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Brazil - Second Rio de Janeiro Mass Transit Project (Inglês)

The objectives of the Second Rio de Janeiro Mass Transit Project for Brazil is to: a) improve the level-of-service provided to the suburban rail transport users in Rio de Janeiro Metropolitan Region (RJMR) in a safe and cost-efficient manner; and b) to improve the transport management and policy framework in the RJMR. There are two components to the project, the first component being infrastructure and equipment. Acquisition of at least thirty trains Electric Multiple Unit (EMU) of four cars each and accessories for a total of at least 120 cars to be operated, on the lines of state agency in charge of the suburban railway system (CENTRAL), by the concessionaire under the terms of the concessionaire contract. This component represents about 97 percent of the total project cost. Finally, the second component is the institutional and policy development. Provision of technical assistance to Rio de Janeiro State Secretariat for Transport (SETRANS) for the carrying out of studies on policy development, including: (i) consolidating the Metropolitan Urban Transport Authority of Rio de Janeiro (AMTU-RJ) for the RJMR; (ii) updating the current integrated transport policy, land use and air quality management master plan (PDTU) for the RJMR to meet both transport and air quality targets and to introduce sound cost-recovery, tariff, regulatory, and subsidy policies; and (iii) supporting the adoption of integrated modal tariffs. Provision of technical assistance to CENTRAL for the management and supervision of the project, will include the acquisition and reception of the trains (EMU). This component represents about three percent of the total project cost.

Detalhes

  • Data do documento

    2009/06/02

  • TIpo de documento

    Documento de avaliação do projeto:

  • No. do relatório

    46755

  • Nº do volume

    1

  • Total Volume(s)

    1

  • País

    Brasil,

  • Região

    América Latina e Caribe,

  • Data de divulgação

    2009/07/09

  • Disclosure Status

    Disclosed

  • Nome do documento

    Brazil - Second Rio de Janeiro Mass Transit Project

  • Palavras-chave

    economic and financial analysis;regional transport coordination commission;Transport and Air Quality;transportation and climate change;transport and climate change;accessible urban transport services;Air Quality Management;passengers per day;public transport trip;trips per day;carbon dioxide reduction;urban transport sector;suburban rail system;operations and maintenance;suburban rail transport;integrated transport policy;air quality strategy;urban transport system;rolling stock;bus network;exchange rate;general transportation sector;private sector concessionaire;greenhouse gas emission;public transport network;public transport operator;public opinion survey;adverse social impact;efficient resource allocation;metropolitan transport strategy;readiness for implementation;Exchange Rates;travel time saving;average travel time;long term planning;environmental management system;climate change mitigation;multimodal transport system;federal tax structure;public transport service;financial management reporting;suburban rail service;carbon dioxide emission;public transportation system;bus rapid transit;central state;suburban railway;fiscal impact;waiting time;financing mechanism;land use;low-income population;positive impact;subsidy policy;tariff integration;safeguard policy;fiscal restriction;bus system;intermediate outcome;working ratio;investment cost;Safeguard Policies;bus service;education facility;leisure facilities;long-term strategy;bus operation;motorized trips;project costing;retroactive financing;employment centers;results framework;modal integration;bus company;transport management;procurement arrangement;brazilian real;rail lines;government investment;bus route;organizational structure;budget restriction;trunk line;pedestrian facilities;pedestrian facility;bus operator;external borrowing;accounting department;procurement action;integrated system;adequate incentives;budget priority;transport mode;railway gauge;private concessionaire;financial mechanism;rehabilitation costs;railway station;working cost;road congestion;financial sustainability;negative externality;road safety;signaling equipment;mass transport;passenger rail;urban service;tariff level;government budget;competitive basis;decentralization process;technological advancement;tariff policy;long trip;average age;single ticket;passenger train;public transportation mode;single tariff;fiscal crisis;long-term sustainability;metropolitan region;private management;fare evasion;rail network;single currency;investment program;operational management;vehicular accidents;civil works;shareholder interest;congestion level;principal repayment;Macroeconomic Stability;demand model;government subsidy;carbon monoxide;total fleet;rapid motorization;private transport;excessive levels;school bus;daily trip;Transport Systems;metro network;base case;ground-level ozone;bus lane;passengers daily;urban development;subway system;trunk corridor;longer trip;bus line;train maintenance;Contractual obligations;involuntary resettlement;environmental problem;ridership growth;Road Accidents;electricity mix;environmental practice;transport cost;safe transport;transfer terminal;poverty alleviation;user surveys;financial viability;financial projection;support system;state debt;debt renegotiation;institutional activity;energy system;potential demand;fiscal space;project risk;legislative approval;project delays;mitigation measure;intermediate indicator;pilot program;regular staff;improved service;social aspect;road space;Municipalities;

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