 12,540 |
| 1977 | 9,217 |
| 1978 | 8,215 |
| 1979 | 5,602 |
| 1980 | 5,159 |
| 1981 | 5,883 |
| 1982 | 5,240 |
| 1983 | 4,617 |
| 1984 | 4,936 |
| 1985 | 5,910 |
| 1986 | 6,860 |
| 1987 | 6,470 |
| 1988 | 7,500 |
| 1989 | 7,700 |
| 1990 | 8,300 |
| 1992 | 5,800 |
| 1996 | 1,112 |
| 1997 | 673 |
| 1998 | 666 |
| General cargo in millions TKU |
 |
| Sources: FEPASA[85][86][87][88][89] |
EPASA was inserted in the Brazilian railway network as an important agent for the flow of production from the new agricultural frontiers of the Central-West to the highly industrialized region around São Paulo. It was also connected to the north–south rail link in Brazil, essential for the circulation and distribution of goods nationwide. In addition, its access to the country's most important port made it possible for Brazilian products with high added value to be present in the international market.[2]
Freight transportation was FEPASA's most important traffic and source of revenue. The main products transported were cement, cement clinker, iron, steel, fertilizers, paper, cellulose, bauxite, sulfur, ammonium, dolomite, limestone, hydrated lime, phosphates, fuels (alcohol and petroleum derivatives), coffee, sugar, cotton, meat, beans, rice, corn, wheat, soybeans, peanuts, wheat flour, bran in general, vegetable oils, oranges (citrus juices and pellets) and cattle[90] The amount transported of each of these products has varied greatly over the years.
The company's cargo operation extended to the São Paulo coast, down the mountain range to Santos, then heading to Cajati, and on the other side to the extremes of the state of São Paulo, on the borders with Mato Grosso do Sul and Paraná, penetrating Minas Gerais and converging at various points with river navigation and RFFSA.
On the border with Mato Grosso do Sul, along the Paraná River, the rails reached as far as Santa Fé do Sul, Panorama and Presidente Epitácio, with direct loading and unloading operations at the local port.[91]
The railroad's points of contact with the RFFSA, on the border with Paraná, were through the lines in Itararé and Ourinhos, as well as Pinhalzinho on the branch line built by FEPASA to serve the Southern Mainline. From Apiaí, passing through the regions of Itapeva and Sorocaba there was the transportation of industrial limestone and dolomite to the COSIPA facilities.[21] Cement clinker transportation also followed a single flow from Sorocaba to São Paulo, serving the Votorantim Industries.[24]
Minas Gerais was the state with which the São Paulo railroad network was most integrated. From Poços de Caldas, shipments of bauxite went directly to the CBA plant in the Sorocaba region.
The Ribeirão Preto-Araguari stretch, where FEPASA's penetration into Minas Gerais was most accentuated, was part of the railroad connection between the south of the country and the Federal District. For this reason, its entire route was remodeled and the Araguari-Santos Export Corridor, responsible for 60% of all cargo transported by the railroad, drained the crops of the Triângulo Mineiro and Goiás to the Port of Santos. This line, after the rectifications,[25] started to have characteristics that made it possible to better serve a rich agricultural region, one of the largest sugar, alcohol and grain producing centers, absorbing almost all the phosphate rock production of the installed complexes. The stretch is also an indispensable element for the outflow of the most diverse products, both to the Triângulo Mineiro and Goiás, as well as to the Port of Santos and the Port of Paranaguá, axes of intense traffic of railway compositions that transport fertilizers, wheat, cement (in bags and in bulk), limestone for farming, hydrated lime, bran, sulfur and ammonia.[2]
In addition to these connections, FEPASA relied on RFFSA in Jundiaí, which allowed trains traveling on its broad-gauge system access to São Paulo, Rio de Janeiro, the Port of Santos, and Bauru,[92] where direct metric gauge traffic was made possible to Santa Cruz de la Sierra on the Bolivian corridor.[23]
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On March 29, 1996, the CPTM absorbed the FEPASA DRM train systems, and started to effectively operate the current Line 8-Diamante and Line 9-Esmeralda,[93] which were part of the railway network used for suburban transport in the western and southern regions of Greater São Paulo, and also the Intra Metropolitan Train (TIM) which served Baixada Santista.[94] This split occurred so that the privatization of the FEPASA network could begin and the metropolitan passenger transport services would remain under state control.
On December 23, 1997, FEPASA was transferred to the Union as payment for debts of the São Paulo government and BANESPA by the then governor Mário Covas. On February 18, 1998, by Decree No. 2,502 of the Presidency of the Republic, FEPASA was authorized to be incorporated to RFFSA. The transfer was approved after the authorization given by the Extraordinary General Assembly on May 29, 1998. With this, the line corresponding to the railway network of the former FEPASA was then called Paulista Network of RFFSA.[95]
In the auction for the concession of the Paulista Network by RFFSA, held on November 10, 1998, on B3 Stock Exchange, the winner was the consortium Ferroban for a period of 30 years, renewable for the same period beginning on January 1, 1999, when it took control of the São Paulo line.[96]
In the concession process, FEPASA's original metre-gauge network suffered two splits: the section from Campinas to Uberlândia (MG), originating from CMEF, became under the control of FCA, and the lines from Iperó to Apiaí and from Rubião Junior to Presidente Epitácio, originating from EFS, became under the control of FSA.
In 2002, FERROBAN's control was taken over by the holding company Brasil Ferrovias (BF), which in 2004 transferred the metre-gauge line between Mairinque and Bauru to Ferrovia Novoeste. In 2006, BF was absorbed by América Latina Logística (ALL), in view of the share merger operation.
Since April 2015, the Paulista Network has been managed by Rumo Logística, which merged with ALL. In November 2015, Rumo filed a formal request with the National Land Transport Agency (ANTT) for the early renewal of the Paulista Network concession for another 30 years.[97] The renewal contract was signed on May 27, 2020, extending the concession term until 2058.[98]
In the concession renewal process, the line from Santos to Cajati, with 232 km in metre-gauge, and the Piracicaba Branch Line, with 42 kilometers in broad-gauge, were returned inoperative to the Federal Government.[99]
Throughout its history FEPASA had three logos. The first was provisional, with the name FEPASA written in italics and in lower-case letters, and lasted from November 1971 to December 1976. The second was chosen after a contest:
| Position | Office | Responsible |
|---|---|---|
| 1º | Programação Visual e Desenho Industrial Ltda. | Joaquim de Salles Redig de Campos |
| 2º | Douglas Piccolo Arquitetura e Planejamento Visual Ltda.[100] | Carlos Ferro, Douglas Piccolo, Roberto Rondino e Sylvio Ulhoa Cintra |
The chosen logo was elaborated by PUC-Rio Arts & Design Department professor Joaquim de Salles Redig de Campos. This logo, composed of straight lines crossed at an angle, was officially used until May 1995.[101][102][103]
The third logo was developed by architect and designer João Carlos Mosterio Carvalho and adopted between May 1995 and the company's extinction in 1998.[104]
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