13. EL TRANSPORTE POR CARRETERA Y O

13. EL TRANSPORTE POR CARRETERA Y OTROS MODOS
Un tema que ha estado en la opinión pública es la posibilidad del transporte ferroviario.
Si bien el transporte ferroviario puede resultar adecuado para itinerarios de origen a destino (puerta a puerta) la realidad muestra que el transporte ferroviario no alcanza a captar un 3% del tonelaje movido en el país.
Muy significativo es el hecho que, al momento de haber existido un aumento sustancial de las cargas, el ferrocarril haya disminuido la cantidad de toneladas transportadas.
De estos datos de la realidad, al menos el ferrocarril actual del Uruguay no es competitivo con el camión.
Seguramente será de interés de la red vial canalizar la mayor cantidad de toneladas al ferrocarril, y un planteo podría ser el de destinar a la inversión ferroviaria lo que se ahorra de infraestructura carretera por cada tonelada km transportada por vía férrea.
Sin embargo, se estima que en general, la forma de explotación unida a la dimensión del país, el tipo de producción, la escala mínima para la formación económica de un tren, el trazado ferroviario, además de las dificultades operativas y la falta de inversión en material rodante e infraestructura del ferrocarril, no harán de este modo un servicio de transporte competitivo en el horizonte próximo.
No obstante, si el país se volcara a producciones extractivas de productos de bajo valor (minerales en bruto), debería estudiarse en profundidad el uso de la infraestructura ferroviaria.
De la misma forma podríamos decir que en la medida que el transporte fluvial o marítimo sea viable, representará un alivio a la red vial, aunque se limite a ciertas vías navegables.
Un ejemplo concreto es la celulosa transportada de Fray Bentos a Nueva Palmira para su reembarque o el caso del proyecto piloto de transporte de madera de La Paloma a Conchillas o la experiencia de barcazas de granos entre Paysandú y Nueva Palmira.
Pero al igual que en el caso ferroviario, se encuentra fuertemente condicionado por la localización de la producción, los destinos, la escala mínima y la rigidez geográfica del propio sistema fluvial.
En síntesis, la carretera se verá beneficiada por el aumento de participación de la carga ferroviaria o fluvial, pero no por promover estas últimas se puede dejar de atender la infraestructura vial que para el transporte moderno resulta irremplazable.
14. RELACION DE RECURSOS Y PBI
La serie histórica del PBI vs la inversión vial del MTOP en el Uruguay, para la red nacional y los programas de ayuda a las Intendencias, muestra una variación muy significativa que refleja la doble variación del PBI a la baja, a la vez que el recorte presupuestal en esas circunstancias, y la falta de reversión de esta política presupuestal en los años de crecimiento del PBI, y que considera al mismo tiempo, la pérdida de poder adquisitivo del dólar en la canasta de obras viales.
14.1.1 TABLA 17: Recursos presupuestales MTOP y PBI (términos de 2011)

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13. THE ROAD TRANSPORT AND OTHER MODESA topic that has been in the public is the possibility of rail transport.Although rail transport can be suitable for routes from origin to destination (door to door) reality shows that rail transport is insufficient to attract 3% of the tonnage moved in the country.Very significant is the fact that, at the time there had been a substantial increase in charges, the railroad has decreased the number of tonnes transported.From these facts, unless the current railroad of the Uruguay is not competitive with the truck.You will surely be found in the road network to channel the greatest amount of tonnes to the railway, and a proposal could be the of railway investment is saving of road infrastructure for each ton km transported by railway.However, it is estimated that in general, the form of exploitation linked to the country's size, production type, minimum scale for the economic formation of a train, the railway track, in addition to the operational difficulties and the lack of investment in rolling stock and infrastructure of the railway, will not thus a competitive service on the next horizon.However, if the country influence extractive production of low value (mineral raw) products, the use of railway infrastructure should be studied in depth.In the same way you could say that fluvial or maritime transport as feasible, will represent a relief road network, although it is limited to certain waterways.A concrete example is the cellulose transported from Fray Bentos to Nueva Palmira to their transshipment or the case of the pilot project of transportation of wood of La Paloma to shells or the experience of barges of grains between Paysandu and Nueva Palmira.But as in the case of rail, is strongly conditioned by the production location, destinations, the minimum scale and geographic rigidity of the fluvial system.In short, the road benefited will by increasing participation of freight rail or river, but not to promote these latest Miss meet the road infrastructure which it is irreplaceable for modern transport.14 RESOURCES RELATIONSHIP, AND GDPThe historical series of GDP vs road investment of the MTOP in Uruguay, for the national network and aid to the municipalities, shows a very significant variation that reflects the double variation in GDP downward, while the budget cuts in these circumstances, and the lack of reversal of this budget policy in the years of GDP growth , and believes at the same time, the loss of purchasing power of the dollar in the basket of road works.14.1.1 table 17: budgetary resources MTOP and GDP (2011 terms)

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13. ROAD TRANSPORT AND OTHER WAYS
One issue that has been in the public opinion is the possibility of rail transport.
While the rail may be suitable for routes from origin to destination (door to door) reality shows that transport rail fails to capture 3% of the tonnage moved in the country.
Very significant is the fact that at the time had been a substantial increase in charges, the railway has decreased the number of tons transported.
Of these facts of reality at least the current railway Uruguay is not competitive with the truck.
It will surely be of interest to the road network channel most tonnage to rail, and I raise could be deployed for railway investment that saves infrastructure road per tonne km transported by rail.
However, it is estimated that in general, the way linked to the size of the country exploitation, production type, the minimum economic scale formation of a train, the railway line, in addition to the operational difficulties and lack of investment in rolling stock and rail infrastructure, will they thus service competitive transport in the near horizon.
However, if the country to extractive productions products capsized low value ( crude minerals) should be studied in depth the use of railway infrastructure.
In the same way we might say that as the waterborne transportation feasible, will represent a relief to the road network, although certain waterways is limited .
A concrete example is the Fray Bentos pulp transported to Nueva Palmira for transshipment or the case of transport pilot wood pigeon or experience Conchillas grain barges between Paysandu and Nueva Palmira.
But as in Rail case, is strongly influenced by the location of production, the destinations, the minimum scale and geographical rigidity of the river system itself.
In short, the road will benefit from the increased participation of rail or river freight, but not to promote the latter can neglecting road infrastructure for modern transport is irreplaceable.
14. LIST OF RESOURCES AND GDP
The historical series of GDP vs MTOP road investment in Uruguay, for the national grid and aid programs to municipalities, shows a very significant change that reflects the double variation of GDP down to While the budget cuts in those circumstances, and lack of reversal of this budget policy in the years of growth of GDP, and considers at the same time, the loss of purchasing power of the dollar in the basket of roadworks.
14.1. 1 TABLE 17: MTOP budgetary resources and GDP (2011 words)

결과 (영어) 3:

13. Road Transport and other modes, a topic that has been in the public opinion is the possibility of Rail Transport.
while Rail Transport can be suitable for routes from origin to destination (door to door) reality shows that Rail Transport can not capture a 3% of the tonnage moved in the country.
very significant is the fact thatWhen there has been a substantial increase of loads, the railway has decreased the amount of tonnes transported.
The Data of Reality, at least the current Rail of Uruguay is not competitive with the truck.
will surely be of interest for the road network to Channel the greatest amount of tonnes to rail,And a raised could be allocated to the railway which saves investment of Road Infrastructure for each ton km Transported by rail. However, it is estimated that in general, the form of exploitation linked to the size of the country, the production type, the minimum Economic scale for the formation of a train the railway Route,In addition to the Operational difficulties and the lack of Investment in Rolling Stock and Railway Infrastructure, will not make this a competitive Transport Service in the near future. However, if the country will Extractive production of low value goods (RAW Minerals), should be studied in depth the use of Railway Infrastructure.
In the same way we could say that as the water transport is feasible, will represent a relief to the Road Network, even though limited to certain Waterways.
A Concrete example of Fray Bentos Pulp is transported to Nueva Palmira for reshipment or the case of the pilot project to transport the Wood Dove shells or experience of grain Barges between Paysandu and Nueva Palmira.
but as in the case of Rail, is strongly influenced by the location of production the destinationsThe Minimum scale and geographical Rigidity of the river system. In summary, The Road will benefit from the increased participation of Railway Freight or River, but not to promote the latter cannot meet the Road Infrastructure for Modern Transport is irreplaceable.
14. Relationship of resources and GDP.The Historical Series of the GDP vs The MTOP Road Investment in Uruguay for the National Network and the aid programmes to the Provinces, shows a very significant change which reflects the Dual variation of GDP to decline, while the budget cut in these circumstances, and the lack of Reversion of this Budgetary policy in the years of GDP growth.And that is at the same time, the loss of Purchasing Power of the Dollar in the basket of roadworks.
14.1.1 table 17: budgetary resources (MTOP and GDP terms, 2011)