PRE - FEASIBILITY STUDY MODAL INTEGRATION, RESTRUCTURING AND SUSTAINABLE URBAN DEVELOPMENT IN THE CENTRAL STATION REGION OF R I O D E J A N E I R O

0 1

RIO DE JANEIRO

ANÁLISE DOS FLUXOS

1 CENTRAL DO BRASIL 2

Coordination of cooperation by the Secretary of State for Transport-SETRANS Sergio Marcolini Coordination of cooperationCENTRAL by the Metropolitan DO BRASILChamber of Governmental Integration RJ Gerard Fischgold

Cooperation supportANÁLISEworking group DOS FLUXOS Izabel Souza (SETRANS) Marcio Muniz (SETRANS) Christiane Ammon (Câmara Metropolitana de Integração Governamental RJ) Márcia da C.Ribeiro Campos (Câmara Metropolitana de Integração Governamental RJ) Daniela Engel A.Javoski (PCRJ/CIM/SMU) Sydnei Menezes (PCRJ/CIM/SMU) Carolina Machado (PCRJ/CIM/SMU) André Moura (CDURP)

Coordination by AFD Guillermo Madrid

Coordination by CODATU Etienne Lhomet Bruno Almeida Maximino

Egis-Arep Consortium Alexandre Rodrigues Seixas (Egis) Laura M Fortes (Egis) Maria Beatriz Castro (Arep) Rio de Janeiro, 2019

2 3 INTRODUCTION

RIO DE JANEIRO CENTRAL DO BRASIL

ANÁLISE DOS FLUXOS

3 CENTRAL DO BRASIL 4

Central do Brasil is a multimodal station located in the center of Rio de Janeiro that receives about 630,000 passengers daily. In total, 5 suburban train lines, 2 subway lines, 1 metropolitan bus terminal, 1 municipal bus terminal, 1 tram line - 1 under construction - and 1 cable car line, although disabled - form a dense multimodal hub in the city center.

In this study, it was possible to observe the segregation, at all levels, that takes place at the Central, and it was understood as fundamental that the agents involved with the area start to operate in an aligned manner, in favor of strategies of common interests. The spatialization of this guideline takes place at the Esplanada da Central, which supports and qualifies intermodal integration.

The valorization and requalification of the Central do Brasil building is a key point for the organization of the surroundings, due to its visibility and historical importance that affirms its vocation as a collective transport hub.

The organization of the pedestrian flow is fundamental for the transformation of the space, therefore, in this study, a proposal was elaborated to reorganize it, in order to meet the demand that today goes through disorderly and saturated paths.

The content presented here is a summary of the Pre-feasibility Study. For further details, consult other reports developed.

4 5 PRINCIPLES OF GOVERNANCE

State of Rio de Janeiro City Hall RJ Central SuperVia Train

SMIH Metropolitan Chamber SETRANS Rio Trilhos Metrô Rio

SMTR Subway SMU Strategy Committee AMTU CODERTE Rio Terminais

Metropolitan Interest CENTRAL DO BRASIL DO CENTRAL Integrated Actions Rio Trilhos Bus DETRO Fetranspor Responsible for the Metro CDURP Executive Group of DETRO Metropolitan Management Bus Concession and Inspection CET-Rio SMTR Rio Ônibus Public divisions Central Responsible for Trains Related public companies Bus CODERTE Bus Terminals Related public companies Rio Ônibus CDURP VLT Carioca

Transport Union VLT Fetranspor Federation of Transport CDURP Companies VLT Carioca Cable car Related Concessions SuperVia SMU

Metrô Rio Pedestrian CDURP

Rio Terminais CET-Rio Related Concessions Car

5 CENTRAL DO BRASIL 6

PROPERTY OPERATOR

State Public city ​​hall responsibility city ​​hall city ​​hall responsibility Concession responsibility federal government Unions private Bus companies company Private company

Rio Terminais

CODERTE CDURP VLT Carioca city ​​hall responsibility Super Via Super Via Central / Super Via GERJ SESEG Metrô Rio

CBTU Federal government Metrô Rio Guard city ​​hall of city hall responsibility Rio Ônibus Metrô Rio

1 The streets and sidewalks of the figure also belong to the municipality 2 During the Workshop, it was commented that the area between the concession of Rio terminals and the VLT Carioca, is also concessioned to Rio Terminais. 6 7 DIAGNOSIS AND GUIDELINES

On a metropolitan scale, Central do Brasil is the busiest hub than any other REAL ESTATE AND SOCIO - ENVIRONMENTAL multimodal hub in Rio de Janeiro, which causes an imbalance with disadvantages for VALUATION the entire RMRJ transport network. The value of the plant contributes to the value of the surroundings. What gains even The Central area is the gateway to downtown Rio de Janeiro for those who come more strength with the urban operation and ‘Porto Maravilha’ interventions. In the daily from peripheral regions. It is here that the passenger transports the transport same way, this valorization contributes to the Central to function integrated with the with metropolitan reach - Metropolitan trains and buses - to the Metro, the Municipal neighborhood. Buses and the light rail. At the neighborhood scale, as it is a region irrigated by public transport, where there Central do Brasil is a cultural and social center that welcomes diversity, but presents is already a concentration of job offers, the trend is for the region to be valued, security problems. There is a great potential for renovation in the region due to its attracting even more offices. It is recommended that there be a plan, which goes historical importance, with an important architectural heritage, attracting public hand in hand with this project and with the OUC proposal, which encourages the interest in favor of its valorization. housing use of the region, seeking the mixed use of the surroundings.

Today this region has the characteristics of a transit space. A large number of people Considering the low-income population that already lives in the neighborhood, the travel through the Central daily, with commuting behavior: going to work in the appreciation of the region may cause the process of gentrification, expelling the morning and returning in the afternoon. The station's surroundings are mainly home current residents of the place. It is advisable that the plan includes housing projects to shops, vacant properties and little housing, with the exception of Morro da of social interest. Providência - the oldest favela in Brazil.

The public space around Central do Brasil is now saturated, with an excess of buses Multimodal Pole on the streets, making it difficult for pedestrians to walk and understand the space. Pedestrian Urban Barriers There is an excess of loading and unloading trucks parked on Senador Pompeu Paths of interest

Street, as well as disorderly street commerce. Transposition

This study points to the need to rationalize buses. Two great opportunities in this regard are: the arrival of the BRT Transbrasil to Central, and the fact that the bidding for the metropolitan buses is yet to happen - they now operate on a permit basis. With that, the bus lines that arrive at the Central can be restructured to work more efficiently.

7 Diagnostic scheme of the Central do Brasil region CENTRAL DO BRASIL 8 8

busiest time in the moerning ->

Subway Train CB Municipal Buses Metropolitan Buses light rail

<- busiest time in the Afternoon

MUNICIPAL BUS LINES

Novo Rio METROPOLITAN BUS LINES Fontenelle Candelária P. H. Otte Procópio Ferreira Menezes Côrtes

Passeio

Municipal bus line light rail Intercity bus terminal Metro station Metropolitan Bus Line Cable car Metropolitan bus terminal Central BRT Transbrasil Municipal bus terminal Train8 Tracks BUS LINES AND THE BRT TRANSBRASIL 9 DIAGNOSIS AND GUIDELINES

1- Accessibility and urban insertion

Pedestre Promote the diversity of urban uses

The station: urban connection north / south

Replace the pedestrian in the heart of the city

Signaling routes

light rail 2- Public space and intermodality

Rearrange intermodality around the station

Arrival of BRT / VLT Line 3 Cable car

3- Station pole identity

Revaluation of the station building

Organize formal and informal trade Subway Bus

1- Accessibility and Train urban insertion

- Opening to the sea - North / south connection - Accessibility of the upper city

2- Public space Subway and intermodality Congested public space: strengthening the space for pedestrians

Pedestrian paths that must be reinforced

Bus 3- Station pole identity

An attractive schedule that must be organized

Landmarks of the landscape9 to be valued Car CENTRAL DO BRASIL 10

On the pedestrian scale, Av. Presidente Vargas has an Urban Barrier effect. These characteristics promote a space that is used only in certain periods of This is mainly due to its width and the number of lanes that cause the the day, and presents itself as desert in others, such as at night. On the one pedestrian to take two traffic lights to cross. Via Arterial, on the one hand, hand, the number of people passing through the Central generates great provides access to cars and buses to downtown Rio de Janeiro, on the other potential for commercial activities, on the other hand, an anonymous space, hand, it harms the pedestrian route. without pedestrians remaining.

In this sense, this study pointed out the need to carry out a detailed survey of The strategy of the guideline of this study is to serve this high number of daily the volume of traffic, to investigate the possibility of intervention at Av. passengers, offering even more commercial options, which can bring Presidente Vargas, which today is saturated by car traffic. practicality to their routine, generating accessory revenue for space maintenance. At the same time, it is important that activities with a longer stay, Pedestrians who pass through the Central, hardly have an understanding of such as offices, clinics, and educational institutions, are also incorporated. the transport hub constituted by the set of terminals and stations, which are in place. The need to reorganize the space through visual identity work was identified, which improves intermodal integration.

Aligned with the proposal to prioritize the pedestrian space, this project considers the possibility of pedestrianization of Rua Bento Ribeiro, between the Central Station of Brazil and the Duque de Caxias Palace.

Reorganization of Metropolitan buses and BRT

Pedestrian space

Cars

BRT

Municipal Bus / Procópio Ferreira

Remaining buses Américo Fontenelle

Light Rail

10 11 PROJECT PROPOSALS

Throughout the study, a conceptual architectural project was developed, in order to spatialize the established guidelines. The project, which was being redefined in this process, with contributions from the Working Group to support cooperation, took various forms until reaching a final proposal, which considered the various debates organized in workshops and the existing projects informed to the consultants.

11 CENTRAL DO BRASIL 12 12

For the development of the study, representatives from SETRANS, CMIG, SMU, and CDURP made a great effort to align to contribute to the studies and proposals. The lack of integration between all agents involved in the Central do Brasil area is one of the weaknesses of the hub.

The final proposal of the Architectural Project served as a basis for the analysis of economic and financial viability, with estimates of investment and the potential non-accessory revenue. As it is a very extensive proposal, the project was divided into intervention arrangements with different structuring complexities.

12 13 DESCRIPTIVE MEMORIAL

The project prepared by the group of consultants from Egis and Arep was divided into three missions and three presentation workshops:

Mission 1: Diagnosis and analysis of needs.

Mission 2: Programming and comparison of scenarios.

Mission 3: Action Plan.

• The third mission, the final step, aimed to detail the scenario with the integration of the observations and choices of the participants for the elaboration of an Action Plan.

• Through the Participatory Workshop, the scenario to be developed in Mission 3 was chosen, as follows:

• Shopping Center integration above the railways;

• Integration of the basement 1 to the ground level of the station through a central void in the main hall;

• Increase in housing density through a study of heritage acupuncture, a methodology for adapting and renewing the existing heritage to encourage diversity in use and housing occupation.

Other observations of the participants were divided into the following themes:

THE USES :

CBTU / RFFSA building: integrate businesses on the ground level and tertiary use on the upper levels;

• Centro de Comercio Popular Leonel Brizola: new uses and connection with Parque da Pedreira;

• Torre do Central do Brasil: consider mixed use (trade and tertiary);

• Do not install underground parking.

13 CENTRAL DO BRASIL 14

THE URBAN SPACE :

Propose the sharing of the João Ricardo tunnel between BRT, cyclists and pedestrians;

• Strengthen the cycle network;

• Propose new uses for COMLURB underutilized land;

• Propose improvements to the walkability and ambience of pedestrian spaces, between the north pavilion of Central do Brasil and the existing BRT station;

• Consider Praça Cristiano Otoni, between the Central do Brasil building and the Duque de Caxias Palace, preferred for non-motorized transport, with only service routes;

• Consider the block between Coronel Audomaro Costa and Macedo Junior streets, north of the Américo Fontenelle Terminal, as inappropriate and belonging to the area where the multimodal hub is located.

THE GUIDELINES FOR THE MULTIMODAL POLO :

Preserve the existing alignment of Avenida Presidente Vargas;

• Expand and improve the ambience of the existing underground subway crossing;

• Segregate the flow of BRT passengers and traditional buses at the Américo Fontenelle Terminal by the upper level or by the underground level (options with central distribution platform for smaller diagonal platforms, the so-called “comb solutions”, were not considered adequate for the technical objectives service).

14 15 PROJECT

Existing

Central do Brasil" Station

Structuring elements

Campo de Santana

Cable car

Light Rail

Project

Central hub

Cultural Park

Landscape link

Attractive programming 15 Mesh allowing connection to the North CENTRAL DO BRASIL 16 16

16 17 PROJECT

17 CENTRAL DO BRASIL 18

REMOVE PARKING

SUBTITLE

Pedestrian space

Transport pole

Trades reset at the station

Pedestrian paths

Intermodal nodes

Opening of shops towards the public space

REMOVE PARKING

18 19 P R O J E T O

19 CENTRAL DO BRASIL 20 20

SUBWAY AMERICO FONTENELLE BUS TERMINAL

SUBTITLE Existing

Trade

Box office

A’ - Public agency

Public service

Multipurpose AMERICO SUBWAY FONTENELLE

BUS TERMINAL C o r t e A Tertiary

Project

B’

- C o r t e B Existing Project 20 21 ACTION PLAN - ARRANGEMENTS AND PHASE

Based on the architectural design elaborated throughout the study, an estimate of CAPEX and the potential non-accessory revenue of the proposal was made. Other legal implications for the preparation of the table on the side were preliminarily evaluated.

Because it is a project with several actors involved, its viability becomes a complex process. Therefore, the proposal was divided into intervention scopes, which must comprise different stages of implementation and which have different levels of complexity. 6 Scopes that presented financial sustainability through non-accessory revenue were considered as more viable. It is important to remember that here we are dealing with the space landed at Central do Brasil, and that the ancillary revenues collected by each mode of transport are not considered for the economic-financial balance, since these belong to the transport system. 6

The public sector is responsible for providing the service to the population, however, it can seek the support of private companies in carrying out various stages, to take advantage of aspects such as technical knowledge, practical 1 experience and administrative flexibility in the private sector. 3 These partnerships, which can be structured as concessions, should result in quality and savings in the provision of the service to the public sector, so that the service provided and the strategies adopted are aligned with the public manager. 5 Likewise, they must present a sustainable economic balance so that the private 4 2 company can continue operating.

The concessionaire company is responsible for providing the service in compliance with established goals. It is up to the public authorities to inspect and develop a strategic plan. This study proposes that a Master Plan for the Central do Brasil region, serves as a basis for the policies to be adopted, in order to align the agents involved and guarantee common interests.

21 CENTRAL DO BRASIL 22

Preliminary Preliminary Effort Complexity Beneficiaries Model CAPEX EBITDA NPV Financial in Phase thousand Contractual R $ MM R $ MM Audience ¹ Structuring

Central Gare do Brasil Visual communication Underground Train-Metro Connection Moderada Concessão 1 Central Esplanade 300 87,34 90,90 - Arcades and north square - Light Rail Great pedestrian crossing

Av. Pres. Vargas/Campo de Santana 80 5,40 7,28 - Moderada - 2

Central Tower of Brazil - 81,50 - Moderado Moderado Obra Pública² 3

Procopio Ferreira Square 100 12,03 - Moderado Moderado Obra Pública² 4 Terminal Procópio Ferreira

RFFSA building 60 59,38 19,68 Alto Alto - 5

Leonel Brizola and Quarry Park 15 50,29 - Alto Alto Obra Pública 6 Concessão Cable car reactivation 10 - - Alto Moderado - 3 Adm Train – BRT connection 80 29,53 - Alto Moderado Obra Pública - 4 João Ricardo Tunnel (BRT)

Terminal Américo Fontenelle – BRT 80 19,34 23,81 - Concessão - - 4

Subway / underground crossing 160 38,24 5,93 - Concessão - - 4

Supervia Shopping 300 320,00 - - Concessão - - 4

¹ Value without considering maintenance (OPEX) ² Possibility of Concession in case of availability of area for commercial use: Commercial Rooms, Shops, Clinics, Faculty. 3 Cableway data was not available for this study. 22 4 Area already under concession - phasing depends on the concessionaire. 23 N E X T S T E P S

23 CENTRAL DO BRASIL 24

Public bidding Mobilization Governance and Study of Study of Execution of concession or Financing and project Licensing management pre-feasibility viability constructions public work executive Project

The current phase of the project is the pre-feasibility study. A diagnosis and guidelines were In the case of public works, the bidding process must have a Basic Project. If the option is a elaborated that should support strategies for all other phases of the project, based on concession, the Basic Project can be prepared after the bidding process. existing data provided by the participants. The next step, the feasibility study, should include The elaboration of the architectural project must contain the following design steps: more specific surveys and studies to elaborate more in-depth guidelines.

For the Feasibility phase, it is recommended that at least the following studies be carried out in-depth: Study 1 Preliminary Draft Thorough study of operating costs and a scope / responsibility matrix between the actors 2 Draft involved; 3 approval Executive 4 Market research, development of studies on the commercial potential and the target project Assistance to the population of the project area; 5 execution of the work

Impact studies, development of studies on the medium and long-term impacts of profound changes for the project area and for the metropolitan region; The phases of the project's execution should be elaborated considering measures to avoid

Previous alignment with historical heritage bodies and implementation licenses; greater inconvenience to the users of the station and to guarantee the safety of the passengers. It is recommended that the intervention space be delimited, isolated and Establish balanced legal / contractual modeling between Public-Private; available for circulation when it is completely ready. The details of these phases can only be elaborated with an executive project. Pre-frame projects in loans from banks and national and international development and

development agencies. Less heavy interventions, such as the signage and visual communication project, for example, can be implemented in a single step, without the need to depend on other Some suggested tools for the next steps: activities of the work itself. The proposed infrastructure implementation plan should be more The mechanisms necessary to ensure community participation during all stages of the detailed in the next stages of the project, based on the Master Plan to be proposed for the project; area.

The consolidation of a program that ensures the technical efficiency of the transport hub and 24 generates revenue;

The development of an agreement so that the interests of the interlocutors are considered in 25 N E X T S T E P S

SOURCES OF RESOURCES GOOD HABITS

First pillar - the social: In the case of Central Station projects in Brazil, the source of funds can be public or private, depending on the phase. Initially, the interventions, which already have defined Involvement of the population - participatory projects

concessions and are self-sufficient, can use sources of private funds, such as the • Ensuring co-production - the participation of the civilian population is essential in the SuperVia shopping mall and the Américo Fontenelle terminal. Likewise, interventions that choices and development of the project. present preliminary self-sufficiency of revenues in relation to CAPEX, can also be • Second pillar - the economic: developed entirely by private capital. • Financial sustainability - use of existing resources in a sustainable manner (reduction of In the case of other interventions that do not have revenues, or revenues are not financial and environmental costs). significant in relation to CAPEX, contracting through public bidding is indicated. After the • Ensure the relevance of the proposals to the context (market research and impact infrastructures are in place, the operations of these areas can be carried out by the Public studies); Power or by Administrative Concessions, requiring public resources to make interventions • Alignment of the agents involved - Ensure clear governance and arbitration mechanisms; feasible. • Third pillar - the space: WAYS OF FINANCING • Establish and validate the Master Plan;

The studied intervention is directly linked to Urban Mobility and Requalification, therefore, • Integrate modes of transport through the public space, the terrace; it is possible to evaluate its classification in specific financing lines, which have better • Homogenization of identity and visual communication - Create a strong identity and interest rates and lower funding costs. communication. In the case of private interventions, in addition to loans from commercial banks and encouraged infrastructure debentures, there is the possibility of support from the Granting • ! ATTENTION POINTS Authority to make loans from public banks such as BNDES and CEF feasible, in addition • Need for a high degree of strategic alignment of the entities involved; to banks / international development and development agencies. • Importance of alignment between concessionaires' projects and the risk of discontinuity In the case of the implementation of infrastructure with public resources, it is also possible of a specific project; to obtain loans from public banks and / or from banks / international development and • Need for continuity of investment policy independent of government change; development agencies. Another source of funds is via transfers from Federal Government programs. • Availability and use of the RFFSA building; • Need for expropriation;

• Environmental approval and heritage preservation bodies;

• Long-term strategic vision, despite the economic crisis and public security issues;

25 CENTRAL DO BRASIL 26

26 Technical team: Ana Martha Lins; Eurides Pereira; Gonzalo Tavares; Mustapha Lhatoute; Roberto Longman; Rodrigo Ajauskas CENTRAL DO BRASIL

AFD - STATE TECHNICAL COOPERATION IN RIO DE JANEIRO

As a result of the loan agreement between the State of Rio de Janeiro and the French Development Agency - AFD, in 2012, a first Technical Cooperation was established between the State and the Agency, which constituted the elaboration of a diagnosis of the Mobility system of Metropolitan Region of Rio de Janeiro.

In view of the success of this Cooperation, both the State and AFD decided to extend Technical Cooperation, which is why the Technical Cooperation Term was signed in 2015, with a view to the execution of joint projects in the areas of Mobility and Urban Development.

With regard to mobility, in March 2017, a partnership was signed with CODATU for the elaboration of a work to restructure the modal interconnection area of ​​Central do Brasil, which promoted the holding of workshops in Rio de Janeiro and technical visits to France allowing the exchange of similar experiences between Brazilians and French.

For the development of the pre-feasibility study, consultants from Egis and Arep worked together and the study was divided into three missions. Each mission was presented in person at workshops held in Rio de Janeiro with the participation of the agents involved, both by the government and those involved in the various concessions present at the Central.

The development of the work had the cooperative participation of representatives from SETRANS (State Secretariat of Transport), the Metropolitan Chamber of Governmental Integration, SMU (Municipal Secretariat of Urbanism), and CDURP - (Urban Development Company of the Region of Port of Rio de Janeiro).

27