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.
Diagnóstico Infraestructura vial del Uruguay 2015 - 2030
Ing. Lucio Cáceres – Ing. Federico Farinasso 34
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)

결과 (영어) 1:

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 of origin todestination (door to door) reality shows that rail transport was insufficient toget 3% of the tonnage moved in the country.Significant is the fact that, at the time there had been a substantial increase inloads, railroad has decreased the number of tonnes transported.These facts, unless the current railroad of the Uruguay is notcompetitive with the truck.Will surely be of interest of the road network channel the greatest amount of tonnes to theRailway, and a proposal could be the of railway investment for what isSave of road infrastructure for each ton km transported by railway.However, it is estimated that in general, the form of exploitation linked to the dimensionthe country, the type of production, the minimum scale for economic training of atrain, the railway track, as well as the operational difficulties and lack of investmentin rolling stock and railway infrastructure, they will do so a servicecompetitive transportation on the near horizon.However, if the country influence to extractive products of low productionsvalue (minerals in the rough), should study in depth the use of therailway infrastructure.In the same way you could say that to the extent that the inland waterways ormaritime is viable, will represent a relief road network, although it is limited to certain routesnavigable.A concrete example is the cellulose transported from Fray Bentos to Nueva Palmira fortheir transshipment or the case of the wood of La Paloma transportation pilot project toShells or the experience of barges of grains between Paysandu and Nueva Palmira.But as in the case of rail, is strongly conditioned by thelocation of the production, destinations, the minimum scale and geographical rigidity of theown river system.In short, the road benefited will be by increasing participation offreight rail or river, but not to promote these last may bemeet the road infrastructure that modern transport isirreplaceable.Diagnostic road infrastructure of Uruguay 2015-2030Mr. Lucio Caceres - Eng. Federico 34 Farinasso14 RESOURCES RELATIONSHIP, AND GDPThe historical series of GDP vs road investment of the MTOP in Uruguay, for the networknational and aid to the municipalities programmes, shows a variation verysignificant reflecting the double variation in GDP downward, while trimmingbudget in these circumstances, and the lack of a reversal of this policybudget in the years of GDP growth, and believes at the same time, theloss of purchasing power of the dollar in the basket of road works.14.1.1 table 17: budgetary resources MTOP and GDP (2011 terms)

결과 (영어) 2:

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 itineraries of origin
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
of the 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 to channel as many tons per
train, and I raise could be deployed for railway investment that will
save infrastructure road per tonne km transported by rail.
However, it is estimated that in general, the form of exploitation linked to the size
of the country, the type of production, 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 could say that as far as the river or transportation
maritime feasible, will represent a relief to the road network, although certain routes is limited
navigable .
A concrete example is the Fray Bentos pulp transported to Nueva Palmira for
their reshipment 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 stiffness
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 be left
to address the road infrastructure for modern transport is
irreplaceable.
Diagnosis Road Infrastructure of Uruguay 2015 - 2030
Ing. Lucio Caceres - Ing. Federico Farinasso 34
14 LIST OF RESOURCES AND GDP
The historical series of GDP vs road investment in Uruguay MTOP to the network
and national aid programs to municipalities, shows a variation
reflecting significant double variation of GDP lower, while cutting
budget in these circumstances, and lack of reversal of this policy
budget in the years of growth of GDP, and considers at the same time, the
loss of purchasing power dollar in the basket of roadworks.
14.1.1 Table 17: Budgetary Resources MTOP 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 may be adequate for itineraries of origin and 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 in the 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
Railway,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 dimension of the country, the production type, the minimum level of Training for the Economic a
Train, the railway Route,In addition to the Operational difficulties and the lack of Investment in infrastructure, Rolling Stock and Railway, will not make this a competitive Transport Service

next on the Horizon. However, if the country will Productions Extractive products under
value (RAW Minerals), should be studied in depth use of the Railway Infrastructure

.In the same way we could say that as the River Transport or Maritime
feasible, will represent a relief to the Road Network, even though limited to certain routes navigable
.
a Concrete example of Fray Bentos Pulp is transported to Nueva Palmira to
the transfer or transport Pilot Project case the Wood Pigeon
Shell or the experience of grain Barges between Paysandu and Nueva Palmira.
but as in the case of Rail, is strongly conditioned by the
location of production, destinations, the minimum scale and geographical rigidity

River system. In summary, The Road will benefit from increased participation of
Railway Freight or RiverBut not to promote the latter can leave
meet the Road Infrastructure for Modern Transport is Irreplaceable Diagnostic
.
Road Infrastructure Uruguay 2015-2030
Ing. Lucio Caceres - Ing. Federico farinasso 34
14. Relationship of resources and GDP GDP vs
Historical Series of MTOP Road Investment in Uruguay for the Network.National Programmes to support Governments, shows a very significant change, reflecting the Double variation of GDP to decline, while Budget Cuts. In these circumstances, and the lack of Reversion of this policy and budget in the years of GDP growth, and considered 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)