RIO DE JANEIRO - collaboration.worldbank.org · Rio de Janeiro, Brazil QUESTIONS: 1. How much funding can be mobilized from TOD projects to fund the upgrading of transit infrastructure?

RIO DE JANEIRO

ACTION PLAN:

0. Select the firm and start the implementation of the Quemados pilot project study

1. Promote discussions between the Metropollitan Chamber, the State Secretariat of Transport, real estate developers (SECOVI) and the private

operators of the metro and suburban rail systems (METRORIO and SUPERVIA) to talk about the experience in Japan, present the pilot project in

Queimados and discuss potential TOD interventions in the RJMR. The meeting should conclude with the formation of a TOD working group, which

would be in charge of advancing the TOD agenda.

Center the discussion around specific potential proiects:

-Qeimados

-Leopoldina

-Botafogo

2. Reach out to the Japanese partner in the urban rail concessionaire SUPERVIA (Mitsui) to indicate the government's interest in learning more

from Japan's experience in this area.

3. Carry out follow up applied training workshop in Rio de Janeiro to further engage with and provide training to key reprsentatives in the Working

Group. This training would be applied, in the sense that the idea is to work on the specific projects under consideration in the RJMR (Queimados

and Botafogo stations) with the assistance of World Bank specialists (TOD KSB) and representatives from other states in Brazil with experience

in TOD. We would like to know whether we could get assistance from Japan to carry out this activity. The firm undertaking the Qeimados Pilot

would participate in this training workshop and help facilitate the discussion around the Qeimados project.

Entities invited to workshop:

SETRANS

SEPLAG

Camara Metropolitana

IPUC (Parana)

Embarq

Porto Maravilha

Prefeitura de Sao Paulo (Agua Espraida)

International partners

Applied workshop: Queimados e Botafogo

4. Implement the study for the pilot project in Queimados with active involvement of the working group and conclude with the development of an

action plan for TOD in the Rio de Janeiro Metropolitan Region.

5. Present resulting TOD Framework (out of study supervised by working group) to stakeholders at the end of the consulting engagement

PRIORITIES FOR ENABLING A PROJECT IN QUEIMADOS:

-Conceptual framework (study under development): Create a framework for the metropolitan region (currently only exists in the Municipality of

Rio)-This framework will be at the State Level and allows for planning and financing instruments: Land readjustment

-Integrate land use and transport policy using municipal mobility plan (mobility plan for queimados under development with financing from

another World Bank loan)

-Come up with a credible project to attract interest of private sector

-Provide a public sector project anchor: Social housing, Public service center (poupa tempo), agencia bancaria.

-Involve other relevant public sector bodies (Sec. Desenvolvimento)

-mobilize existing private interest: industrial park (Asociacao do Distrito Industrial de Queimados)

-Only then, private rail company will upgrade the station

Rio de Janeiro, Brazil

QUESTIONS:

1. How much funding can be mobilized from TOD projects to fund the upgrading of transit infrastructure?

2. Can you walk us through the struture of a given project, showing the financial viability analysis, flow of funds between the different

stakeholders, contractual relationships and obligations, funding and financing of public and private civil works, enabling regulation and legislation,

etc. We feel that the examples did not provide detailed information to understand the different project structures.

3. Does Japan have any experience with a greenfield join transit / real estate project? this is a project where the developer takes the risk that the

rail line will not be completed in time or that it will carry less demand than anticipated?

4. Talk about financing of the projects: How much financing was mobilized through banks that are partially owned or related with the developer?

TOP TWO VISITS:

1. Senri New Town

2. Hankyu - Grand Front

TOP THREE PRESENTATIONS:

1. Osaka Prefecture (Senri New Town)

2. Japanese TOD Framework and Process (Kiyoshi Shimizu)

3. Osaka Pefecture (Grand Front)

4. Hankyu Corporation

Sent from my iPad

Technical Deep Dive on Transit-Oriented Development, 16-20 May 2016

Transit-oriented Development in Nanchang, China

4

Technical Deep Dive on Transit-Oriented Development –Main Takeaways and Lessons learnt

NanChang, China1. Systematic approach and participatory process for planning; high quality and high standard for construction2. A unique life style in Japanese cities to live, work and play around metro stations

3. Interagency coordination is crucial to the success of TOD

4. Carry out thorough assessment and consultation before implementation

5. Leverage experienced and professional team to participate in TOD planning, design and operation

2

4

Technical Deep Dive on Transit-Oriented Development –How Action Plan Changed Before and After

NanChang, ChinaBefore- Acquire favorable planning parameters for Qingshanlukou (FAR, mixed use, etc.) from planning and land administration agency- Incorporate these parameters into the design of underground stations- Construct the foundation of the developments during metro station construction- Continue the dialogue with NMG on issuing a local regulation which would allow URC to convert the construction land into commercial land

After All of aboveInitiate the dialogue with municipal agencies related to infrastructure projects around the station Take the passenger flow management in/out the developments into consideration during entrance design of the stations

4

Technical Deep Dive on Transit-Oriented Development –Possible Solutions and Follow-up Support

NanChang, China

1. Facilitate the dialogue between the URC and the planning bureau and land administration bureau

2. Introduce international expertise and best practice on TOD site planning and design

3. Provide a detailed TOD case study in Japan that includes detailed and each step

TOD Subtopics and Modalities of Technical Assistance

Overall Interest

Modalities for Technical Support from Japan or PeersUpstream

design F/S Implementation Support

Case Studies

Impact Evaluations

Briefing Notes Secondment Master

ClassesCITY SCALELand use Policy and Strategy M M M M M M M M MLegal and Regulatory Framework M M M M M M M M MIntegrated Land Use and Transport H H H H H M H M MModeling of TOD M H M M M H M H HLeveraging Private Sector L L L L L M L M LImproving Station Accessibility H H H H H M H M MCapacity Building M L M M M M M M MCORRIDOR SCALEUnderstanding Transformation Potential

M M M M M M H M M

Integrated urban/ transport development

H H H H H M H M M

Legal and Regulatory Framework M M M M M M H M MDesign and Planning Guidelines H M H H M M H M HOperational Guidelines H M H H H H H H HAccessibility plan and Integrated Transport

H H H H H H H H H

Financing Scheme M M M M H M H M MCitizen Engagement M M M M M M H M MCapacity Building L L M M M M H M LEvaluation M M M M M M H M MSTATIOMMN SCALEPPP Schemes M M M M L M M M H

Conceptual Design H H H H H H H H H

Level of Interest: H=High, M=Medium, L=Low

• Question from (Your City, Your Country) to (Resource Person/Organization)• If it is hard to sycronize urban development with the constrution of metro lines, how to ensure the

princples of TOD will be reflected when we build the metro system?• What metrics have been adopted to evaluate the outcome and performance of TOD projects? Any

guideline on resettlement and the size of development?• What are the triggers of Land Readjustment? Who can innitiate a LR process? Any approval

needed from the government?• For small business owners, how do they get compensated if the new commercial project will be

managed by a new operator.• How are the pre-TOD and post-TOD land/property value assessed? What are the timing points

selected for evaluation?

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Technical Deep Dive on Transit-Oriented Development –Additional Questions

NanChang, China

Thank you and welcome to Nanchang!


Bogota, Colombia

• “…We must create the passengers…”• Driven by big conglomerates; cross subsidize business units? (urban transport, housing,

retail, entertainment); this type of business incentives is key for transport and land use integration. Is this possible in other cities? Greenfield investments?

• Takes time, goes beyond period of an administration• Coordination and trust are key to guarantee certain level of policy continuity, and to get

private sector involvement. − How to create this in other LDC environment, where political change might come

with complete policy shifts? Trust is not “culturally embedded”• LR and renovation are under same institution, and used interchangeably in same

operation. • Key component of TOD is business attraction and FDI in nodes. Particular efforts from

public sector and developers to attract certain clusters. • Owners and tenants seem to have same rights.

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Bogota, Colombia

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Bogota, Colombia

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Bogota, Colombia

Estacion Central:• Planning, Urban Renovation and Transport need to

work more closely• Demand forecasts are key– design of infrastructure

and sustainability of business model. Need to reassess demand forecast in light of First Metro Line

• Station accessibility and smooth modal integration is key. Reassess accessibility and integration in light of First Metro Line.

• Core business until now was real estate; but should core business be transport? Demand flows attracted?

• Set expectations—how much LVC can be leveraged from private sector for greenfield investment of station?

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Bogota, ColombiaEstacion Central:

• Prefeasibility study, including demand forecasting

• Structuring of the technical and financial model (TIF, CEPACs, FAR, public sector participation)

• Station accessibility and modal integration• Design of a multimodal station


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and StrategyLegal and Regulatory FrameworkIntegrated Land Use and TransportModeling of TODLeveraging Private SectorImproving Station AccessibilityCapacity BuildingCORRIDOR SCALEUnderstanding Transformation PotentialIntegrated urban/ transport developmentLegal and Regulatory FrameworkDesign and Planning GuidelinesOperational GuidelinesAccessibility plan and Integrated TransportFinancing SchemeCitizen EngagementCapacity BuildingEvaluationSTATION SCALEPPP SchemesConceptual Design


• Question from (Your City, Your Country) to (Resource Person/Organization):• Would have been ideal to go through a specific LR transaction:

− All stakeholders, flow of funds (source and use of funds), Subsidies/incentives from public sector,

• Effect on public utility network, is this a constraint? Who pays for what bt public n private sector?

• Is really expropriation never used? What happens when you can’t reach consensus? There’s perception that consensus always reached.

• LR used when really fragmented ownership rights in plot (many HH)? Or was expropriation used first and then LR became more prominent as greater consolidation of owners?

• How to deal w safeguards? Street vendors.

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Your City, Your Country


DELHI, INDIA

1. Stakeholders consultations - provincial/ state governments to be made partners in the entire process.

2. Equitable distribution of benefits among stakeholders.

3. Execution of construction activities while keeping the station operational.

4. Robust infrastructure of public transport.

5. Integration of various modes of transport.

2

Technical Deep Dive on Transit-Oriented Development – Main Takeaways and Lessons learnt

DELHI, INDIA

1. Change in regulatory framework - Local governments can be made partners in redevelopment process.

2. Inputs to Rules and regulations being formulated for implementation of TOD policy in Delhi area.

3. Capacity building

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Technical Deep Dive on Transit-Oriented Development – How Action Plan Changed Before and After

DELHI, INDIA

1. Interventions in regulatory framework - to ensure inclusiveness

2. City level interventions for better public transport.

3. Infrastructure improvements for smooth and seamless pedestrian movement.

4. Integrating various modes of public transport.

5. Rehabilitation and resettlement with support of local government.

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Technical Deep Dive on Transit-Oriented Development – Possible Solutions and Follow-up Support

DELHI, INDIA


Overall Interest



Case Studies

Impact Evaluations




• Q1. In India, land is a state subject. Further, land in possession of railway can not be sold to private parties and presently only development rights for upto 45 years can be given and all constructed properties are to vest with the government after 45 years. What solutions would have been considered for similar conditions in Japan.

• 2. In Osaka, a lot of commercial space has been developed by Hankyu Corporation. In fact, there are plans to create even larger commercial space in other phases. Is any detailed study conducted for commercial viability of such large scale commercial development.

6


DELHI, INDIA


MUMBAI, INDIA

2

City Profile

Area Country Population Area(km2)

Population Density

(People/km2)

Mumbai MCGM India 12 Million 437.8 27409

Mumbai Metropolitan Transport RegionSource: Nikken Sekkei Ltd.

Source MCGM Survey, 2014

Vision for TOD : TOD is most important tool for city development

Railway development and Urban development go hand in hand

Land readjustment helps in generating land for Railway and public spaces

Make Law/Regulations for Land adjustments

Formation of Committee consists of all stake holders for negotiations and discussions

Relocation of redundant or less important activities for creating land for redevelopment

Putting more density around stations

Creating other business activities along stations to make TOD project financially viable.

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Technical Deep Dive on Transit-Oriented Development – Main Takeaways and Lessons learnt -MUMBAI INDIA

MUMBAI, INDIA

Master plan for Development with more emphasis on TOD.

Unified Mumbai Metropolitan Transport Authority (UMMTA) under MMRDA to be strengthened .

Land readjustment regulation to be framed and implemented.

Private developers to be invited to participate in TOD projects.

Creating more parking space.

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Technical Deep Dive on Transit-Oriented Development – How Action Plan Changed Before and After

MUMBAI, INDIA

Making public transport better and transit oriented

Providing pedestrian walkways for easy access to stations, Bus stations etc.

Integration of various mode of transport

Planned development around stations.

SUPPORT:

Seeing is Believing - Case studies and visit to Japan TOD sites.

More information about Land readjustment procedures .

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Technical Deep Dive on Transit-Oriented Development – Possible Solutions and Follow-up Support

MUMBAI, INDIA

• In Japan, core committee is constituted for Land readjustment . What type of issues come up related to land readjustment in Core committee and how they are resolved/ solved?

• While doing the Land readjustment , the area of any given plot may reduce. How the plot owner is compensated for reduced area.

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MUMBAI, INDIA


Mexico City, Mexico

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Mexico City, Mexico

• Japan’s well stablished TOD experience offers a different perspective for Mexico on how to see transit provision and promotion of urban (re)development:

• Offering business opportunities for private sector, while promoting sustainable urban development and quality of life for citizens;

• Participation of large economic groups or conglomerates is key to ensure vertical integration of transit + real estate and full exploitation of associated business opportunities

4


Mexico City, Mexico

Mexico’s city TOD strategy will benefit from Japan’s experience using Land Readjustment (LR) and private sector participation in real estate around stations

4


Mexico City, Mexico

Tlalpan Corridor (CDMX Metro L2)

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Mexico City, Mexico

Tlalpan Corridor (Metro L2)


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and Strategy LLegal and Regulatory Framework H üIntegrated Land Use and Transport MModeling of TOD H üLeveraging Private Sector H üImproving Station Accessibility LCapacity Building MCORRIDOR SCALE (Tlalpan Corridor Metro L2)Understanding Transformation Potential M

Integrated urban/ transport development M

Legal and Regulatory Framework H ü üDesign and Planning Guidelines LOperational Guidelines LAccessibility plan and Integrated Transport M

Financing Scheme H ü ü üCitizen Engagement H üCapacity Building MEvaluation H üSTATION SCALE (CETRAM Observatorio)PPP Schemes H üConceptual Design H ü


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Mexico City, Mexico

• Our question from Mexico City to Tokyu, Minu, Hankyu and other private real estate developers and transit operators:

• What could be the enablers for your corporation to explore business opportunities on LAC and Mexico City TOD plans and projects?

• How could you export this business model to other private sector conglomerates in LAC and Mexico, and what can the WBG and TDLC do to enable this knowledge transfer?


Lima, Peru

Callao

La Perla

Bellavista

San Miguel

Carmen de la Legua

Cercado

Breña Jesús María

La VictoriaSan Luis

El AgustinoSanta Anita

Ate Vitarte

Lima y Callao

LÍNEA 2 Y RAMAL AV. FAUCETT – AV. GAMBETTA

Patio Taller Ramal L4

ETAPA 2 ETAPA 1B ETAPA 1A ETAPA 1B

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Lima, Peru

1. Long-Term Planning and Cooperation among Private and Public entities

2. Trust built on historical experience and stability of the institutions (UR, City Governments)

3. Negotiated incentives for private sector: higher FAR, zoned land uses, tax subsidies or breaks

4. Developers are willing to invest where there are high passenger volumes or potential consumers with disposable income

4


Lima, Peru

1. Nominate Steering Group including Ministries of Transport, Housing, Economy/Finance, Municipalities, facilitated by Proinversion (Real Estate and Transport Units) and Consultants

2. Components of Proposed TOD-PPP Study:• Urban Planning: Expanding passenger catchment area

through integration and accessibility (New Town, Tama-Plaza)

• Financial: Quantify and monetize the densification potential; Real Estate Market Study from Developer’s Point of View

• Legal and Institutional Framework: Introducing Land Readjustment within National and Municipal regulations

4


Lima, Peru 1. Developing Transit Oriented Development (TOD) via Public-Private

Partnership (PPP) in Lima, Peru: Evaluation of potential and Pilot Project Development for Lima Metro’s Line 2 Project

• Analysis of Alternative Sites:• Ate-Virarte: Suburban Terminal Station• 28 de Julio: Commercial Area and Intersection for Lines 1 and 2• Estacion Central: Cultural Area and Intersection for Lines 2, 3 and BRT• Faucett: Residential Development and Intersection for Line 2 and 4

• Finance TOD projects associated to the Metro network thought PPP’s• Identify TOD projects implemented through PPP that can help to finance

complementary investment in Line 2, and include recommendations for future lines

2. Assessment of urban transformation potential through enhancement of integration and local accessibility standards for the Lima Metro Line 2 Project• Identify areas with potential for urban (re) development to improve living

conditions

5

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Acceso a Est. 28 de Julio, Línea 2

Nueva Est. 28 de Julio, Línea 1


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and Strategy H X X X XLegal and Regulatory Framework M X X XIntegrated Land Use and Transport H X X X XModeling of TOD M X X XLeveraging Private Sector LImproving Station Accessibility H XCapacity Building H X X XCORRIDOR SCALEUnderstanding Transformation Potential (Real Estate) H X X X

Integrated urban/ transport development H X X X X X

Legal and Regulatory Framework L X X XDesign and Planning Guidelines M X X XOperational Guidelines M XAccessibility plan and Integrated Transport H X X X

Financing Scheme L X XCitizen Engagement M X X XCapacity Building H X XEvaluation M X XSTATION SCALEPPP Schemes H X XConceptual Design M X X


• Fundamental criteria used to define long-term planning• How seismic and tsunami standards for station and tunnel design have

changed as a consequence of recent disasters• Disaggregating the public and private investments and incentives for different

types of TOD model:1. Central City TOD2. Suburban Terminal TOD

4


Lima, Peru


Cape Town, South Africa

LEADERSHIPImportance of obtaining commitment to long term vision & development programme to create certainty and conducive investment environment for achieving transformational TOD @ precinct/ project scale

REGULATORY & LEGAL• Linking urban growth to upfront PT investment (may be a more effective tool)• The role of Masterplans to create certainty, predictability and create the ground for linking

incentives (deregulation, density bonuses, flexibility in land use rights, linking funding for public improvements) to TOD outcomes & to leverage partnership with passenger rail agency

• Proactive vs reactive land use control (knowing how to exploit our land use rights system)• FAR as an asset with which to create value in public & private space

INSTITUTIONAL• That TOD is not possible through one sector within government or just government • The potential role of rail agencies and the obvious benefits of PT operators diversifying in order to

be financially sustainable and provide a sustainable PT service & the incentive to them of playing a developer role

• Linking feeders to rail operator – incentive to increase catchment and maximise network effects • Co-opting landowners vs land acquisition 4



4



• Realising that the land use planning & regulatory system can be leveraged further for precinct level TOD and explorations needed into this – explicit TOD urban redevelopment areas

• The importance of the rail agency and the structural challenges around this in SA and the need for engagement at a national level

• Co-opting land owners as investors via master planning in prioritised TOD precincts• Needing a plan to secure long term commitment & discipline at the leadership level to create

certainty in the investment space

Institutional levers to land lessons learnt at home & translate into actions:

• Compulsory report back to Mayoral Committee – link proposed actions to the commitment in the approval of the TOD Strategic Framework for an implementation plan

• Compulsory report back to Cities Support Programme (National)• Briefings to Institutional TOD structures• Spatial Development Framework Review – urban redevelopment areas • CoCT – PRASA Joint Planning & Development Committee / Land Use Committee (building on MOA’s)• Influence transversal TOD Programme in post election priority programmes & institutional design

(no 2 on Manifesto priorities under ‘Opportunity City’)

4



REGULATORY• Explore the full possibilities in existing, recently reformed planning legislation and

zoning scheme at the local govt level & current spatial planning & growth management planning processes underway offer opportunity to be more spatially specific and link to land use regulations – possibility to bring in urban redevelopment areas

INSTITUTIONAL• Reviving TOD workstream with passenger rail agency linked to above processes• National engagement through Cities Support Programme with capacity of Passenger

Rail Agency

BRT IMPLEMENTATION• Private sector role in operating BRT stations eg Bayside – business case for > 5 year

operating contract with link to construction to link to neighbouring shopping centres? (precedent of interchange management committees) – integrating planning, investment, operations betw stations and land dev in precinct


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and Strategy LLegal and Regulatory Framework H XIntegrated Land Use and Transport MModeling of TOD LLeveraging Private Sector H XImproving Station Accessibility MCapacity Building H XCORRIDOR SCALEUnderstanding Transformation Potential M-L

Integrated urban/ transport development H X X

Legal and Regulatory Framework HDesign and Planning Guidelines L XOperational Guidelines H XAccessibility plan and Integrated Transport L

Financing Scheme H X X XCitizen Engagement LCapacity Building H X (MENTORING)Evaluation H XSTATION SCALEPPP Schemes H X X X

Conceptual Design M*mixed use


• Briefing on principles, method and formulas used for valuation, entitlement, compensation values when going from existing into new scheme (landowners and tenants)

• What does the TOD outcome look like in the Cape Town context – what is the public good vis a vis concerns of inclusion (housing and economic) & informality & TOD

• What are the economics from a retail perspective (Japanese TOD model is retail driven)

• How do we understand the role of FAR and leverage this in attracting and making development feasible in a slow property economy in the right location?

• TOD new towns and the fiscal sustainability ito the public fiscus from the perspective of other infrastructure costs (operating & capital)?

• Institutional models that capacitate the focus on urban redevelopment – focused departments/agencies – within local government in particular?

4




Dar es Salaam, Tanzania

• Strong coordination of key stakeholders and participatory approach in the planning process

• Legal framework to be clear and complied by all parties (Public and Private)

• Conducive investment climate• TOD to be part and parcel of Policy and Legal framework• Key to have a neutral chairperson in the Land acquisition or

readjustment process

4



• The initial action plan is now proposed to be scaled up.• The process of preparation of the Corridor Development strategy

to involve Knowledge Exchange sessions• TOD to be part and parcel of the ongoing DSM Land use and

Transport masterplan (JICA, WB, TDLC)• Apart from the TOD activities along the BRT phase 1, the BRT

phase 2 (AfDB) and 3 (WB) corridors that are under development to include TOD activities, as well.

• Implementation arrangement of TOD in DSM to be led by DCC in close collaboration with municipalities

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• The Corridor Development strategy to involve Knowledge Exchange sessions through TDLC with Japanese TOD expatriates e.g. Nikken Sekkei (Wataru Tanaka)

• TOD to be part and parcel of the ongoing DSM Land use and Transport masterplan (JICA, WB, TDLC)

• Apart from the TOD activities along the BRT phase 1, the BRT phase 2 (AfDB) and 3 (WB) corridors that are under development to include TOD activities, as well.

• Implementation arrangement of TOD in DSM to be led by DCC in close collaboration with municipalities

• Capacity strengthening/building of municipalities is key for success.

• Nomination of a Political champion (local and national) is critical

4




Overall Interest



Case Studies

Impact Evaluations




• How can TDLC facilitate the knowledge exchange on TOD during the implementation of the TOD in Dar es Salaam

• The structure of PPP is not clear on the financing, contribution and risk taking by parties.

• How land readjustment process are documented and guidelines developed.

•

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Action Plan• Preparation of the Diagnosis of the Existing Situation and Establishment of the

Vision for the Phase 1 Corridor – Roughly 3-4 months

• Preparation of Specialized Planning Scheme also known at the Transit-Oriented Development Guidelines – Roughly 1-2 months

• Preparation of Spatial and Physical Elements of the Corridor Development Strategy including the Redevelopment or General Planning Scheme and the Detailed Planning Scheme – Roughly 4-5 months

• Preparation of Implementation Program for the Corridor Development Strategy–Roughly 4-5 months

• In the coming 3-4 years, develop TOD within four hubs along BRT corridors.

6


Da Nang, Viet Nam

• Master plan has to be done first:- Agreement with land owners, take a lot of time but very

important

- Institutional-arrangement and coordination mechanism

- Right incentive for investor

- TOD is a long process and requires strong commitment from government

4


Da Nang, Viet Nam

- No major change in action plan of Da Nang

- Report back to city government about this experiences

4


Da Nang, Viet Nam

- Complete ongoing study on TOD by the end of 2016

- Work with World Bank for further assistance

- City government has to work with Ministry of Transport for the TOD plan (Institutional-arrangement and coordination mechanism)

- Build institutional framework for TOD implementation

4


Da Nang, Viet Nam


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and Strategy LLegal and Regulatory Framework LIntegrated Land Use and Transport H H H H H H H LModeling of TOD H H H H H H H LLeveraging Private Sector H H H H H H H LImproving Station Accessibility H H H H H H H LCapacity Building H H H H H H H LCORRIDOR SCALEUnderstanding Transformation Potential H H H H H H H L

Integrated urban/ transport development H H H H H H H L

Legal and Regulatory Framework LDesign and Planning Guidelines H H H H H H H LOperational Guidelines H H H H H H H LAccessibility plan and Integrated Transport H H H H H H H L

Financing Scheme H H H H H H H LCitizen Engagement M M M M M M L LCapacity Building H H H H H H H LEvaluation H H H H H H H LSTATION SCALEPPP Schemes H H H H H H H LConceptual Design H H H H H H H L


• Will we continue to receive supports from TDLC and World Bank?

4


Da Nang, Viet Nam


Ho Chi Minh City, Vietnam

4



• Successful TOD requires strong commitment by all stakeholders, including local government, private sector and land owners, as well as trust in the certainty and transparency of the mechanism

• Benefits from the development should be shared fairly among stakeholders

• Government’s role in creating enabling environment is critical, through policy, platform and access to financing (e.g., very low interest on loans)

• Railway company led much of the TOD in Japan; it is still to be seen if this would be applicable to HCMC and in Vietnam

• Japanese regulations regarding zoning and FAR have some flexibility, allowing to maximize development potential through case-by-case negotiations

• Selection of developers was also based on functionality, aesthetics and other qualifies, not just on cost

4



• Find the champion/pioneer in the city government (work with the newly appointed People’s Committee Chairman)

• Coordinate with the master plan update process (which starts now for approval in 2020), beyond revising urban design along the BRT corridor

• Put resources and support for high-priority pilots that have good potential for TOD, mixed-use development, aiming to demonstrate that it is possible.

• The regulatory framework is not the biggest barrier; more critical are the political will, implementation capability, financing and procedural clarity.

• Prepare local regulations to enable TOD and consult Ministry of Construction for their support

• Revisit property/land tax rates (working with Department of Finance)

3

4



• Support for designing of a pilot project – Rach Chiec station of BRT Line 1

• Designing of the financing structure for investment, for the pilot project

• Proposing implementation mechanism to define roles and responsibilities of different stakeholders including PPP

• Proposing planning and design guidelines for station area based on TOD principles

• Raising awareness and capacity-building for all stakeholders – this will enable expedient implementation of the pilot project


Overall Interest



Case Studies

Impact Evaluations


ClassesCITY SCALELand use Policy and Strategy MLegal and Regulatory Framework LIntegrated Land Use and Transport MModeling of TOD LLeveraging Private Sector MImproving Station Accessibility MCapacity Building MCORRIDOR SCALEUnderstanding Transformation Potential L

Integrated urban/ transport development M

Legal and Regulatory Framework MDesign and Planning Guidelines H V VOperational Guidelines H VAccessibility plan and Integrated Transport M

Financing Scheme H V V VCitizen Engagement MCapacity Building MEvaluation LSTATION SCALEPPP Schemes H V V VConceptual Design M


• In case of land-use change, do developers/land owners have to pay conversion fees? How much are they?

• Is there a social policy in Japan that requires a certain share of land/housing units to be developed as public housing offered to lower income population?

• What is the vision of Tokyo Metropolitan Government in this decreasing/aging population environment? Do they think all these various developments, of which success depends on a large increase in the rent, will all be successful in the long-term?

• Why were Shibuya and Shinjuku selected for such a massive development despite being fully built up areas where such an undertaking is so complex and difficult to implement, rather than developing areas that are less dense and farther out from the city?

• Challenges of land re-adjustment/re-development – how do they deal with opposition from land owners and communities? Especially when there are drastic changes in the living style (detached housing to high-rise building)

• Osaka prefecture representative mentioned that for railway investment led by private railway company, if it’s not financially viable, the private railway company would get government subsidy to cover 2/3 of the investment cost of the railway system (1/3 from national gov. and 1/3 from local gov.). How is the subsidy defined? Is it based only on the final analysis of railway system, or it’s based on both railway plus real estate development?

• What is the process and justification of using compulsory acquisition for new town development which includes commercial, residential and office development?4



Documents

RIO DE JANEIRO - collaboration.worldbank.org · Rio de Janeiro, Brazil QUESTIONS: 1. How much funding can be mobilized from TOD projects to fund the upgrading of transit infrastructure?