PRE - FEASIBILITY STUDY MODAL INTEGRATION, RESTRUCTURING AND SUSTAINABLE URBAN DEVELOPMENT IN THE CENTRAL STATION REGION OF BRAZIL R I O D E J A N E I R O 0 1 RIO DE JANEIRO CENTRAL DO BRASIL ANÁLISE DOS FLUXOS 1 CENTRAL DO BRASIL 2 Coordination of cooperation by the Secretary of State for Transport-SETRANS Sergio Marcolini RIO DE JANEIRO 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.