Line 2 and Avenida Faucet Avenida Gambetta Branch Line Concession of the Lima and Callao Basic Metro Network Informative Report.

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1 Line 2 and Avenida Faucet Avenida Gambetta Branch Line Concession of the Lima and Callao Informative Report - February

2 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process 2

3 Background On December the Basic Network of the Lima and Callao Electrical Mass Transportation System was approved. This network is composed of five (05) lines, indicating among others a route for Line 2: Agenda Guardia Chalice, Agenda Venezuela, Agenda Arica, Agenda Guzman Blanco, Agenda 28 de Julio, Agenda Nicolás Ayllón, Agenda Víctor Raúl Haya de la Torre (Central Highway). According to the Profile Study, approved by the Ministry of Transport and Communications, the route of Line 2 of the Lima Metro is composed of the following axes: Av. Víctor Raúl Haya de la Torre (Carretera Central) Av. Nicolás Ayllón Av. 28 de Julio Av. Guzman Blanco Av. Arica Av. Venezuela Av. Germán Amezaga Av. Oscar R. Benavides (Colonial) Av. Guardia Chalice. The route will make it possible to take advantage of the existing Metropolitano infrastructure (Central Station), enabling the future connection with Line 3 of the Lima Metro, and it will connect with Line 1 of the Lima Metro. Currently, the aforementioned Profile Study includes part of the route of Line 4, which follows Agenda Faucet, between Agenda Néstor Gambetta and Agenda Oscar R. Benavides (Colonial). The project is located in the districts of Ate, Santa Anita, San Luis, El Agustino, La Victoria, Jesús María, Cercado de Lima, Breña, San Miguel, La Perla, Carmen de La Legua, Bellavista and Cercado de Callao, Provinces of Lima and Callao, in the Department of Lima. 3

4 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

5 Scope of the project 1 The objective of the project concession is to have a modern public mass transportation system (Metro) along the east-west road axis (Ate - Lima - Callao); and the connecting branch between Av. Faucet and Av. Gambetta, to improve urban dynamics of Lima and Callao, avoid cost overruns caused by vehicular fleet obsolescence, reduce fuel costs and pollution and its harmful effect on health, reduce significantly travel time and unnecessary loss of man-hours as a result of traffic jams. 2 The concession is composed of the Design, Financing, Construction, Electromechanical Equipping, Provision of Rolling Stock, Operating of Line 2 and Agenda Faucet Agenda Gambetta Branch of the Lima and Callao.

6 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession project

7 Diagnosis of the current situation Geographic characteristics The Area of Influence is composed of all the districts that will be linked by the construction and implementation of the project. A total of 13 districts are included within the area of influence: 9 located in Lima, and 4 located in Callao 7

8 Diagnosis of the current situation Geographic characteristics Climate The area of influence is located on the central coastal belt of Peru and is characterized by high relative humidity, aridity and cloud cover during most of the year. The climate is semi-warm desert, with an average annual temperature between the years 2000 and 2010 of 19 ± 0.2 C. Precipitation in the city of Lima is almost non-existent, and is usually characterized by light drizzle. During the winter season there is frequent drizzle in the province of Callao, with showers that may continue for a long time but which are always of low intensity, not exceeding 1 mm an hour. Because of its proximity to the ocean, humidity is constant. The average value recorded for the department of Lima, during the period from 2000 to 2010, was 85.7±1%. The prevailing wind direction is south (S) and southwest (SW) and flows from the coast towards the interior of the continent, heading towards the valleys that make up the river basins of the Chillón, Rímac and Lurín rivers. Average wind speed is between 2 and 4m/s. Geomorphology Geomorphological units are composed of a variety of landscapes, ranging from flat plains (with altitudes varying from 0 to 350 meters above sea level), systems of low hills, sloping plains, isolated elevations and dunes. Physical geography Plain: flat relief topography with slopes varying between 2% and 4%. Flood plains: lithology composed of thick heterometric material, on both banks of the Rimac River, principally. Riverbed: the areas through which the waters of the Rimac River flow, with slopes of less than 2%. Hills: undulating topography fluctuating between 20 meters and 300 meters above a local base level. Watercourses The main watercourse in the area of influence is the Rimac River, the headwaters of which emerge from Mount Paca on the western slopes of the Andes Mountains at a maximum altitude of around 5,508 meters above sea level. Seismicity The area of influence is located in a zone of high seismicity where earthquakes have been produced by the interaction between the South American Plate and the Nazca Plate, and the crustal deformations that have produced continental fault lines. Soil The main soil type throughout the length of Route I is characterized by the typical alluvial soil of the alluvial fan of the Rimac River, poorly graded gravel with sand and boulders (GP). Ground water is present in the section composed of the C-1 (km 0+000) and C-11 (km 2+063) test pits. The level of the water table ranges between depths of 1.50 m and 9.50 m, deepening the further one goes from the port of Callao. 8

9 Diagnosis of the current situation Demographic characteristics Population In 2012 the total population of the area of influence was 2,384,968 people (28% of the total population of Metropolitan Lima) and it is estimated that by 2015 this figure will have increased to 2,412,724 persons. The ratio of men to women is 0.96, indicating that for every 100 women there are 95 men. A total of 33.2% of the population is less than 20 years of age, and 35.3% of the population is aged between 20 and 39 years (according to the 2007 INEI Census). According to the censuses carried out in 1993 and 2007 by INEI, the districts in the area of influence have a population of 2,525,449 inhabitants (2007), with an average annual growth of 2.93%. Demographic indicators In the Lima Callao region during the period , the birth rate will go from 16.3 to 15.2 births for every 1000 inhabitants. In contrast, the mortality rate will increase from 4.8 to 5.2 deaths for every 1000 inhabitants for the period At a departmental [regional] level, life expectancy in 2007 was 75.7 years. Housing According to figures for housing tenure in the area of influence, 32.4% of homes are rented, 6.8% are owned and mortgaged, while 60.8% are owner occupied. In terms of building materials of homes, 83.7% are made from brick or cement block walls and 6.4% are built from mud brick (adobe) walls. Projected population in the area of influence (Period ) Population distribution in the area of influence (by 2015) 9

10 Diagnosis of current situation Social characteristics Health Callao has an infant mortality rate of 10.1 deaths for every 1000 live births, while the province of Lima has an infant mortality rate of 10.9 deaths for every 1000 live births. The main causes of mortality in the area of influence in 2010 were 22.1% cases of malignant tumors, influenza and pneumonia 12.5%, other bacterial diseases 6.8%, hypertensive diseases 5.6%, heart disease 4.9%, cerebrovascular diseases 4.5%, among others. The districts of the area of influence possess 38 health posts, 57 health centers and 10 hospitals overseen by the Ministry of Health. Also, the districts have 5,226 health professionals, representing 29.1% of the health professionals throughout the department [region]. Also, they possess 7,085 (28.4%) technical, auxiliary and assistant staff members who work as administrative personnel and in general services associated with patient care. Basic services The districts in the area of influence receive their electricity supply from the company EDELNOR and LUZ DEL SUR, with coverage of 94.1%. In terms of potable water supply, 87.5% of homes are connected to the public network within the home, 10.8% outside the home, and 1.8% via standpipes. Of those homes with a sewage service, 88.9% are connected to the public network within the home, and 11.1% beyond the home. In terms of communications, homes have access to the majority of services and modern technology, including telephone, fax, radio, cable television and internet. Education In the districts of the area of influence there exists an average illiteracy rate of 6.0%, with the highest rate found in the district of El Agustino, at 7.4%, with the lowest rate found in Jesús María (less than 3.4%). In the provinces of Lima the attendance rate in secondary education for the year 2010 was 81.6%. The main access routes to educational institutions are: Districts of Ate and Santa Anita: the area of Huachipa, Av. Ramiro Prialé, central highway (close to the municipal district of Ate), Av. Metropolitana, Av. Separadora Industrial, prolongation of Javier Prado and Ovalo Santa Anita. Districts of El Agustino, San Luis and La Victoria: the Evitamiento ring road, Av. Nicolás Ayllón, Av. Nicolás Arriola, Av. México, Av. Riva Agüero, Av. Grau and Av. 28 de Julio. Districts of Breña, Cercado de Lima and San Miguel: Av. Grau, Av. Abancay, Paseo Colón, Guzman Blanco, Av. Arica, Av. Venezuela, Av. Tingo María and Av. La Marina. Districts of Bellavista, La Perla, Cercado del Callao and Carmen de la Legua: Av. Venezuela, Av. Universitaria, Av. Colonial, Av. Elmer Faucet, Av. Los Insurgentes, Av. Santa Rosa, Av. Guardia Chalice, Av. Buenos Aires, Av. Sáenz Peña, Av. Néstor Gambetta, Av. Quilca and Av. Morales Duarez. Living standards In the area of influence, the average poverty rate is 13.3%, of which 0.4% live in extreme poverty. The average income in Lima and Callao in the year 2010 was S/. 1,289.2 Peruvian soles a month. 10

11 Diagnosis of the current situation Economic characteristics EAP [Economically Active Population and employment situation In the districts within the area of influence 93.3% (973,569) are economically active and 3.7% (36,965) are unemployed. Occupational category of the active EAP and in the influence area (2007) Economic Activity Economic activity in the area of influence is developed through mediumsized and large companies, small and micro businesses and the informal sector. The medium-sized and large companies are mainly devoted to industrial and service activities. According to the 2008 national economic census in the districts of the area of influence of the project there are a total of 150,352 registered establishments which produce commuters, such as hospitals, educational centers, shopping malls, financial services, inter-provincial transport companies, etc. The greatest number of establishments is concentrated in the districts of Lima and La Victoria, with the highest growth in recent years recorded in Ate. GDP The Gross Added Value of Production in the department of Lima represents 46.1% of Peru s GDP, with an average annual growth of 6.7% for the period from 2001 to Commerce (20%), manufacturing (18%) and transport and communications (11%) are the main components of the GAV of the department of Lima. Tourism Tourism is mainly local, with a smaller external component. The influx of tourists increases during public holidays such as Holy Week, independence celebrations, Christmas and the summer months. 11

12 Diagnosis of the current situation Transport in Lima and Callao Transport services emerge from the need and wish of persons to perform their work and/or leisure activities in the different places where they reside. In this context, car ownership aspirations reflect a need for individual freedom of movement. Vehicles require space for their movement and for parking. An increase in car ownership in recent years has led to the gradual taking over of urban spaces leading to a progressive deterioration in quality of life (increase in traffic congestion, sound pollution and air pollution). In the last 10 years, there has been an increase in car ownership in Lima and Callao, rising from 103 vehicles /1000 inhabitants in 2002 to 141 vehicles /1000 inhabitants in To this situation we must add that Lima is the hub of the country s main highways. The capital is linked to the cities of the coast via the Northbound and Southbound Pan-American Highway, and to highland cities via the Central Highway. At the same time, Callao is the international access point via the airport and maritime port.. Tasa de motorización en Lima y Callao (Veh. / 1000 hab.) At the same time, the public transport system has been limited in its ability to satisfy the basic transport needs of those who do not own a vehicle. In this context, the project seeks to provide the city of Lima with a modern and efficient public transport system, thereby generating the increased use of public transport. 12

13 Diagnosis of the current situation Urban transport Buses Lack of investment in vehicles and in several cases a degree of informality in operations. Vans (known as combis) are the typical public transport vehicle for short distances, and the service is deficient in terms of standards of safety and comfort. There exists an oversupply of taxis. Although the Lima Metropolitan Council began several years ago a reorganization of the Metropolitan Taxi Services (SETAME), many informal taxis continue to circulate. Vehicles are not fitted with meters, meaning that rates are negotiated between the driver and the passenger. This situation has led to the construction of viaducts, bridges, intersections, expressways and overpasses and underpasses as a formula for resolving the problem of congestion. The Metropolitano This integrated public transport system is equipped with high capacity articulated buses circulating under the BRT system. COSAC covers a segregated route (from south to north), passing through 16 districts, from Chorrillos to Lima Norte. The length of the main route is 26 kilometers. Also known as Line 1 of the Lima Metro, it is a metropolitan railroad in the city of Lima and operates almost totally via a system of elevated viaducts. Line 1 of the Lima Metro goes from the district of Villa El Salvador to the district of Cercado de Lima (a distance of km). Taxis Lima Metro Line 1 13

14 Diagnosis of the current situation Characteristics of public transport The quality of service of urban public transport is closely related to travel time, the cost of the service, the conditions under which such services are provided (speed, reliability, safety, etc.) and the external effects it produces (accidents, damage to health through pollution, etc.) Urban transport in Lima, however, with certain exceptions associated with the Metropolitano corridor and Line 1 of the Metro, is characterized by a high degree of fragmentation of the routes and the management system of services. In general, mass transport currently generates problems on a large scale, such as: Large number of traffic accidents. Traffic congestion and environmental pollution. Excessive traveling time. Poor quality of service. Numerous and irrational public transport routes. Oversupply and absence of economic sustainability. Old and poorly maintained fleet. Excessive number of operators. High transport costs. Overuse of cars (taxis). Inequality and social exclusion In 2012 the public transport system in Lima was composed of 1122 return lines structured around a system of vans, small buses and omnibuses, with this system complemented by the Metropolitano system and the Metro. 14

15 Diagnosis of current situation Characteristics of the road network EXPRESSWAYS km in length ARTERIAL ROADS km in length COLLECTOR ROADS km in length These are the roads that support significant volumes of vehicles that circulate at high speed, in free-flowing conditions, and which link zones that generate significant amounts of traffic. On these roads the flow is uninterrupted; there are no intersections at the same level with other roads, and instead they are set at different levels or via specially designed systems. In the event of a public passenger transport service being permitted, this should be developed using buses, preferably in exclusive bus lanes with adequately designed stops. These are the highways which also carry appreciable volumes of traffic between the main zones that generate traffic at moderate circulation speeds. At considerable distances the construction of overpasses and/or underpasses is required in order to guarantee greater speed of circulation. Intersections may be developed at the same level with other arterial roads and/or collector roads. Authorized public transport should preferably be developed based on bus services. The function of these roads is to carry traffic from an urban sector to the Arterial Roads and/or Expressways. They also serve a good proportion of through traffic. In addition, they also serve adjacent properties. The traffic flow is interrupted frequently by intersections equipped with traffic lights at the junctions with Arterial Roads and other collector roads. In cases where the road is authorized for public passenger transport the design and location should be established of special stops. METROPOLITAN ROAD SYSTEM The main road network in Lima and Callao covers a total of 1,100 km (projected 1,800 km). There also exist 68 overpasses (projected 230 overpasses) LOCAL ROADS 1,694.5 km in length The function of these roads is to provide access to properties or adjacent lots. Their definition and approval within the context of urban layout is the responsibility of the District Councils. 15

16 Diagnosis of the current situation Critical aspects of the road network In the graph seen here, the vehicle travel times can be seen for the main axes of the city of Lima. The road structure of the city is monocentric and therefore much congestion is generated in the Central Area, caused by extremely restricted circulation. There exists a lack of continuity in a series of important roads, as well as inefficient intersections and paving in a poor condition. Many of the observations taken of traffic in May 2012 show that functioning speeds are very low in the center of the city, especially at afternoon rush hour. Vehicles travel at less than km/h and it can take more than an hour to cross the city. Congestion in the city, in the morning, afternoon and evening can produce speeds of less than 10 km/h. Tiempo di viaje [h] 02:52 02:24 01:55 01:26 00:57 00:28 Travel time in the main corridors in Lima, :00 00:00 04:48 09:36 14:24 19:12 00:00 hora del dìa De 09 de Octubre a Fernando Wiesse De Carretera Central a Guardia Chalaca De Estación de Villa El Salvador a Estación Grau De Estación Grau a Estación Villa El Salvador De Estación Matellini a Estación Naranjal De Estación Naranjal a Estación Matellini De Faucett a Javier Prado De Fernando Wiesse a 09 de Octubre De Guardia Chalaca a Carretera Central De Javier Prado a Faucett De Panamericana Norte a Panamericana Sur De Panamericana Sur a Panamericana Norte 16

17 Diagnosis of the current situation Current problem: East-West Corridor Oeste Carmen de la Legua Callao Bellavista La Perla San Miguel Breña Cercado El Agustino Jesús María Santa Anita San Luis La Victoria Ate Vitarte Este Current situation of public transport service in the East West Corridor With regard to traveling times in the corridor, prolonged travel time, particularly at rush hour, affects the users of public transport, who find themselves obliged to spend a significant amount of their time using this service. There exist sections of the corridor where the commercial velocity of buses is reduced significantly, reaching speeds of less than 12 km/h, which produces travel times of more than 60 minutes (for long journeys). Regarding the quality of the service, it should be pointed out that quality levels are low principally because the vehicles used are old and poorly maintained. Also, negative externals are produced for the population, such as high accident rates in the corridor and high levels of environmental pollution. 1. Aspects of road infrastructure Congestion, produced by the inefficient use of public space in the corridor with small vehicles such as vans and taxis used for transport, and a large number of minibuses and buses. Low circulation speeds, caused by inefficient traffic light control systems, conflicts between buses and vans at stops, junctions with minor roads with no traffic lights, lack of road surface maintenance. Also, the corridor lacks facilities for accessing public transport (adequate pedestrian accesses for those using bus stops). 2. Organization of the service General characteristics: i) informal operation, ii) absence of stops, iii) nontechnical routes, iv) negotiable rates, v) improvised mechanisms for control and coordination. Elements that characterize the conduct of transport companies: i) ensure their incomes without guaranteeing quality of service, ii) disrespectful treatment, iii) lack of cleanliness of vehicles, iv) conflict with other road users, v) irresponsible attitude to passengers and third parties, vi) maximization of the use of spaces. 3. Operational structure of public transport companies The competition for passengers can be defined as a scenario in which drivers and fare collectors do not have job security, meaning they work and are paid on a daily basis. Competition for passengers obliges them to work extremely long days (between 15 and 18 hours), depending on the number of passengers they obtain. 17

18 Diagnosis of current situation Future structure of Lima Metro L3 Comas L1 San Juan de Lurigancho L2 Ate Vitarte L1 L2 Line 1: Av. Separadora Industrial, Av. Pachacútec, Av. Tomás Marsano, Av. Aviación, Av. Grau, Jr. Locumba, Av. 9 de Octubre, Av. Próceres de la Independencia, Av. Fernando Wiesse. Line 2: East-West Axis from Av. Guardia Chalice to the district of Ate Vitarte. L4 L4 Cercado de Lima L3 L3 Line 3: Av. Alfredo Benavides, Av. Larco, Av. Arequipa, Av. Garcilaso de la Vega, Av. Tacna, Av. Pizarro, Av. Túpac Amaru, Av. Rosa de América, Av. Universitaria. Callao L2 L5 Santiago de Surco Chorrillos L1 Villa El Salvador L5 L4 Line 4: Av. Elmer Faucet, Av. La Marina, Av. Sánchez Carrión, Av. Salaverry, Av. Cañeara, Av. José Pardo de Zela, Av. Canadá, Av. Circunvalación, Av. Javier Prado. L5 Line 5: Av. Huaylas, Av. Paseo de la República, Av. República de Panamá, Av. Miguel Grau.

19 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

20 Description of Supply Transport network 2015 Supply Current supply is basically defined by: Transport network 2015 Mass transport lines 2015 The system of urban transport routes of buses and omnibuses in Metropolitan Lima. Analyzing the transport network interaction, observing the current conditions in order to identify possible solutions for the study, we have the following: The metropolitan system and its feeder routes, and Line 1 of the Lima Metro and its feeder routes The transport network s simulated 2015 scenario includes improvements, among which the following should be emphasized: Santa Rosa Tunnel, between the Tacna and Alcázar intersection in Rímac and the Rímac and Perú intersection in San Juan de Lurigancho. Panamericana Norte - Tomás Valle - Angélica Gamarra Overpass. IAv. Primavera - Caminos del Inca Overpass. Nicolás Ayllón Corridor, Grau Pte. Sta. Anita section. Panamericana Norte Izaguirre overpass. Widening of the Ejército bridge. Parque Rímac road defined with a new toll highway between Evitamiento and the Huáscar bridge on the border with Callao. 20

21 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

22 Demand Origin Destination Patterns The patterns respond to the daily average service period of 17 hours (6:00-23:00 h). In this context, Morning Rush Hour (MRH) and Evening Rush Hour (ERH) are composed of 2 hours each (7:00-9:00 h and 18:00-20:00 h) and Off Peak Hours (OP) are composed of the remaining 13 hours. The total daily demand is calculated in the following manner: Working Day = (2 x MRH) + (2 x ERH) + (13 x OP) TOTALS Cars Traveling pattern 2020 Total demand according to mode of transport MRH 1 516, ,064 ERH 1 019, ,257 OP 748, ,992 The model produced allows for the introduction of the following elements into the transport system: i) Parque Rímac Road, ii) Santa Rosa, Tunnel and iii) San Francisco Tunnel. With regard to the public transport system, the completion of Line 1 of the Lima is envisaged. Public transport 1 158, , ,853 Taxi 112, ,373 70,300 Trucks 15,833 11,907 11,700 Traveling pattern 2018 Total daily demand according to mode of transport Traveling pattern 2030 Total demand according to mode of transport MRH ERH OP MRH ERH OP TOTALS 1 472, , ,603 TOTALS 1 709, , ,527 Cars 221, ,422 98,914 Cars 276, , ,275 Public transport 1 123, , ,880 Public transport 1 200, , ,785 Taxi 112, ,140 73,474 Taxi 114, ,697 63,973 Trucks 15,366 11,569 11,336 Trucks 17,845 13,488 13,495 22

23 Demand Demand met The daily demand varies considerably depending on the scenario considered and the time horizon. In particular, demand is at a minimum during the inauguration of the first phase in the year 2018 with 305,000 passengers. After completion of the construction of the system, two years later, daily demand will rise to more than 662,000 passengers, with an increase of 117%. This is clearly explained by the increase in services and the new coverage of areas which had previously been without direct access to stations. For the year 2030, simulations indicate that passenger numbers will have risen to 803,000 a day, with a global increase of 21% in 10 years (equivalent to an annual rate of 1.94%). In terms of the attractiveness of Line 2 of the Metro, the termination of other elements of the rail network produces a substantial increase in the daily demand met (number of journeys). Numbers will rise from around 800,000 passengers to more than 1,150,000 passengers (+44%). It is clear that this indicates a tendency which will nevertheless be affected by the value and the type of tariff, as well as the way in which the connections between lines are managed. 23

24 Demand met by the project Projection Pax./day Demand Met by the Project 1,200,000 1,135,421 1,092,540 1,100,000 1,051,279 1,113,774 1,011,576 1,071,711 1,000, ,372 1,031, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

25 Demand Maximum Carrying Capacity Line 2 ( ) Maximum Carrying Capacity MRH Line 2 pphpd 45,000 40,000 35,000 30,000 25,000 27,257 28,090 27,671 28,948 28,516 40,309 39,114 37,954 39,707 36,829 35,737 38,530 34,678 37,388 33,650 36,279 32,652 35,203 31,684 34,160 30,744 33,147 29,833 32,164 31,211 30,285 29,387 41,541 40,920 20,000 15,410 15,000 15,728 10,000 5,

26 Demand Passenger numbers by station (2020) 30,000 25,000 20,000 15,000 16,222 18,086 18,313 18,412 19,201 27,257 26,425 25,215 23,534 23,453 22,455 21,918 20,142 15,925 10,000 5,000-1,930 7,296 8,371 8,102 9,795 12,210 11,350 11,250 7,871 6,026 2, Municipalidad de Ate Prolong. Javier Prado Vista Alegre Mercado Santa Anita Los Ingenieros Colectora Industrial Óvalo Santa Anita Evitamiento San Juan de Dios Circunvalación Nicolás Ayllón 28 de Julio Cangallo Plaza Manco Capac Estación Central Plaza Bolognesi Plaza Murillo Tingo María La Alborada Elio San Marcos Oscar Benavides San José Insurgentes Juan Pablo II Buenos Aires Puerto de Callao 14,000 12,000 10,000 8,000 6,000 4,000 2,000-1,052 1,798 2,870 3,792 9,097 9,135 10,286 10,700 10,994 11,862 12,392 12,016 12,440 12,051 12,044 11,356 11,446 11,514 11,568 11,377 7,884 7,354 5,518 3,860 3,314 1,538 Carga (pax) Suben (pax) Bajan (pax) - Puerto de Callao Buenos Aires Juan Pablo II Insurgentes San José Oscar Benavides San Marcos Elio La Alborada Tingo María Plaza Murillo Plaza Bolognesi Estación Central Plaza Manco Capac Cangallo 28 de Julio Nicolás Ayllón Circunvalación San Juan de Dios Evitamiento Óvalo Santa Anita Colectora Industrial Los Ingenieros Mercado Santa Anita Vista Alegre Prolong. Javier Prado Municipalidad de Ate Este Oeste HPM Oeste Este HPM Carga (pax) Suben (pax) Bajan (pax) 26

27 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

28 Technical aspects of the project Layout of the route Line 2 of the Lima Metro which connects the districts of Eastern Lima with those of downtown Lima and Callao, it serves as a complement and links Line 1 of the Lima Metro (Villa El Salvador - San Juan de Lurigancho) and Line 1 of the Metropolitano (Chorrillos - Independencia) which run from South to North.

29 Technical aspects of the project Design of the route The basic parameters of the design, which made it possible to define certain characteristics, were as follows: Design speed of 80 km/h The gauge considered was 1,435 mm. The minimum gauge considered was 3.80 meters on the line and 4.00 meters in stations. The profile of the line allows for a maximum slope of 3.5%. The route of the line allows for radiuses greater than 250 meters on the main line and 90 meters in the shunting yards. The minimum radius considered for vertical curves was 3,000 meters. The uncompensated acceleration was not greater than 0.90 m/s². 1 SURVEY The following aspects were taken into consideration in the survey: Avoid transit below bridges and via important structures. Avoid passing below existing buildings and particularly buildings of great importance (hospitals, schools, national heritage, etc.). The locating of stations along a straight line. The third line was located on straight routes with slopes no greater than 0.15%. Switches were located at those stations exposed to the greatest risk of tsunamis, in order to facilitate rapid evacuation. Switches were located at an optimum distance for the changing of direction of rolling stock whenever necessary as the result of a situation arising from any breakdown. 2 SWITCHES The switches for all the main lines and maneuvering yards will be established at a ratio of 1:12

30 Technical aspects of the project Design of the route 3 TUNNEL AT TERMINAL STATIONS At the final stations a prolongation of the lines has been contemplated beyond the stations to allow for maneuvering and parking of trains with a length equivalent to 240 meters. This applies to Line 2 and to Line 4. This measure was adopted considering the space necessary for a switch, the stopping distance of the train and the length of the rolling stock. At the final station of Line 2, that is Ate Municipal Station, the station has been designed with a length of 270 meters, with an additional space of 30 meters to allow for possible tool storage spaces and an area for minor repairs. This does not imply a general maintenance area, given that this service will be provided in the maintenance yards. 4 THIRD LINE An area for temporary parking or for maneuvers has been incorporated at distances of approximately 8 km, on straight sections of the route with a slope of 0.15%. In the design of the third line parking has been incorporated for 2 trains, together with switches in both directions. 30

31 Technical aspects of the project Infrastructure of the tunnels All of the sections of tunnels between the stations use mechanical excavation methods in construction, which makes use of TBM (Tunnel Boring Machines), shielded closed type, able to balance the pressures in front of the tunnel which ensures the necessary conditions for stability of the excavation. In the following sections, where mechanized excavation is not feasible, an open pit and/or cut & cover option will be selected: Sections of the third line located between the stations at Elio and La Alborada (425 m) and between the stations at San Juan de Dios and Evitamiento (425 m) Final sections of the line at the port of Callao (240 m) and Municipality of Ate (270 m) on Line 2 and, on Gambetta (240 m) and Faucet (240 m) on Line 4.The tunnel lines will be produced using a system that involves the use of traditional rails, sleepers and ties, fitted to a reinforced concrete plaque, attached to the infrastructure. The tunnel lines will be produced using a system that involves the use of traditional rails, sleepers and ties, fitted to a reinforced concrete plaque, attached to the infrastructure. The development of the study of dynamic and static gauge of the trains determined a minimum internal diameter of 9.20 meters in the tunnel in case of circular section. Distribution of excavation methods on Line 2 and Section Line 4: Tunnel excavated using machinery (TMB) Line 2: 20,800 meters Line 4: 5,700 meters Tunnel excavated using Cut & Cover Line 2: 1,850 meters Line 4: 240 meters 31

32 Technical aspects of the project Stations Along its entire length, the project will have a total of 35 stations: -13 stations located in Callao - 22 stations located in the city of Lima 32

33 Technical aspects of the project Infrastructure of the stations 33

34 Technical aspects of the project Storage yard and workshops The areas destined for workshop yards for the project are: For Line 4: CALLAO For Line 2: SANTA ANITA 34

35 Technical aspects of the project Infrastructure of the storage and workshop yards 1 WORKSHOP YARD Workshop/storage yard: SANTA ANITA Destined for the repair of passenger rolling stock for Line 2 of the Lima Metro Designed to provide service to up to 54 formations from Line 2 in storage, plus 8 in the workshop. Characteristics of the bay: 70.5 meters wide, 125 meters long, with a working height of 8.5 meters. 9 tracks will be available in the main bay (V1 to V9). Rail access will be via the main line. Workshop/storage yard: BOCANEGRA Destined for the repair of passenger rolling stock for Line 4 of the Lima Metro. Designed to provide service to up to 10 formations from Line 4 in storage, plus 8 in the workshop. Characteristics of the bay: 70.5 meters wide, 125 meters long and a working height of 8.5 meters. 9 tracks will be available in the main bay (V1 to V9). Rail access will be via the main line. 2 EMERGENCY VENTILATION SHAFTS 3 THIRD LINE A maximum distance has been established between each emergency exit of 672 meters (2,500 feet). The number of inter-station shafts has been established at 32. There are two sections with a third line located at: 1: between San José and Benavides stations 2: between Plaza Murillo and Bolognesi stations 3: between San Juan de Dios and Evitamiento stations 35

36 Technical aspects of the project Interferences Along the route of Line 4 a total of 3 elevated viaducts are observed, 3 pedestrian bridges, the old toll booth on Agenda Elmer Faucet and the crossing point of the Callao railroad with Av. Elmer Faucet. At this section the Rimac River is also crossed by Agenda Elmer Faucet. Along the route of Line 2 there are 3 non-elevated viaducts, 5 elevated viaducts, 3 pedestrian bridges and 2 intersections generated by the junctions with two main avenues. Also, the route of the project is located at a distance from the majority of the Archaeological and Temple Sites located in the vicinity: Huaca Puruchuco located some 125 m from the track Huaca Mateo Salado located some 774 m from the track Complejo Arqueológico Marango located some 45 m from the track Huaca Palomino located some 17 m from the track Huaca Corpus I located some 260 m from the track Huaca Corpus II located some 366 meters from the track Huaca Nº 20 located some 721 m from the track Huaca Miguel Grau located some 545 m from the track Huaca Potosí Alto located some 680 m from the track Huaca San Marcos located some 680 m from the track Huaca Aramburú located some 762 m from the track Finally, we should also mention the Historic Monuments detected close to the route of Line 2: Plaza Bolognesi (1905) Neocolonial houses on Av. Guzman Blanco (1930) Museo Virtual de Lima (1872) Mansions on Paseo Colón (1898) Centro de Estudios Históricos Militares (1900) Parque de la Exposición and Museo de Arte de Lima (1872) Plaza Grau (1946) Hotel Lima Monumento Jorge Chávez 36

37 Technical aspects of the project Railroad and non-railroad equipment RAIL SUPERSTRUCTURE ELECTRICITY SUPPLY SYSTEM INSTALLATIONS The tunnel will be built using TBM methodology with a pressure compensation system. There will be a single tunnel containing two lines. The superstructure of the main line will be composed of rails, sleepers, pre-stressed concrete, elastic ties, ballast and sub-ballast of the rail is a conventional rail and normal plates or with anti-noise and anti-vibration mechanisms. The routes in the tunnels will employ a system that involves the use of traditional rails, sleepers and ties, set into a reinforced concrete plate, fixed to the infrastructure. In the surface zones and yards a traditional type system of rails will be used. The supply of electricity to the train will be provided via a rigid catenary. The surface lines and the yards will be supplied by traditional catenary. The traction electricity supply project is composed of 8 Line Electricity Substations in total. Graphic representation of the interior of a sub-station. An automated system will be installed (CBTC Communications Based Train Control). This will include an automatic blocking system with light signals, continuous detection of railroad rolling stock and electric switches in the sector. It will be equipped with ATP (Automatic Train Protection) and ATO (Automatic Train Operation) systems. An Automatic Train Protection System (ATP) will be installed to stop the train in the event of an emergency. CBIM (Computer Based Interface Multistation) will also be included in all the signal systems. The combination of the ATB (Automatic Target Braking) and automatic platform doors will provide safety measures designed to prevent passengers from falling onto the rails. slab track scheme Graphic representation of a three phase transformer

38 Technical aspects of the project Rolling stock General conditions The maximum speed of the trains will be 80 km/h along a flat stretch of track with maximum load, but all the components will be designed to support, without premature ageing or deterioration, a speed of 90 km/h with maximum load. The commercial speed will be approximately 37.5 km/h. Stopping time is calculated at 20 seconds and 3 to 6 minutes the duration of maneuvers at the end of the line. The trains come with a guaranteed working life equal to or surpassing 35 years or 4,500,000 kilometers, and can be coupled together to facilitate rescue operations. The typology of the trains will be 6 cars and 120 meters in length. Each car will have a capacity of 200 passengers, with a total per train of 1,200 passengers (Density: 6 passengers/m2). The total size of the fleet will be established according to demand on a year-on-year basis. The frequency of the trains will be: Rush hour: 3 minutes Off-peak time: 4.5 minutes Línea 2 Línea 4

39 Content Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

40 Costs of the project Investment Investment in INFRASTRUCTURE includes: i) tunnel between stations, ii) stations, iii) shafts and other special structures, iv) railroad and nonrailroad equipment, v) other considerations, and vi) handling of environmental aspects. US$ 871,500 US$ 217,500 US$ 819,648 Total investment US$ 5,373,251 US$ 2 936,104 US$ 293,610 US$ 234,888 Investment in COMPLEMENTARY EXPENSES includes: i) project engineering, ii) supervision of construction work, and iii) project management. (Figures in US$) Infraestructura Imprevistos Gastos complementarios Material Rodante Expropiaciones IGV Total

41 Costs of the project Operating and Maintenance (O&M) Operating costs Cost of personnel: executives, section chiefs, analysts, administrative staff, train traffic control staff, station personnel. Energy costs: traction and station services. Maintenance costs Cost of maintenance personnel: workshop chiefs, specialist mechanics, specialist electro-mechanics, automation technicians, welders, autobody repairers, painters, workshop assistants, and Maintenance contract costs: maintenance of rolling stock, industrial maintenance, other complementary costs. 160, , ,000 46,913 72,744 49,256 74,873 51,276 76,633 54,293 79,192 58,071 82,389 62,982 86, ,000 80,000 30,362 58,113 60,000 40,000 20, Costo de Operación Costo de Mantenimiento

42 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

43 Construction timetable III TRIM Buena Pro del Concesionario: III TRIM I TRIM

44 Investment timetable Flow of investment funds (Figures in Thousands of US$) US$ 1,352,829 Distribution of investment (Figures in thousands of US$) Infrastructure , , , , , ,838 US$ 918,184 US$ 1,091,217 Unforeseen and Complementary Expenses Rolling stock 167,853 98, ,361 89,029 61,114 10, , , ,520 - US$ 679,640 US$ 732,624 Expropriations 163,125 54, VAT 103, , , , ,756 33,066 US$ 679,640 US$ 918,184 US$ 1 091,21 7 US$ 1 352,82 9 US$ 732,624 US$ 216,768 US$ 216,768 US$ 58,764 US$ 44,073 US$ 73,455 US$ 88,146 US$ 117,528

45 Contents Background Scope of the project Diagnosis of the current situation Supply description Demand Technical aspects of the project Costs of the project Timetable Characteristics of the concession process

46 Characteristics of the concession process Concession of the Project Line 2 and Branch Line Av. Faucet Av. Gambetta of the Lima and Callao Metro Basic Network Characteristics of the Concession Process General design of the process Period of the concession Obligations of the concessionaire Type of contract Financial structure The Concessionaire shall be responsible for the design, financing, construction, electromagnetic equipping and provision of rolling stock, operating and maintenance of the project, in accordance with the technical guidelines established in the terms of the public tender and/or the concession contract. The maximum period of the concession will be thirty-five (35) years, calculated from the date of agreement on the terms and conditions of the concession contract. The conditions for renewal of the concession will be detailed in the concession contract. The obligations of the concessionaire will be established by the terms and conditions of the public tender and concession contract, the Concessions TUO (Supreme Decree PCM) the regulations included in Legislative Decree N 1012 and the specific rules applicable to the concession, as well as other applicable provisions and their amendments. - Integrated Project Tender. - DFBOT (Design, finance, build, operate and transfer), in which the Ministry of Transport and Communications is the Grantor. - The concession is CO-FINANCED by the state of the Republic of Peru. The grantor will provide co-financing to ensure the sustainability of the project, the amount of which will be determined during the concession process. - The structure of the concession should contain an investment that considers principally the construction, electromagnetic equipping and provision of rolling stock that will be necessary for the operating and maintenance of the concession. 46

47 Pre-qualification requirements Financial requirements PRE-QUALIFICATION REQUIREMENTS: FINANCIAL Net equity of one thousand six hundred million dollars (US$ 1,600,000,000.00) at the close of the last two (02) audited financial years. Strategic Partner Must contribute a Net Equity equal to five hundred million dollars (US$ 500,000,000.00) at the close of the last two (02) audited financial years. Constructor Must contribute a Net Equity equal to five hundred million dollars (US$ 500,000,000.00) at the close of the last two (02) audited financial years. Supplier of Rolling Stock Must contribute a Net Equity equal to four hundred million dollars (US$ 400,000,000.00) at the close of the last two (02) audited financial years. Operator Must contribute a Net Equity equal to two hundred million dollars (US$ 200,000,000.00) at the close of the last two (02) audited financial years.

48 Pre-qualification requirements Technical requirements CONCESSION-HOLDING COMPANY Must be part of the Bidder CONSTRUCTOR (C) General experience: Civil works associated with metro type underground railroad systems. Antiquity: Last 10 years Construction of tunnels using TBM Construction of underground stations Specific experience: 1 project of 15 km, 15 stations and US$ 800 million investment, or 4 projects equivalent to a total of 20 Km, 20 stations and US$ 1 billion investment. Presence: Minimum 7 years Equity: US$ 500 million The constructor shall also demonstrate: 10 years in supply and installation of electromechanical equipment in a minimum of two lines with an extension no less than 15 km applying Automatic Train Protection (ATP) technology. OPERATOR (O) Must be part of the Bidder Specific experience: Antiquity: Last 10 years Operating of at least one metro type underground railroad system or urban railroad system, with more than 150 million passengers a year. Passengers from more than one system cannot be considered. Equity: US$ 200 million Presence: During the entire period of the concession If the operator does not meet the requirements a Technical Assistance Contract should be presented. Technical Operations Advisor should accredit requirements. Presence of Technical Advisor: Minimum of 15 years In this case, the operator must meet the following requirements: Antiquity: no less than 3 years Equity: US$ 50 million OPERATOR TECHNICAL OPERATIONS ADVISOR SUPPLIER OF ROLLING STOCK (MR) May be part of the Bidder (exclusive) May be associated with more than one Bidder, only as a Supplier (Rolling Stock Supply Contract) General experience: Supplier to one or more metro type underground railroad systems. Antiquity: Last 03 years Specific experience: Average annual production of 240 urban (metro) train cars. Production of 20 trains a year with ATP technology. The trains must be equipped with GoA 4 or GoA 3 Presence: Minimum 7 years Equity: US$ 400 million

49 Contact Information Contact Information for the Project Project Leader Sra. Christy García Godos Naveda Phone (51-1) Extensions 1211 or 1362 Fax (51-1) ó Integral consultant Consorcio Geodata SpA Universidad Esan Serconsult Team Leader Nikolaos Kasilis Phone (51-1) Fax (51-1)

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