CNT Plan of Transportation and Logistics 2011 National Confederation of Transportation, 2011.

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4 CNT Plan of Transportation and Logistics 2011 National Confederation of Transportation, p.:il. color; graphics. 1. Transportation Brazil report 2.Urban Transportation 3. Logistics 4.Regions Brazil transport. I. National Confederation of Transportation. II. Title CDU /.7(81)(047)

5 Table of Contents Foreword Introduction The CNT Plan of Transportation and Logistics Overview of Modes of Transportation Air Transportation Water Transportation Railway Transportation Road Transportation Urban Public Transportation Distribution of Transportation Modes by Region Methodology National Integration Projects Selection and Allocation of Projects Types of Proposed Interventions Assessment of Project Costs Urban Projects Project Selection and Allocation Types of Proposed Interventions Cost Assessment of Projects National Integration Projects Northeast-South Axis (E1) Coastal Axis (E2) North-South Axis (E3) Amazonian Axis (E4) Central-North Axis (E5) North-Southeast Axis (E6) East-West (E7) Northeast-Southeast Axis (E8)...99

6 5.9 Cabotage Axis (E9) High-Speed Train HST Urban Projects Metropolitan Region of Aracaju (SE) Metropolitan Region of Belo Horizonte (MG) Metropolitan Region of Brasília (DF) Metropolitan Region of Curitiba (PR) Metropolitan Region of Fortaleza (CE) Metropolitan Region of Goiânia (GO) Metropolitan Region of Manaus (AM) Metropolitan Region of Natal (RN) Metropolitan Region of Porto Alegre (RS) Metropolitan Region of Recife (PE) Metropolitan Region of Rio de Janeiro (RJ) Metropolitan Region of Salvador (BA) Metropolitan Region of São Paulo (SP) Metropolitan Region of Cuiabá River Valley (MT) Metropolitan Region of Greater Vitória (ES) The CNT Plan of Transportation and Logistics by Region North Region Rondônia Acre Amazonas Roraima Pará Amapá Tocantins Northeast Region Maranhão Piauí...205

7 7.2.3 Ceará Rio Grande do Norte Paraíba Pernambuco Alagoas Sergipe Bahia Southeast Region Minas Gerais Espírito Santo Rio de Janeiro São Paulo Region Sul Paraná Santa Catarina Rio Grande do Sul Midwest Region Mato Grosso do Sul Mato Grosso Goiás Federal District Final Considerations Bibliographical References Appendixes...345

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9 Foreword Brazil s transportation and logistics infrastructure is now changing rapidly. As society adapts to new and dynamic business models, it is critical that the constraints hampering the full economic development in our country are of the logistics infrastructure in Brazil, the National Confederation of Transportation is publishing the 2011 version of the CNT Plan of Transportation and Logistics. railways, airports, and urban transportation that will shape Brazil s infrastructural development over the coming decade. It discusses the structural interventions that are needed to support the nation s future economic prosperity, within a sustainable and progressive context. In line with the initial objectives of the CNT Plan of Transportation and Logistics, the current publication is a diagnostic of the present and turns towards the future. It proposes gradual but steady advances in the direction of becoming the country we want it to be through priority investments that will endow the Brazil of coming decades with all required infrastructure for a nation that projects itself on the world. We must think of short-, medium-, and long-term projects. This involves planning to face the challenges involved in hosting two large international events: the 2014 World Cup and the 2016 Olympic Games. The expansion and investment of public and private resources. However, the improvement of infrastructure quality in the country requires an even broader vision of transport logistics: the need to grow requires that all modes of transportation grow simultaneously and in an integrated manner. This is what the transportation providers hope for, and most of all, what our growing society requires. Clésio Andrade CNT President, Chairman of The National Council of SEST SENAT 9

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11 1. Introduction The 2011 CNT Plan of Transportation and Logistics undertakes to identify the interventions required for better performance and integration of Brazil s transportation systems. This initiative aims to facilitate the movement of people and goods in the most convenient way in less time and with less cost, using the most adequate means available. To improve the performance of modes of transportation and, at the same time, to enable the country s economy to grow at a faster of projects that are urgent for Brazil. Thus, this document encompasses a set of project proposals to adequately build and restore the transportation infrastructure. It is a multimodal proposal that outlines the ideal conveyance infrastructure for the country, including the entire chain associated with transportation and the mitigation of environmental impact caused by this sector. In this edition, the proposals of the CNT Plan of Transportation and Logistics are divided into two large groups: the national integration projects and the urban projects. It is worth pointing out that this is a revision and update of last year s edition, and not a revision of the Plan s methodology. The suggested interventions are also organized by geographic regions, and are presented under Federation s - s. It is also worth noting that the 2011 CNT Plan of Transportation and government and by reorganizing urban projects and extending all needed interventions in metropolitan areas to the cities that will host the 2014World Cup, due to the magnitude of that event. In this context, we can stress that all proposals in this Plan are crucial to the improvement and physical, economic, and social integration of our transportation infrastructure. Each project presented in this report shows data such as origin, destination, extension, capacity, and minimum investment required for its installation. Implementation of the suggested projects will enable us to reach, in an optimized and rational way, the best utilization of the multimodal potential of the Foto: NTU 11

12 CNT Plan of Transportation and Logistics. The third traces a general scenario of the transportation modes in Brazil. The national integration projects and the urban projects. In the seventh, projects are presented by region and federation The current report also includes a bibliography of references used for its development, as well as other information and complements, in the Appendices. 12

13 2. The CNT Plan of Transportation and Logistics The demand for goods moves the production chain (see Image 1), from obtaining the raw materials, proceeding through costs involved in the production processes and in the movement of the items constituting those goods in all steps of the production process. Image 1 Production chain (manufactured goods, agricultural products, minerals, etc.). In order to offer the exact quantity of goods at minimum It is common knowledge that transportation costs represent the greatest portion of the total logistics cost for relates mainly to the quality and availability of transport infrastructure, vehicles, and terminals. To contribute to the improvement of the Brazilian transportation system, and in order to complement the evaluation of qualitative and quantitative aspects of the infrastructures assessed in the Road, Railway and Waterway Researches, the National Confederation of Transportation proposes the CNT Plan of Transportation and Logistics. This plan is a set of proposed projects to adjust, construct, and renovate the transport infrastructure. It has been organized into two categories: Structuring Axes and Metropolitan Regions. Structuring Axes represent the segmentation 13

14 distinctly different view from the Axes. It is worth mentioning that all project proposals seek to offer the highest level of service to transport operators, to increase transport quality for users, and to reduce costs and gas emissions. The integrated transportation network comprised of infrastructures such as roads and intermodal terminals is essential as it guarantees access to places where the demand for goods occurs. Furthermore, it allows for the planning of product movement so as to use the most effective combination of modes of transportation available. However, delivery time, in shipment costs, and in the amount of losses and risks for cargo damage. local network of ways road (or streets), railways (subways and trams), and waterways (ferry systems) and it is Cargo terminals, in turn, are areas dedicated to the processing and/or transferring of cargo among distinct vehicles of the same or different modes of transportation. They are distributed throughout a transport infrastructure with the stations/terminals) or private (e.g. distribution centers and silos). - The economically active population, responsible for the consumption of goods, carries the burden of that emissions. integration between cities of different states and even neighbor countries, as well as a decrease in the level of services offered to the population in general who rely on the use of transportation services. imbalance in the transportation matrix. The logistics costs in Brazil, estimated for 2008, reached a value equivalent transportation, with 6.9 percent of the GDP (R$207billion). On the other hand, in the ed s, the logistics costs in 2008 reached a value equivalent to 8.7 percent of U.S. In the Brazilian scenario, the air transport industry, for instance, has been facing successive crises related to control and operational infrastructure what has produced delays in trips, a drop in the level of services rendered by air transport companies, and impacted the system s reliability. 14

15 these increase the risks of mechanical damage to vehicles as well as cause serious accidents with a large number emission levels of polluting gases. Railway transportation is suffering stagnation of investments by the federal government in enlarging the network to locations that present a greater offer of bulk freight. Another problem is the quality of railway services in large urban In maritime transportation, the ports also face problems related to the impact and pressures of urbanization. There in cargo movement are restricted in their potential to expand. As cities have grown up around the dock and port areas, room to expand these facilities is limited and very costly. increase travel times and costs for everyone. This situation is evident when we observe the reduced number of mass this low quality serves to further discourage the use of this service, and creates a vicious cycle. 15

16 One solution to reverse this scenario is to implement policies that stimulate the use of public transport and invest in quality of service and the creation of express lanes 1 or BRTs 2 that would allow an increase in the operational speed of buses. This would improve the system s performance and result in an optimization of bus usage with a reduction in both travel time and emission of polluting gases. Another important point is an integration of the elements of the public transport system which would facilitate the movement of people between origin and destination. In this context, terminals and integration stations are the infrastructures that enable physical, tariff, and/or time integration. Considering this, the present Plan enumerates and lists priority projects in the systemic light of infrastructure integration. Thus, in the selection of projects of Structuring Axes, the priorities considered were intermodalism, connectivity with Latin American countries, accessibility to the points of export in Brazil, and integration of production and internal consumption zones. In Metropolitan Regions, the main considerations were urban mobility and accessibility, integration of both municipalities and modes of urban transportation, and the level of infrastructure services. One must note that the methods of project implementation, as well as sources of investment are the responsibility of the public sector, whether through its own resources or through public-private partnerships (PPPs). The creation of this report is not intended to formulate transportation policies, but rather to suggest a series of interventions and an estimate of their minimum required investment. It is, therefore, a contribution to society by the National Confederation of Transportation (CNT) to facilitate better sector planning. observed at Avenida Brazil in Rio de Janeiro. 16

17 3.Overview of Modes of Transportation context the importance of the CNT Plan of Transportation and Logistics proposals, which aim at better use and integration of those modes. 3.1 AIR TRANSPORTATION Brazilian air transport counts on a total of 67 airports operated by the Brazilian Agency of Airport Infrastructure (Infraero) According to the National Agency of Ground Transportation (ANTT 2010), the air mode participates with 0.4 percent of the total cargo transportation matrix through 32 airports with air cargo processing terminals. In 2009, the sector Graphic 1 illustrates the cargo moved via air transportation between 1996 and

18 3.2 WATER TRANSPORTATION The Brazilian waterway system consists of maritime and inland waterways as well as ports and port terminals. Thus, there are basically two subsystems: the river system or inland navigation system that uses waterways and navigable rivers 3, and the maritime system that operates along the Atlantic coast. The river system has approximately 44,000 km of watercourses, of which 29,000 km are naturally navigable, but only 13,000 are effectively and economically used. On the other hand, the maritime subsystem has around 7,500 km of waterways. Also, a part of these subsystems ports and river and sea terminals 4 totaling 45 organized ports and 131 privately-owned terminals according to the National Agency of Waterway Transportation (ANTAQ 2010) are responsible for around 14 percent of the cargo transportation matrix. These ports are administered by the public sector (federal, state, and local governments), or by the private sector through public permits. One should point out that the major usage of Brazilian waterways is for transportation of commodities such as grains, minerals, and raw materials (like fertilizers, fuels, and others), which facilitates the creation of commercial and industrial nodes along the shoreline to act in an integrated manner with the The port sector that annually moves around 700 million tons of the most diverse goods, and alone handles more than 90 percent of Brazilian exports, according to the Special Port Secretariat (SEP), highlights the strategic role it plays in the country s economy. sea routes, there are 282 freight vessels registered with ANTAQ (barges, bulk carriers, oil tankers, etc.) and 414 support vessels, of which 343 are tugboats. support vessels (motor boats, dredgers, etc.). In 2008, waterway transportation in Brazil moved million tons of bulk cargo, general cargo and containers. In 2009, million tons of cargo were moved. For ease of visualization, Graphic 2 shows the total movement of cargo via waterway transportation from 1996 to

19 CNT s Waterway Survey of 2006 showed how critical urgent actions such as resuming dredging work, acquiring stowing and handling equipment, and improving road accesses 5 were to the port infrastructure. The Growth Acceleration Program (PAC), including its second stage (PAC 2), provides for resources for most of these actions, but we must watch and see if those envisaged projects will actually be completed. It is also possible to verify the need for institutional actions to stimulate the performance of the Port Authority Council (CAP) and the Harmonization Program of the Port Authority Agents Activities (PROHAGE). This is fundamental to enable ports to meet the requirements of expanded demand. At the level of public organizations, medium-term actions such as working hour adjustments, training of competitiveness among the Brazilian ports. 3.3 RAILWAY TRANSPORTATION The current Brazilian railway net in operation is 29,817 km long, and is mostly (28,066 km) operated by private companies through 11 concessions (CNT, 2009). Its main characteristic from historic, economic, and geographic points of view is the connection of areas of agriculture production and mineral extraction in the interior of Brazil to exporting points: the ports. The largest concentration of national railways is in the states of Rio Grande do Sul, São Paulo, Minas Gerais, 19

20 and Rio de Janeiro. Moreover, according to the National Agency of Ground Transportation (ANTT), the Brazilian rolling stock, comprised of equipment to form railway compositions, totaled 92,890 cargo wagons and 2,876 train engines at the end of In Graphic 3, we illustrate the growing demand of cargo movement through the railway system, currently participating with 21 percent of the cargo transportation matrix in Brazil. This participation represented billion TKU in 2009, with million UT transported. The 2009 CNT Railway Research project showed the main problems faced by the Brazilian railway network: the large variation in travel times, and the low speeds to get past metropolitan areas. The latter being caused by an excessive number of at-grade intersections and right-of-way invasions. That research also revealed that growth of the railway system depends on tax, regulation, and physical and operational adjustments, besides investments to build branch lines to solve layout problems. Other interesting data from the research relates to passenger railway transportation: the favorable scenario for this growth drew our attention, since, although focused today on cargo movement, railway transportation is responsible for moving 1.5 million passengers/year. However, in spite of the improvements in the railway sector in recent years, even with a large concentration of that transportation mode in a small portion of the whole network (around 10%), it is still not properly utilized by most sectors of the national economy. Therefore, it is crucial to eliminate these distortions and allow for better improvement of the railway system that comes from economies of scale, especially related to the transportation of goods of small 20

21 3.4 ROAD TRANSPORTATION The Brazilian road network is currently 1,580,809 km long, with only 212,618 km of paved highways representing approximately 13.4 percent of its total extension. These, in turn, are distributed according to jurisdiction in the following manner: 61,961 km of federal roads, 123,830 km of state roads, and 26,827 km of local roads. It is worth noting that the objective responsibility for the expansion, upkeep, and maintenance of the network belongs to federal, state, and local governments, according to the laws of each jurisdiction. However, these authorities may grant concessions of sections to private initiative through bidding processes, whether it be for all services or just for maintenance. Today, around 15,816 km of paved roads are administered by state operators and the private sector through a toll charging system. The tolls return to the users in the form of user support systems, road capacity expansion, and maintenance of the road network. The 2009 CNT Road Research revealed that, of the 89,552 km of evaluated paved roads, 69 percent presented some sort costs due to mechanical problems in vehicles, especially trucks. That is, in addition to low levels of paving in the country s road network, we note a high level of deterioration in the few existing paved roads. This compromises the whole logistics system, and increases Brazil s costs. 21

22 consists of 3,743,137 units, mainly straight trucks, truck tractors, trailer trucks, and semitrailer trucks. and international buses had 13,976 vehicles that transported million passengers. In addition, in 2006, Brazil had 173 bus terminals equipped with physical facilities of ANTT stations for passengers in state and interstate trips. This being said, in Brazil, road transportation has the largest participation in the cargo transportation matrix approximately 61.1 percent corresponding to billion ton-kilometers - TKM in 2009, and a movement of 1.1 billion tons of cargo through highways. Graphic 4 presents the movement of goods through roads between 2006 and URBAN PUBLIC TRANSPORTATION An urban public transport service is an important alternative to the improvement of quality of life in urban centers. It contributes to the social and economic development as it provides the connection of the regions using it. In Brazil, the provision of urban public transport is the responsibility of the local governments, although concessions may be granted to private companies. The urban public transport is essential for the functioning of a city. It is a means of transportation, not owned by passengers, which may be provided by either public or private companies. The selection of the transportation mode takes various factors into consideration: availability, preference, quality of service, and economic and geographic issues. The main modes of public transport considered for the anticipated projects, are: - Buses: Versatility and low cost are the main attractions of the most popular means of public transport in Brazil. Depending on the type of vehicle adopted, capacity can vary from 80 to 160 passengers. An option to increase (BRTs), especially in large metropolitan areas - LRVs and Monorails: among the main features of the light rail vehicles (LRV) is the low cost of installation low environmental impact. The characteristics of this mode of transportation and the possibility of serving high levels of demand make them attractive for use in large cities and metropolitan areas. However, it is worth noting that the choice of rolling stock and type of track determines the operational speed, passenger capacity, and the cost of installation. - Subways and Urban Trains: a clear distinction between metro services and railway services. Among the main features of these modes, we can cite the possibility of integration with buses, cars, and taxis, the unclogging of the city s street infrastructure, the low level of pollution emissions, and the large number of transported passengers at high speed. As previously mentioned, public transportation by bus is the most commonly used mode in large and medium-sized Brazilian cities. According to the Association of Urban Transportation Companies NTU, in 2008, between the months 22

23 of April and October, an average of million passengers were transported in the Brazilian capitals of São Paulo (SP), Rio de Janeiro (RJ), Belo Horizonte (MG), Recife (PE), Fortaleza, (CE), Curitiba (PR), and Goiânia (GO). Moreover, in the whole country, public buses were responsible for transporting 11.4 billion passengers in Since then, however, a reduction in the reported number of transported people has occurred. This can be explained, in great part, by the lack of investment in public transport and an increased incentive to individual transportation through government-facilitated credit offers for vehicle acquisition. The result of this policy was an increase in the number of air pollution levels caused by exhaust gas emissions. A crisis in urban mobility is now observed in the Brazilian capital cities with São Paulo being the main example. According to a study by the Getúlio Vargas Foundation (FGV), the urban mobility problems in that city cause an estimated loss of R$33.5 billion a year including expenses (around R$27 billion) resulting from loss of production because of greater emission of polluting gases, and an increase in the cost of cargo carriage. It is vital to rethink the organization of public transport in Brazil s large metropolitan areas. Suggestions include the implementation of exclusive lanes for buses or BRTs, the construction of railway systems and, where appropriate, the use of ferry-boat systems. Underground railway and urban train systems, for instance, are already present in the main urban centers of Brazil, such as Porto Alegre (RS), São Paulo (SP), Rio de Janeiro (RJ), Belo Horizonte (MG), Salvador (BA), Recife (PE), Fortaleza (CE), and Brasilia (DF). In 2009, around 1.5 billion passengers were transported by these systems a small number, since this total should be the number of passengers transported only in the metropolitan region of São Paulo (SP) 6, which has almost 20 million inhabitants and has one of the heaviest rates of passenger 3.6 DISTRIBUTION OF TRANSPORTATION MODES BY REGION Economic and social development of a country is deeply related to a positive scenario from both qualitative and quantitative points of view of transport infrastructure, since the latter is responsible for promoting both regional integration and economic development, enabling the necessary connections for the transport of people and goods. It is worth pointing out that, when considering the different modes of transportation, important differences can be noted both in the way regional integration is promoted and in the development, given the characteristics and suitability of each mode. It is essential to appropriately structure the country s transportation systems, in order to satisfactorily serve its need for progress. Within this context, the current Brazilian scenario indicates the need for considerable improvements in this sector the size and potential of Brazil. 23

24 In Graphic 5, the distribution of transportation modes is depicted by Region. When observing the diagram, it can be noted that in the North Region there is a large concentration of waterways, besides the disparity between the transportation modes in the different regions of Brazil, the needs of each mode and region, so as to eliminate the logistics bottlenecks in the integration of the Brazilian states. 24

25 4. Methodology The CNT Plan of Transportation and Logistics was developed based on two classes of projects: national integration founded on metropolitan regions as described in the following items. 4.1 NATIONAL INTEGRATION PROJECTS The national integration projects were based on the structure of existing transportation axes, formed by a set of infrastructures, and according to economic production and the need to distribute goods between consumer centers and export points. or complement the transport to the Structuring Axis. Both Structuring Axes and Complementary Links consist of sets of existing infrastructures as well as solutions Brazilian Regions and neighboring countries, and stimulating foreign trade. project (see Image 2). The sectors were formulated from general and spatial guidelines of the grouped projects and from the transportation modes. The nine axes are listed below: 1) The Northeast-South Axis: It begins with a stretch of the South Railway Network of America Latina Logística ALL, from Rio Grande (RS) to the outskirts of the city of São Paulo (SP), accessing the highway BR-381 through to Belo Horizonte (MG). From the capital of Minas Gerais, the axis goes towards Salvador (BA) through 2) The Coastal Axis: It connects the Southern and Northern Regions, beginning in Porto Alegre (RS) towards Salvador (BA) through the highways BR-290, BR-101, BR-376, BR-116, and returning to BR-101. Later, the connection between Salvador (BA) and Teresina (PI) is made through the railway networks of Ferrovia Centro Atlântica (FCA) and Transnordestina Logística (TNL). Finally, from the capital of Piauí to Belém (PA), the connection is made by road through the highways BR-316 and BR ) The North-South Axis: It connects the Northern and Southern Regions with its main route rolling through the hinterland of the country, crossing the Midwestern Region. The axis starts from Uruguaiana (RS), via the highways BR-472, BR-285, BR-158, BR-262, and BR-163 through to Cascavel (PR). From there, the connection is 25

26 via the waterways of the Paraná and Paranaíba rivers as far as the city of Itumbiara (GO). Afterwards, using the highway BR-153, the axis moves through the state of Goiás to the city of Peixe (TO), and then accesses the waterway of the Tocantins River through to the city of Belém (PA). 4) The Amazon Axis: It presents a main route consisting only of waterways, using the Amazonas and Solimões Rivers. It begins in the county of Tabatinga (AM), at the border of Colombia and Peru, going through cross-country waterways until it reaches the city of Macapá (AP) and the Atlantic Ocean. 5) The Central-North Axis: It starts in Novo Mundo (MS) at the border with the state of Paraná and moves along the highway BR-163 until it reaches Guarantã do Norte (MT), at the border with the state of Pará, where it accesses the waterway Teles Pires-Tapajós until its end, in Santarém (PA). 6) The North-Southeast Axis: It connects the Northern and Southeastern Regions through the Midwestern Region. Its main route begins in Itacoatiara (AM), moves through the Madeira River waterway until it reaches the county of Humaitá (AM). From there, the axis continues via the highways BR-364, BR-174, and BR-070 through to Alto Araguaia (MT). It then continues through stretches of the North Railway Network of Latin America Logistic ( ALL, formerly Ferronorte) and the of São Paulo Railway Network of ALL (formerly Ferroban) until it reaches the city of Santos (SP). 7) The East-West Axis: the main route of this axis connects the westernmost part of Acre to the coast of Bahia, moving through the Midwestern Region. At its start, it uses the existing infrastructure of the highway BR-364, which begins in Rodrigues Alves (AC) and continues as far as Abunã in the city of Porto Velho (RO). From there, the axis uses the waterway of the Madeira, Mamoré, and Guaporé Rivers through to Vila Bela da Santíssima Trindade (MT). Then, it continues via the highways BR-364, BR-070, BR-020, and BR-242 until it reaches Salvador (BA). 8) The Northeast-Southeast Axis: It connects the Northeastern and Southeastern Regions of the country. Its main route begins in São Luiz (MA), using the railway network of Transnordestina Logística (TNL, formerly CFN) through to Teresina (PI). Then, moving through stretches of the highways BR-316 and BR-407, the axis reaches the city of Juazeiro (BA), from which it accesses the São Francisco River waterway to reach Pirapora (MG). Finally, leaving the waterway, the axis reaches the city of Rio de Janeiro (RJ) through the railway networks of Ferrovia Centro-Atlântica - FCA and MRS Logística - MRS. 9) The Cabotage Axis: It connects the main Brazilian sea ports through the existing coastal trade routes, starting in Rio Grande (RS) and ending in Macapá (AP). The conceptual elaboration of the axes enabled us to identify the potential transportation demand in relation to the supply in terms of the production and consumer markets. Additionally, it allowed us to identify and quantify the infrastructure projects required for the improvement of the transport operations in said axes. Besides the proposals of the multimodal Structuring Axes, the CNT Plan of Transportation and Logistics also includes as a national integration project another infrastructure relevant to mobility, economic exchange, and tourism: the High Speed Train (HST) to connect the cities of Rio de Janeiro (RJ), São Paulo (SP) and Campinas (SP) and to access the economic centers. 26

27 Image 2 Structuring Axes 27

28 SELECTION AND ALLOCATION OF PROJECTS The projects suggested in the CNT Plan of Transportation and Logistics refer to the interventions needed to enable quality of products. needs of transport operators in each region of Brazil. In addition to these contributions, the selection process considered previous surveys developed by bodies such as the National Confederation of Industries (CNI), the National Confederation of Agriculture (CAN), the National Supplying Company ( CONAB), the Initiative for the Integration of the Regional Infrastructure of South America (IIRSA), and government and non-government organizations connected to the sector. Additionally, a few suggestions obtained during the 2008 Regional Seminars were analyzed and incorporated to the collected along with interventions presented in PAC 2. Care was taken so as not to incorporate proposals already included in the consolidated list of projects. It is worth noting that projects presented in this version include only the required infrastructure that has not yet been provided by the government, with a few possible changes added from previous editions. trips, such as ports, frontier posts, the capital cities of Federation s, and agricultural and industrial production areas, among others. It is worth noting that the projects suggested for the transport infrastructure related to Complementary Links followed TYPES OF PROPOSED INTERVENTIONS The interventions presented in this Plan for national integration projects basically consider proposals for the construction and adaptation required for the various modes of transportation. For clarity and project presentation, types are listed in Table 1. 28

29 Table 1 Types of intervention proposed for national integration projects. Type Intervention Category Services involved and operational characteristics Tarmac Improvement Restoration and/or enlargement of runway and/or taxiing strip Restoration and/or enlargement of runway (with eventual acquisition of additional area), in accordance with geometric project demands and day and night marking Adjustment Enlargement of Cargo Structure Enlargement or construction of cargo terminals (courier services, express delivery, air cargo, and cargo agents) Enlargement and/or construction of cargo terminals (courier services, express delivery, air cargo, and cargo agents) which can include implementation of storage structures such as pallet-holders, drive-in/ drive-through, picking consolidation area and truck docks Airports Airport Expansion Airport expansion: patio, tarmac, terminal (passenger, baggage, cargo), control tower and equipment installation Restoration and/or enlargement of tarmacs, aircraft passenger, baggage and cargo terminals Construction Airport Construction Implementation of a new airport Acquisition of the facility area, execution of groundlevelling services, infrastructure, superstructure, signalling, drainage and special works of art for runways and auxiliary ways, construction of passenger, baggage and/or cargo terminal(s), establishment of road access and construction of support facilities (hangars, fuel park, etc.) Complementary Adjustment Terminal Adjustment Expansion of facilities and/or installation of various types of equipment OR adaptation of existing terminals to intermodal operations Execution of civil works in metal or concrete structure that enable the installation of storage equipment (pallets, silos, etc.) and cargo-moving equipment. Projects of infrastructure adaptation still have to contemplate interface with vehicles of other means of transportation Construction Terminal Construction Establishment of new railway, waterway, bus, or intermodal terminal Area acquisition for establishing the enterprise, execution of services of ground-levelling, drainage, infrastructure, construction, pavement, access ways in the planned modes of transportation, signalling, and installation of various types of equipment 29

30 continued Type Intervention Category Services involved and operational characteristics Elimination of Restraint Elimination of restraints Adjustment of railway infrastructure to solve at-grade intersection problems and removal of invasions to the right-of-way Adjustment Railway Restoration Railway Duplication Restoration of railway infrastructure Rail extension duplication Substitution of permanent railway material (gravel, rails and/or ties), infrastructure and superstructure adaptation and restoration of drainage devices. The duplication projects have yet to contemplate ground-levelling and drainage services and construction of infrastructure and superstructure for the establishment of a new extension (parallel to the existing one). Railways Railway Construction Establishment of railway extension (new line or extension of existing line) Acquisition of right-of-way, execution of groundlevelling and drainage services, construction of infrastructure and superstructure, railway signalling installation, construction of detours and access extensions to terminals, building of stations and patios, and execution of special works of art (bridges and overpasses) Construction HST Construction Establishment of railway network for High-Speed Train(HST) operation Acquisition of right-of-way, execution of geotechnical services (ground-levelling, tunnel digging, etc), construction of permanent way (superstructure), construction of passenger stations, maneuver and maintenance of patios, and special works of art (bridges and overpasses) and of an Operational Control Center (CCO), additionally to the implantation of systems (energy transmission, etc.) Waterways Adjustment Depth Increase Transposition Devices Dredge/demolition to increase depth, allowing access of ships with greater load draught Complete construction or of canal locks and/or waiting garage(s) Dredging with removal of granular material through mechanical efforts by silt removal equipment (in the case of depth increase), placement of buoys, signals, and markings to guide navigation, renovation of navigation support equipment. Projects for construction of transposition devices still comprise the canal locks and waiting garages in locks Construction Canal Opening Dredge/demolition for canal opening for navigation OR Opening of navigation canal, in natural river bed, through demolition and removal of silt (dredging). If projects in the areas of hydrology, ground-levelling, geotechnology, to ensure conditions of depth and breadth needed for navigation 30

31 continued Type Intervention Category Services involved and operational characteristics Land Access Restoration, adaptation or construction of land accesses Construction or restoration of port accesses through railway or roads in urban areas Ports Adjustment Port Area Dredge/ Demolition Restoration and/or expansion of storage area, backport area and/ or maneuver Dredge/demolition aiming to restore or increase depth for ocean access and/or port access Dredging, restoration or depth increase, piers, storage areas, maneuver area and dolphin/docks, besides installation of various types of equipment Construction Port Construction Establishment of new port of port terminal Acquisition of construction area, execution of groundlevelling, drainage and dredging/demolition services, building of port infrastructure and superstructure, signal installation and construction of special works or art (docking berths, backport area buildings, etc.) Adjustment Road Duplication Additional Lane lanes from 2 to 4 or from 4 to road capacity OR Completion of duplication works Creation of additional lane in areas with hilly or mountain terrain drainage and paving services and establishment of horizontal and vertical signalling and special works of art. Duplication projects can also include acquisition of Complementary right-of-way to include other road lanes Roads Pavement Restoration Pavement restoration of road and/ or shoulder Execution of milling services on damaged pavement, levelling of damaged base and application of coating Pavement Paving of unpaved stretch OR Completion of Paving works Execution of paving services on an existing or natural bed, including the construction of draining devices and installation of vertical and horizontal signals Construction Road Construction Establishment of new road stretch Elaboration of geometric project, acquisition of rightof-way, execution of ground-levelling, draining, and paving services and establishment of infrastructure, of common and special works of art, and of horizontal and vertical signalling It is important to note that all projects suggested by the CNT Plan of Transportation and Logistics, as a rule, will be subjected to environmental study assessments so as to adopt a transport infrastructure that will minimize the environmental impact caused by the construction and ongoing operation. 31

32 The characteristics of each proposed intervention are outlined below according to the mode of transportation. AIRPORT PROJECTS The listed projects to improve the current and future airport infrastructure address the potential expansion of cargo and passenger transportation in each Region, as well as the need to enlarge the current infrastructure so as to meet the growing demand for air transport. - Tarmac improvement: dealing with restoration and/or increase in the length of the runways and auxiliary ways, according to the demands of the geometric project, and day and night markings. - Expansion of cargo structure: referring to the expansion of physical space of terminals of courier services, express mail, air cargo, and cargo agents. This can include the creation of storage structures such as palletholders, drive-in/drive-through, picking/consolidation area, and docks for road cargo vehicles. - Airport expansion: On the other hand, listed projects of airport construction include regions without airport infrastructure or with a high level of saturation, low level of services to process cargoes and/or passengers, and no room for expansion. In this case, the following services are needed to establish a new airport: weather conditions of visibility, wind behavior, precipitation rates, accessibility and lack of physical barriers (mountains, - Construction of runways and auxiliary ways: execution of earthworks, drainage and paving services, aircraft parking area, waiting stalls, and partitions. distance marks, touch down zone, and runway edges. Additionally, when necessary, installation of lighting at the landing and taxiing runways for obstacles, approach, runway edges, runway threshold, end of runway, center line, touch down zone, runway exit, and stop. 32

33 - Construction of cargo processing terminals: building of terminals for courier services, express mail, air cargo, in/drive-through, shelves, picking/consolidation areas and docks for road cargo vehicles. PROJECTS OF COMPLEMENTARY INFRASTRUCTURE Listed proposals for complementary infrastructure refer to the projected civil works, including cargo transshipment and storage equipment: the terminals. Adaptation interventions take into account both the expansion of the operational capacity of existing terminals and/ or their adaptation to intermodal transportation. Construction interventions, on the other hand, cover installation of new railway, waterway, road, or intermodal terminals, including the acquisition of land for the project, providing services for earthworks, drainage, infrastructure, buildings, construction of access ways, paving, signaling, and equipment installation. RAILWAY PROJECTS Suggestions for railway projects include the following set of categories: - Elimination of restraints: refers to solutions for at-grade intersection problems and removal of invasions of right-of-ways. - Railway restoration: considers both the reactivation of non-operational branch lines and the improvement restoration of damaged draining devices, improvement of layout (geometry of small sections) and installation of mixed gauge. - Railway duplication: deals with the substantial increase in railway capacity and/or separation between cargo ground-leveling, draining, installation of ballast, rails, ties, and even special works of art. Construction projects, on the other hand, are related to both the installation of new railway lines and new branch lines or extensions of sections where there are already railway projects for the expansion of the network or where, in the last years, new demands for railway transportation appeared. The considered categories were: - Railway construction: establishment of new railway line(s) or branch line or extension of existing line. - Construction of HST: installation of a railway network for the operation of the High-Speed Train HST. Services required to execute railway construction projects are: 33

34 compaction. - Installation of superstructure: includes leveling the subgrade and installing the ballast, and providing drainage, gravel, ties, and rails. - Installation of railway signals. - Construction of detours and terminal accesses for adequate railway operation. - Construction of stations and patios: building cargo stations (terminals) and railway patios for wagon sorting. - Construction of special works of art (basically bridges and overpasses). Construction projects for the High-Speed Train (HST), however, include the following items: - Acquisition of right-of-way, including the necessary compensations and expropriations. - Geotechnical services, comprehending tunnel- digging and earthworks. - Installation of permanent ways (superstructure): ballast, ties, and rails with large gauge (1.6m). - Construction of passenger stations. - Construction of maneuver and maintenance patios. - Construction of special works of art (basically bridges and overpasses). - Construction and installation of the Operational Control Center (CCO). WATERWAY PROJECTS Proposals for waterway adaptation projects include the following categories: - Increase of Depth: includes services for demolition of rock massifs and dredging of settled silt blocking or restricting the draft 7 of vessels or convoys and hindering seaworthiness. - Installation of transposition devices: includes the full construction or completion of construction of locks in dams and/or waiting garages upstream and downstream of existing locks. Waterway construction projects are concerned with the opening of navigation canals in non-navigable stretches or stretches of little navigability. These projects may involve demolition of rocks and/or removal of silt (dredging) and geotechnology will also be considered in order to guarantee the necessary depth and breadth conditions for navigation. 34

35 PORT PROJECTS According to the nature and purpose of works, the proposals for includes projects of dredging and/or rock demolition to restore or increase the depth of sea and/or wharf accesses. - Port area: deals with the projects of expansion of warehousing and back-port areas and/or maneuver areas and the substitution of equipment in the port area. - Ground access: refers to adaptation projects of railways and/or road access to ports, including the construction of special access ways, improvement to the existing ones, and bypasses around heavily populated areas. Construction projects, in turn, are related to the installation of new ports or terminals and include the following services: - Acquisition of port site - Execution of ground-leveling services - Execution of dredging/rock demolition to obtain the designed depth for mooring berths, turning basin and fairway - Installation of port infra- and superstructure - Installation of signals - Drainage - Construction of mooring berths - Construction of back-port area, buildings, etc. ROAD PROJECTS The interventions related to adapting the road structure correspond to the set of civil works that guarantee the These projects include: 35

36 - Road duplication: involves increasing the number of lanes through the execution of ground-leveling (removal base, base, and surface coating), horizontal and vertical signaling, special works of art (bridges and overpasses), with an aim to increase the level of service in sections of hilly or mountain terrain, reducing trip time and operational cost of vehicles, and improving road safety conditions. This is an auxiliary vehicles. To that end, works of ground-leveling (when necessary), paving, and horizontal and vertical signaling are executed. Its purpose is to increase the road capacity in certain stretches through the construction of a lane - Pavement restoration: includes milling services on damaged surface coating, leveling of damaged bases, Construction interventions, in turn, are divided into: - Paving: devices and the installation of vertical and horizontal signaling. - Road construction: includes preparation of the geometric project, acquisition of right-of-way (including eventual expropriations), and execution of all civil works needed for the construction of a road (ground-leveling, infrastructure, drainage, paving, common and special works of art, and horizontal and vertical signaling). On the other hand, where construction of an additional lane was indicated, the capacities of the two-lane roads were on long uphill and steep stretches reduces the level of services for the road. It is still worth noting that the adaptation criteria for the CNT Plan of Transportation and Logistics meet the conditions described for each category, as listed below: Duplication the total volume. - Roads that do not compete with modes of transportation of large volumetric capacity. 36

37 - Roads that provide connection with large urban centers, the main maritime ports, and with Mercosur countries. than half of the total volume. - Relevancy as connections to points that generate agriculture or manufactured cargo trips. Pavement Restoration Pavement quarter of that volume. Highway Survey. - All roads that are important connections between production points and urban centers. - The construction projects, in turn, satisfy the aspects listed for each category, as indicated below: - Completion of the integration between existing sections of a same road. Road Construction areas of low density of road infrastructure. 37