Transnordestina Will Progress 2.5 Km per Day

Transnordestina will begin to progress by 2.5 km per day starting on November 1st. Until now, the daily expansion was 1 km per day, with the 10 thousand construction workers stopping only between 3:30 am and 6:20 am, for machine maintenance. This construction acceleration will be possible because six locomotives will join the two that area already in operation for transporting rails and concrete sleepers, at 380 kilos each. And once it’s completed, the railway will be more than welcome, as it will bring more jobs and economic improvement to the region it reaches.


The line that will connect Eliseu Martins, in Piauí state, where an iron mine was discovered with a reserve estimated at 2.97 billion tons, to Porto de Suape, in Pernambuco state will be finished by the end of 2013.The section between the city of Salgueiro in Pernambuco and Porto de Pecém, in Ceará state, will be ready by 2014.


The initial project forecasted total construction completion by the end of 2013, but there was a block in the expropriation of land in Ceará state, affirms Tufi Daher Filho, CEO Director of Transnordestina Logística. On the other hand, more than 200 km have already been approved for rail deployment. Of the total to be expropriated, the Ministério de Justiça conceded the land’s seizure, the last stage of the process, for another 240 km.


Once finished, the new Transnordestina will have 1,728 km and will provide the Companhia Siderúrgica Nacional (CSN) with self-independence in transporting more than 30 million tons of freight per year in Brazil in 2025 – being able to reach 50 million with the doubling of railway yards. The current railway, which leaves São Luiz, goes through Teresina, Fortaleza, passes through the Cariri region and crosses Paraíba until arriving in Suape will transport 2 million tons/year; in 2014 this capacity will be 3.1 million tons/year.


The Estrada de Ferro will bring economic growth to the Cariri region, according to the mayor of Missão Velha, Washington Luiz Macedo Fechine, from PSB. The city in Ceará state, with 35 thousand residents and an economy centered on agriculture and commerce will be the railway intersection point between Suape and Pecém. Construction work has already attracted 3 thousand new residents. The expectation is that it will also bring new industries to the area. For Daher, the project breaks a negative binomial for Brazil’s northeast: companies didn’t set themselves up in this region due to a lack of adequate logistics and, this logistical base wasn’t created because there weren’t companies available to come to the region.


Job offers have also increased in the region. A study by the Banco do Nordeste shows that the railway will generate in total a string of 500 thousand jobs, the executive informs. Ten thousand positions were created in the initial phase. More than 60% of the construction workers are local; and 8% are women. In addition, 4 thousand people with no competitive job prospects are being trained by the CSN Acreditar project, to work on the railway.


Salgueiro Planning and Environmental secretary Ana Neide de Barros emphasizes that the concern now is with manual labor qualifications. The city, located 518 km from Recife, has the 7th highest GDP in Pernambuco state’s Sertão region, and only now – with transposition construction works of the Rio São Francisco and of Transnodrestina – receives big infrastructure projects that create jobs for the 56,641 residents and the first computer assembly factory of the Northeast. The railway places Salgueiro on the route to development, says Barros.


In the town, the construction site was assembled with three large industries meeting the construction’s needs: the largest concrete sleeper factory in operation worldwide, which produces 4,800 parts/day; a welding rail yard and a crushing plant with the capacity for 4,500 m3 per day- around 225 dump trucks and more annual production than the 40 largest quarries in São Paulo State.


The construction budget, from 2008, is R$5.422 billion. R$3.1 billion are loans – R$2.7 billion from the Fundo de Desenvolvimento do Nordeste (FDNE), R$225 million from the Banco Nacional de Desenvolvimento Econômico e Social (BNDES) and 180 million from the Banco do Nordeste – and R$2.3 billion in equity funding – R$ 1.3 billion from CSN, R$823 million from the Fundo de Investimento do Nordeste (Finor) and R$164 million from Valec. The cost per kilometer, nearly R$2.9 million, is the smallest cost for a railway with this world-class deployment standard, Daher affirms.


Marchetti believes that the industry’s regulatory framework will be able to make the distinction between infrastructure, which comprises construction and maintenance, and route operation. This could already take place on the network that is being built by state company Valec, which is being financed by public resources. In this context, there’s the possibility of multiple operators paying for the right of way through public means. But this regulatory plan still hasn’t been put together.


According to Marchetti, for the modal to earn more space in the transportation of freights, an increase in commercial train speeds and improving port access is necessary. For five years, BNDES has been offering a credit line, in favorable conditions like the lowest interest rates, for overcoming these obstacles that involve mainly the passing of trains near urban zones. This line has already been demanded in the beginning, but the search has been inhibited by a gray zone, sincere there are uncertainties if this investment is União-based or from the private concessionaire, Marchetti comments.


In the rail passenger transportation industry, resources come from BNDES, União budgeting, international, multilateral organizations and form possible public-private partnerships (PPPs). The federal government announced recently that it would release resources to construct metro systems in Porto Alegre and Curitiba. In Curitiba, the capital of Paraná state, the federal government will invest R$1.75 billion for constructing 14 km of the metro – almost 80% of the resources necessary for carrying out construction – R$1 billion directly from the refundable grants budget, and R$750 million financed to the State and to the city government with low interest rates. In Porto Alegre, capital of Rio Grande do Sul state, the federal government will also invest R$1.75 billion – R$1 billion to refundable grants and R$750 million financed – totaling two thirds of the resources necessary for executing the Porto Alegre metro.


Multilateral organizations are another source of resources for urban mobility projects. In June, the Rio de Janeiro state government signed a commitment term with the French Development Agency (AFD) that will represent the signing of a financing agreement of € 500 million for the construction of Rio de Janeiro city’s metro line 4, between Ipanema and Barra da Tijuca, a project that should be ready by 2016.


The PPPs are also another route. The São Paulo state government was the first to take a step in this direction, with the concession to private initiative of the Metro line 4, which connects the city’s western region to São Paulo’s city center. The state government is now developing studies to construct a regional train between São Paulo and Santos, a project that may be accomplished through a PPP says Desenvolvimento Metropolitano de São Paulo secretary Edson Aparecido.

Borrowers who would look cash advance payday loans their short terms. payday loans

It is why would payday cash adv

Seja o primeiro a comentar

Faça um comentário

Seu e-mail não será divulgado.


*