Rio Grande do Sul

Transport infrastructure

Science Without Borders Civil Engineering Placement Project

Summer 2014

Alexsandro Campelo
Ana Paula de Bacco
Ariane Barreto
Franciele Grecco
Renata Pinheiro
Vanessa Franca
Summary
1 Introduction ............................................................................................................................ 3
2 Highways ................................................................................................................................ 3
2.1 Importance of a good highway infrastructure ................................................................ 3
2.2 Current situation and main problems ............................................................................. 4
2.3 Main areas affected ........................................................................................................ 4
2.4 Projects under development ........................................................................................... 5
2.5 Solutions proposed ......................................................................................................... 5
2.5.1 Geometry .................................................................................................................. 5
2.5.2 Resurfacing of the pavement .................................................................................... 5
2.5.3 Signalling.................................................................................................................. 6
2.5.4 Walkways ................................................................................................................. 6
2.5.5 Paving of the roads ................................................................................................... 6
2.6 Financial ........................................................................................................................ 6
2.7 Connection with the ports .............................................................................................. 7
2.8 Assumptions .................................................................................................................. 7
2.9 Conception and visualization of the development ......................................................... 7
3 Ports ........................................................................................................................................ 8
3.1 Importance ..................................................................................................................... 8
3.2 Current and Future Situation .......................................................................................... 8
3.3 Solutions ........................................................................................................................ 9
3.3.1 Initial Considerations................................................................................................ 9
3.3.2 Estimation and Distribution of Resources ................................................................ 9
3.3.3 Social and environmental impacts .......................................................................... 10
3.4 Estimated Deadlines .................................................................................................... 10
4 Railway Network .................................................................................................................. 10
4.1 Importance ................................................................................................................... 10
4.2 Current and Future Situation ........................................................................................ 11
4.3 Proposal ....................................................................................................................... 12
4.3.1 Financial solution ................................................................................................... 12
4.3.2 Environment Impacts .............................................................................................. 13
4.3.3 Social Aspects ........................................................................................................ 13
4.4 Timescale ..................................................................................................................... 14
5 Social Aspects ...................................................................................................................... 14
5.1 Actual situation ............................................................................................................ 14
5.2 Monetary power ........................................................................................................... 15
5.3 Unemployment and education rates ............................................................................. 15
Conclusion .................................................................................................................................... 15
References .................................................................................................................................... 17
Appendix ...................................................................................................................................... 20
1 Introduction
Rio Grande do Sul is one of the 27 federal units of Brazil. Located in the South, is
limited by the state of Santa Catarina on the north, the Atlantic Ocean on the east, Uruguay and
Argentina to the southwest (SOGEOGRAFIA, 2014).

Population: 11.16 million (2013)

Area: 281,748 km
GDP: 199.5 billion USD (2008)
GDP per capita: 18378.17 BRL (2008)

Rio Grande do Sul is one of the most developed states of Brazil. However, we can still
find problems related to the transport modes in the region. The main issues are related to the bad
conditions of the highways, reduced activity of railways and the bureaucracy problems and
problems in accessing ports. The highly uneven distribution of the transport matrix (Appendix
1) in the state demonstrates the urgent need for a more multimodal transport system.

So, the aim of this work is to present enough information as to understand and visualize
the social and economic situation of Rio Grande do Sul and more importantly the condition of
the transport infrastructure, including the highway network, railway network and ports
infrastructure. With this information, we are able to propose viable solutions for the problems
found, improving the economy of the state and the quality of life of the population.

2 Highways

2.1 Importance of a good highway infrastructure

Although virtual connectivity has become increasingly important today, a reliable
transport network remains vital. There is a strong correlation between a country's economic
development and the quality of its road network.
In 2005, the Plano Nacional de Logstica e Transporte issued a strategic plan for the
transport infrastructure in Brazil (PNLT, 2012) and an interesting fact concerns the transport
matrix and its huge unbalance. The highways represent 58% of the transportation used in the
country and even though it is important to create a balance in the transport modes, this clearly
indicates how important it is to maintain and invest on highways.
The main concern in this project is to create an efficient and safe transport network for
the population in Rio Grande do Sul and so, improve their quality of life. Following this
thought, the importance of maintaining high standard roads is directly related to the safety of the
road users and better access in reaching schools, hospitals and commercial centres.
Analysing the economics of this matter, we can notice that a good road network enables
companies to transport goods more cheaply, as the travel time is shorter, which also improves
delivery schedules, making them more reliable. Consequently, more timely and reliable
deliveries allow companies to minimize their stationary inventories, saving inventory and
storage costs, and increasing productivity (Keane, 1996).
2.2 Current situation and main problems
Rio Grande do Sul has a road network of 155,262 km, from which 53 of these roads are
paved and comprehend 11,056 km of federal (BR), transitional (RST) and state (RS) highways
(Departamento Nacional de Infraestrutura de Transportes, 2013). On the appendix there is a
map highlighting all the paved roads in the state (Appendix 2).
According to a Roads Survey performed by CNT (Confederao Nacional do
Transporte, 2013), over 10 % of the 8255 km assessed in Rio Grande do Sul are in bad or awful
condition. A stacked bar chart was used to adapt information from this survey and it shows the
overall and specific quality of these roads (pavement, signalling and geometry) (Appendix 3).
The state is also presenting a decline in the quality of the highways for years and today
only 7.1% of their roads are paved, which is far less than the national average, nearly 12 km
asphalted in every hundred (Departamento Nacional de Infraestrutura de Transportes, 2013).
Even with the government projects which will pave 2.4% of the network, the percentage will be
9.5%, which is still 2.5% less than the national average (Departamento Nacional de
Infraestrutura de Transportes, 2013).
The major complications these roads endure are related to the lack of government
investment over the past decades and the huge amount of bureaucracy in the government
interventions. The increase in the vehicle fleet and overweight trucks are also crucial problems
amplified by the lack of government supervision, and it is provoking high deterioration in the
roads.
The poor quality of the highways can also cause severe accidents and this was
exemplified in the increase by 2.3 % in the number of deaths on highways in 2012, compared to
2011 (Departamento Estadual de Trnsito do RS, 2012). One of the most dangerous roads on
the state is RS-122, which featured the highest number of accidents on DAERs report about
traffic accidents in 2007. The poor condition of the asphalt, single lane on most of the highway
and poor signalling are among the main features that contribute to this imminent hazard. The
most dangerous patch is at km 47, known as curve of death, and it is the cause of many traffic
accidents.

2.3 Main areas affected

On Appendix 4 there is a map highlighting the quality of the roads in Rio Grande do Sul
where we can identify the most questionable paths. On Appendix 5 there is a table
discriminating the quality of each road divided by overall, geometry, pavement and signalling.
The most affected area considering intense truck traffic is the region of Santa Cruz do
Sul, an area nearby Porto Alegre, which explains the huge circulation (Departamento Autnomo
de Estradas de Rodagem, 2014). This area is illustrated on Appendix 6.
Safety is a concern for the state as a whole, though a few paths are more dangerous,
such as BR-122 mentioned before and BR-386 (known as the Road of Death) where the
existence of single-carriageway is the main cause of accidents. The lack of pedestrian crossings
and signalling in bad situation are between the main concerns and a good example of these
conditions is RST-472 between Santo Cristo and Santa Rosa where the number of accidents is
so critical, the population started a series of riots requesting improvement in signalling and
construction of walkways.
The south of the state is a busy area because of the connection between Brazil, Uruguay
and Argentina. Because of this high volume of vehicles and cargo, a few paths have damaged
pavement and sideways, as is the case of RST-471 in the region of Taim.
Another key problem to the road network in the state is the high intensity of rain, which
damages the pavement and causes landslides. BR-153 has recently suffered from the heavy rains
of the last few weeks and the beginning path of the road (close to the state of Santa Catarina)
presents several cracks and landslides. At km 2 of the road there is a total blockage and a partial
one at km 5.

2.4 Projects under development

The highway network in Brazil has been showing signs of development across the last
six decades (Appendix 7, 8, 9, 10, 11, 12 and 13) and the investments on the maintenance and
improvement of the highway network on the last few years has experienced its highlight.
Boosted by the creation of two important investment programs on infrastructure, PAC and PIL,
the investments forecasted for both programs for the years of 2013 until 2015 are of almost 20
billion reais.
The PAC, programs of growth enhancement, have among its aims the expansion and
maintenance of the highway network system, to take the national percentage of roads classified
as good and excellent from 35% to 60% until 2014. The PIL, program of investment in logistic,
aims the concession of 7,500km, 5,600km of duplication, and another interventions at roads
intersections and other structures. (Ministrio dos Transportes, 2013).
The programs are expanded to the whole country, and Rio Grande do Sul specifically
have been contemplated with a number of interventions. Appendix 14 shows in details the
works that are being develop at the state.

2.5 Solutions proposed

Our project is divided by the main problems we encountered: geometry, pavement
condition, signalling, unpaved roads and lack of security measures.

2.5.1 Geometry
According to the Roads Survey performed by CNT (Confederao Nacional do
Transporte, 2013), around 37% of the states roads are considered to have awful and bad
geometry. This particular characteristic forces drivers to drive more slowly, which has a
negative impact on the journeys duration, and affects the safety of the road.
The approach adopted by our project to improve the geometry of the highway network
focuses on the expansion of the roads considered to have awful and bad geometry. Our priority
is to start with the expansion of the roads in awful condition and then, subsequently, the roads in
bad condition. The works to be carried will deliver a road fully refurbished, with recycling of
the old pavement and new signalling. Among the roads selected to be expanded are the BR 153,
RST 471 and 472 that, as stated before, have been struggling with lack of investments.
The timescale of the works for this phase of the project have been based on the
Massachusetts Department of Transportation (Massachusetts Department of Transportation,
2009). The works have been divided into six stages, with lengths of approximately 863 km,
each one preceded by two years of preparation, which includes acquisition of land and other
legal matters. The total duration of the works is estimated in 14 years (Appendix 15).
This development will improve the geometry of the roads as explained in the graphic on
Appendix 16.

2.5.2 Resurfacing of the pavement

The focuses of our resurfacing plan is to address the roads in bad and average condition,
bringing them to a good standard as shown on Appendix 17. The method to be performed is the
Cold-In-Place Recycling (CIPR) as it is faster, more economic and environmentally friendly.
The CIPR pulverizes from 2 to 5 inches of the current road surface and mix this material
with an asphalt emulsion, reusing this to pave the road. This process is an environmental
solution that saves costs in labour and transportation. Also, since it is a cold process, theres
very little pollution created and it is a process safer for the workers. This method can be used for
total pavement resurfacing and rehabilitation and it reverses severe surface problems such as
cracking, rutting and potholes (Midland Asphalt Materials Inc., n.d.).
In order to perform the revitalization we will need special machines which are able to
resurface 100m of asphalt per hour (PINI - Infraestrutura Urbana, 2011), bringing us to 192
km/year per machine (considering 8 hours of work a day and 20 days per month). Since we will
improve 5178 km of roads, we decided to purchase 5 machines, which would finish the work in
approximately 4.6 years, yet we estimated the construction to be finished in 5 years because of
possible climate and maintenance problems. The final timescale is on Appendix 15.

2.5.3 Signalling
The refurbishment of the vertical signalling will take place on the roads classified by the
CNT (Confederao Nacional do Transporte, 2013) as in bad and average conditions. The
expectation is that the works on signalling will increase the security of the road users by
reducing the number of accidents. The timescale is set to deliver 1964 km of signalized road in
one year, and another 2961 km in a subsequent year, as detailed in Appendix 15.
The horizontal signalling will follow the same pattern as the vertical one, and it is
expected that the 1459 km of roads with signalling in bad and average condition will have fully
refurbished signalling by the end of two years, as detailed in Appendix 15.
The decision of the total duration of the works of two years was based on the
inconvenience of the disruptions caused by road works. The evolution produced in the
signalling network is explained on Appendix 18.

2.5.4 Walkways
The installation of walkways aims to improve the security for pedestrians by reducing
the number of accidents caused by crossings in dangerous places.
Our project foresees the construction of one walkway every ten kilometres in all
highway extension of the state, approximately 11.056 km, totalizing the construction of 1.100
walkways. The critical points selected for the installation of the walkways will be determined on
latter stages of the project and the execution of the works will occur during the 14 years of
project execution, as most convenient, in order to prevent conflicting works taking place at the
same time.

2.5.5 Paving of the roads

As mentioned previously, only 7.1% of the network is paved and 2.4% is being
implemented, so we focused on paving other 3.5% of the network, accomplishing a network
where 13% of the roads are paved, which is 1% higher than the national average. This project
would reach 5,450 km and would be performed along the 14 years of the highway master plan,
according to the needs encountered along the way. Since the majority of these roads are rural or
municipal, it is very difficult to find reliable information about them; therefore, we will perform
a series of surveys with the population to discover the main roads where the work should be
conducted. The timescale for this activity is on Appendix 15.

2.6 Financial
We based our costs estimations for paving, expansion and signalling on DNITs report
for average management costs for January 2014 (Departamento Nacional de Infraestrutura de
Transportes, 2014).
The expansion work is the most expensive one, with a unit price of R$5,591,000.00 per
km for the construction of the two new lanes, restoration of the old ones and construction of the
central reservation. The 5178 km project will cost around R$29,000,000,000.00 and the
separated costs for each road are on Appendix 19.
The resurfacing work has an unit price of $4.8/m for a 7.5mm recycling (Central
Federal Lands Highway Division, n.d.), which results in approximately R$78,000.000/km for a
two-lanes road and R$156,000.00/km for a four-lanes one, considering a width of 3.6m in each
lane. The whole plan will develop 2138 km and cost around R$171,366,000.00 and the
separated costs for each road are on Appendix 20. Five machines will be purchased for this
work with an extra cost of R$5,000,000.00 (PINI - Infraestrutura Urbana, 2011).
The average price spent on vertical signalling is R$6,300/km and the total amount spent
on the 4925 km is R$ 31,027,500.00 with the detailed costs on Appendix 21. The unit price for
horizontal signalling is R$21,800/km and the total amount spent on the 1459 km is R$
31,806,200.00 with the detailed costs on Appendix 22.
It is estimated by the DNIT (Departamento Nacional de Infra-estrutura de Transportes,
2010) that the average cost per walkway is R$ 1,750,000.00 and the total amount spent on the
1100 walkways predicted is R$1,925,000,000.00.
The paving project has a unit price of R$ 2,959,000.00 per km for a single-carriageway
and 2.5m of sideways and the whole project, which includes 5,450 km will cost R$
16,126,966,760.
Considering all the projects together, the total cost for the roads network is almost
R$47.500,000,000.00 and considering an extra of 5% for unpredicted costs, the final value is
approximately R$50,000,000,000.00.

2.7 Connection with the ports

A good connection between the ports and the highway network is vital to the proper
functioning of the multimodal system. The Ports of Pelotas and Rio Grande are linked by the
RST-392 and RS-734, roads that have been refurbished by the recycling of the pavement
surface. The location of these roads can be seen on Appendix 23.
The highway network surrounding the Port of Porto Alegre have not received any
specific improvements since there are already several government projects happening in that
area, such as a partial duplication of BR-290 around Porto Alegre and the recent opening of the
BR-448, which will decrease the flow in BR-116. The detailed location of these roads is on
Appendix 24.
These improvements surrounding the ports will improve their distribution system since
the travel time in the roads will be shorter and safer, making the distribution more reliable.

2.8 Assumptions
We supposed that with the developments undertaken in the railway network will
decrease the flow of heavy vehicles in the highways, keeping the good quality of the pavements
for a longer time and creating a safer environment on the roads.
Another assumption used is that the project will happen under strict supervision and
without space for corruption; consequently the unpredicted costs should not pass the mark of
5% in the cost estimation.

2.9 Conception and visualization of the development

A visual idea of the road development is on the following appendices: Map detailing the
expansion of the roads selected (Appendix 46), map detailing the resurfacing of the roads
selected (Appendix 47) and a map detailing the vertical and horizontal signalling improvement
(48).
3 Ports
3.1 Importance
One of the most important modals for industry and logistics in Brazil, the maritime
transport, does not have all of its potential properly used. Its importance is directly related to
intermodality, the generation of new jobs, the increase in cargo movement in the country and
the strengthening of the logistics industry in the domestic market. Despite all the difficulties it
faces - even with inadequate ports, bureaucracy and high fees, to name just a few - the industry
moves more than 930 million tons per year (ANTAQ, 2014).
Ports are strategic for the country because they are a major infrastructure of support to
foreign trades and about 95% of the goods that are traded across borders pass through them (FS
Business, 2008). Besides, Brazilian ports have strategic importance for their economic growth.
The state of Rio Grande do Sul has, at the moment, seven ports: Cachoeira do Sul,
Estrela, Pelotas, Porto Alegre, Porto Xavier, Uruguaiana and the most important of them, Port
of Rio Grande. This last port, for example, has established itself as the port of Conesul (Chile,
Argentina, Uruguay, Paraguay and the southern of Brazil), having a strong presence in the
southern of Brazil, being among the most important ports of America for productivity. It is
considered the second most important port in the country for the development of Brazil's
international trade (Porto do Rio Grande, 2014), just behind the Port of Santos. In the year of
2009, the Port of Rio Grande turnover was of approximately 150 million of tons, which is
equivalent to 3% of the entire national movement (Porto do Rio Grande, 2009).
Although some ports are in good condition, there are still problems to be solved so that
they can be considered as of international standards. Therefore, this work will attempt to
demonstrate the usage and the needs of some of the seven ports of Rio Grande do Sul, and also
some designs to show how to achieve this higher standard.

3.2 Current and Future Situation

The Government of Rio Grande do Sul has under its concession, by delegation of the
Union, four organized ports, three of which are Interior (Porto Alegre, Cachoeira Do Sul and
Pelotas) and one is Maritime (Rio Grande).
The Interior Ports are subordinate to the Superintendence of Ports and Waterways
(SPH). However, the Port of Rio Grande is subordinate to the Superintendence of Port of Rio
Grande (SUPRG). Both the SPH as SUPRG are state authorities and are linked to the
Department of Transportation of the Government of RS (ST / RS). The ST / SR is responsible
for developing the policy management of all types of transport (waterways, roads, airways,
railways). Some general information and the respective locations regarding the three main ports
studied in this project can be found in the Appendix 25 and 26.
The PPOA (Port of Porto Alegre) has the potential to function as feeder of Port of Rio
Grande and MERCOSUL. Most of the loads transported, in terms of value, are converged or
generated in the surroundings of that port. However, this does not benefit its current situation
and waterway infrastructure. The industries of the state, which have a high rate of penetration
from international markets, didnt find in PPOA a business portal to further strength. The PPOA
needs a wide process of revitalization in order to provide better services and meet suppressed
demands, especially for higher value loads as paper, electrical equipment, smoke, shoes, meat
and automobiles.
The Port of Rio Grande is receiving a huge investment from PAC (a program of growth
acceleration from the government) to expand, restore and modernize the structures in order to
reduce the logistics costs, improve the operational efficiency, increase the competitiveness of
exports and encourage private investment. There are projects for a dredging to deepen the
infrastructure, but also for intelligence logistics and passenger terminals.
The Port of Pelotas plays an important role in the process of economic development in
the southern half of the state, regarding the generation of jobs and income, and the reduction of
logistics costs for importing and exporting companies in the region. Therefore, investments will
be focused at the port so that it can be a feeder for the port of Rio Grande. An expansion of the
port will also be made, especially in the quays and the storage area, so that it can assist on
speeding transactions between the two Ports.

3.3 Solutions
3.3.1 Initial Considerations
The Program of Growth Acceleration (PAC), launched on 28 January 2007 is a program
of the Brazilian federal government that includes a set of economic policies, which aims to
accelerate the economic growth in Brazil, providing a total investment of R$ 503.9 billion with
a focus on the infrastructure in areas such as sanitation, housing, transportation, energy and
water resources, among others (EconomiaUOL, 2007).
In relation to Ports, there are investments in 71 projects in 23 Brazilian ports (PAC,
2014) to expand, restore and modernize the structures. The main port in Rio Grande do Sul, the
Port of Rio Grande, is also included in the ones that are receiving those investments.
In relation to waterways, there are projects to expand and improve the navigability of
the Brazilian rivers to reduce freight cost, increase security and plan the growth of navigating
the rivers of the country. In Rio Grande do Sul, there is a project to construct a waterway that is
going to connect the state with Uruguay, and is later going to be used to connect the capital
Montevideo to So Paulo through railways (Appendix 49).
With a focus on the main area of movement of goods, our investment will be divided to
the three main ports of Rio Grande do Sul, but mostly to the Port of Pelotas and Port of Porto
Alegre since Porto of Rio Grande is already receiving a lot of money from this government
program. The area around these three ports is important because its where most of the investors
are located as can be seen in the Appendix 27.

3.3.2 Estimation and Distribution of Resources

3.3.2.1 Investments to be Fulfilled
Expansion of the berthing area (enlargement of the quay and/or pier);
Expansion on the depth of the region of the port (allowing the berthing of ships
with a bigger draught);
Expansion of the storage area (the place where containers and silos for grain
storage);
Modernization of the equipment and logistical/operational processes (including
signalization);

3.3.2.2 Resources Distribution

The proposed distribution of the resources provided are better explained in the table
shown in the Appendix 28, which clearly explain the amount of investment from the R$20
billion that will be used in each part of the project. The table was done based in case studies
from Ramboll and Pomorski Fakultet (Faculty of Maritime Studies - Croatia), and also from the
database of the second biggest construction company in Brazil, Andrade Gutierrez, which is
represented in Europe by Zagope.
Besides, port of Rio Grande has the lower investment because it has already
investments from PAC and port of Pelotas has the bigger investments because it is the smaller
port and needs more development, in order to provide a better storage place with a fast
connection with the international port.
3.3.3 Social and environmental impacts
3.3.3.1 Environmental
Environmental impact studies typically consider the following areas:
Impact on nearby protected natural resorts and animal habitat areas (due to the
enlargement of the quay area);
Impact from dispersion of sediments during construction;
Changes of existing hydraulic flow and possible sedimentation/erosion (due to
the construction of moles and breakwaters);
Noise, emissions and smell;
Future traffic;
Visual effects from the construction;
Expropriation of houses (due to the enlargement of the storage area);
Deforestation (due to the work as a whole).

3.3.3.2 Social
Positive
o Job generation on the constructions sites and in the future operation of
the port;
o Development of the economic competiveness in the region, stimulating
the remaining productive sectors of the economy;
o Growth in the generation of per capita income.
Negative
o Expropriation of houses;
o Impact on the generation of handmade goods which uses raw material
from the seashore.

3.4 Estimated Deadlines

Criterion utilized:
The work will begin with the expansion of the berthing area;
In sequence, the expansion of the depth as well as the expansion with the
storage area are going to be made;
After the expansion of the berthing and storage areas, there will be the
modernization of the equipment and logistical and operational process.
In the Appendixes 29 and 30, it is possible to have an idea of a proposed timeline on the
construction work on the ports. The table and graphs were made based on the database of a
Brazilian construction Company named Andrade Gutierrez which is represented in Europe by
Zagope.

4 Railway Network
4.1 Importance
Even though Brazil can be considered a huge country, it does not take advantage of the
use of railroad transportation. In fact, the railways represent only 28% of the transportation of
the country. Between the reasons presented for such small use of trains there are the lack of
good facilities, small investment on the system, preference from the population for the road
system, etc. However, for the last years, The National Government of Brazil had acknowledged
the role of the railway system in the development of the country. Such statement can be verified
with the latest national project named PAC 2 Programa de Acelerao do Desenvolvimento,
which present a huge investment in this sector (Appendix 31).
This decision was made mostly because of the efficiency of this type of transport to
carry a large number of passengers and heavy loads of product (IPEA, 2014). Another
advantage is that if compared with trucks and ships, trains are usually faster. It is also possible
to say that, if the system is correctly installed and monitored, even with the high cost of building
new railway lines, the maintenance and operational cost are substantially cheaper.
For Rio Grande do Sul, the use of railroads is not that uncommon and comparatively
wide, but still not efficient to increase the development of the state. This project propose actions
to improve and expand the railway network in a way that, together if the other transportation
system, will help to make the transport in the state faster, safer and more sustainable.

4.2 Current and Future Situation

Since 1997, all railway network of the state, excluding the Trensurb (which is an urban
railway that connects the metropolitan region of Porto Alegre), belongs to ALL America
Latina Logistica, an independent logistic company (Giesbrecht, 2014). It has a total length of
3.259 km, mostly consisting of metre gauge (1 m wide), with some parts consisting of mixed
gauge with 1.435m wide to connect with Argentinas and Uruguays network (SEPLAG, 2010).
Rio Grande do Suls railway extension per 10 thousand people is 2.85 km and an
extension per area of 0.011 km (IPEA, 2014) .There is also a railroad connecting Bento
Gonalves to Carlos Barbosa which is used for tourism purposes. Compared to others states, it
is one of the largest networks of the country (Appendix 32 and 33), however, less than a half of
the original train stations are still operating. Also, only parts of the original network remain in
operation and they are: Tronco Principal Sul (Roca Sales Ponta Grossa), Porto Alegre
Uruguaiana, Cruz Alta Santa Maria, Cacequi Rio Grande e Triunfo Passo Fundo, that can
be verified in Appendix 34 (SEPLAG, 2010).
Even so, the railroads in Rio Grande do Sul are mostly used to transport cargo,
principally soil, fertilizer and fuel. However, it does mean that it has an expressive part on it,
with only 8.8% of the production of the state being transported by trains (SEPLAG, 2010). This
has led to an overload of the highway system, principally during the harvest time. This can be
exemplified with the soya transportation. Being one of the biggest producer of this type of
grains (IBGE, 2012), the state holds one of the principal path that lead the national production
to export. Nevertheless, during the harvest there is a big movement from the fields to the ports,
leading to traffic jams, accidents, losses, etc. This increases the cost of the production
considerably (EMBRAPA, 2011).
Another problem suffered by the rail network is the lack of investment. Due to
maintenance problems there are some roads out of operation. Before the privatization, the
national network suffered a major shrink, what resulted in the government disbanding public
organizations and selling the existing railroads. Even though the average situation of the system
got better, now the government depends on the interest from such private companies to invest
(IPEA, 2014) .
Finally, concerning any measures to extend the rail system capacity it is also necessary
to consider the existing fleet that the state holds. Once more, due to almost inexistent people
transportation, there is no effectual number of train cars that are intended to this propose.
Regarding the cargo transport, the regional fleet consist of 966 locomotives. With an expansion
of the network is valid to affirm that if new locomotives are not obtained, it would overload the
existing ones, leading to shorter lifespan, even if the maintenance were carried.
4.3 Proposal
The current and future situations of the state were analysed and a new railway network
is proposed in order to solve present problems and support the future development of Rio
Grande do Sul. First of all, the railway lines which are not operating due the lack of
maintenance (Appendix 34) will be restored. This problem is causing considerable economic
damage to the state because these lines connect economically important cities such as Santana
do Livramento that is well known by the production of meat (Appendix 35) and wine (Appendix
36), and Santa Rosa based in the metal-mechanical production (Campos, 2012).
Regarding the construction of new lines, it will be divided in three different phases that
will focus in specific characteristics of the state. Firstly, it will be provided a better connection
between the main cities of Rio Grande do Sul. Gross Domestic Product (GDP) of each city in
Rio Grande do Sul (Appendix 37) was used as a base to discover that central region of Porto
Alegre needs people and cargo transportation to near cities as well as shorter path with the port
of Rio Grande. In order to achieve these objectives, it is proposed a railway network (Appendix
50) that will make easier the transport to and from Porto Alegre. These new lines will transport
both people and goods aiming to provide a quicker development to the state.
Secondly, it is projected new railways lines to increase the exportation in the state
(Appendix 50). There are important producer cities which are not connected in the railway
network and it is reducing the competitiveness of Rio Grande do Sul products in the market
because they become more expensive due the longer and more expensive transportation
provided in the highways network. In order to identify these cities which were base to the new
railway lines, the number of exportation annually (Appendix 38) and other cities that present
potential production in specific products (Appendix 39).
Finally, new railways lines can also reduce the socioeconomic disparity in the state as
may be seen in the map (Appendix 40). The yellow areas in the north, centre and east of the
state present low socioeconomic development comparing with others areas and also do not have
any railway connection to impulse their development. Therefore, three new railway lines
(Appendix 50) are planned to take place in this region aiming to attract business and integrate
the whole state.
The software ArcGIS was used to project the new railway lines avoiding lakes and
rivers (Appendix 41), otherwise the construction cost would increase considerably building
bridges. It was also possible define the length of the lines with reasonable precision (Appendix
42).

4.3.1 Financial solution

The idea of this project is to build or restore efficiently railway lines spending as little
money as possible. Restoration, construction and maintenance of the lines are the main costs in
this project. Unfortunately the public companies in Brazil are dominated by corruption and bad
efficiency, therefore it is planned to establish a public-private partnership. Basically the
government will make the investment, while private companies will be in charge of build and
maintain the lines with their profit of the management. Big companies such as ALL (America
Latina Logstica) which is already operating in the state will be responsible for building and
restoring the railway lines. About one thousand km are current out of service due bad
maintenance and it will be invested R$ 1 billion for the refurbishment of these lines. This value
was calculated using a previous estimation of R$ 1 million to 1 kilometre made by private
companies to restore these same lines years ago. On the other hand, building a new line is about
R$ 10 million to 1 kilometre, therefore it is possible estimate the cost for each type of railway
line (Appendix 42) and the total cost will be around R$ 22.8 billion.
Although the financial part is important in this project, social aspects always have
priority in the use of the network. It is common big companies neglect some less important lines
in order to increase their profit in lines that make more money. This type of habit is damaging
the state as a whole because only the main cities can transport goods effectively and expand
their production, while small cities became less attractive to new business, what generate a big
disparity among these cities. In order to avoid this problem, local lines will be managed by
smaller companies located in the state. With this decision railway lines that have crucial
importance to small cities will be preserved.
Furthermore, it is also recommended to add 10% of the total cost considering
unexpected events. Hence R$ 2.3 billion will be included in the final cost. The rest of the
money to railway network (R$ 4.9 billion) will be used to reduce the environment impact that
will cause the construction.

4.3.2 Environment Impacts

A disorganized railway construction can cause irreversible environment impacts. These
impacts are mainly reflected in the fauna, flora and water resources where the railway line will
be built. Although the railway construction seems to affect the environment only where its rail
tracks are located, actually its effects can reach up to 80 meters from the rail track due all the
construction process that is involved in the construction phase (Almir, Jucimar, Veronica e
Jonas, 2011). Deforestation is probably the most common issue because normally the railway
lines are crossing large rural areas. Agriculture and livestock are also strongly affected by the
location of the rail lines. Problems related with soil such as landslide and erosion are frequent
due the large earthwork involved in the construction.
In order to reduce these potential problems, preventive actions will be implemented
throughout the construction phase. Firstly, no rail line will cross any area in preservation areas.
Deforestation will be always avoided, but whenever it is inevitable, reforestation will be
provided in adjacent areas. The lines can be extended to escape from agricultural and livestock
areas in order to perverse the local flora and fauna. Furthermore, earthwork will receive special
attention aiming to eradicate any soil problems. In critical areas, concrete may be used to
support the rail tracks instead of soil. As the new lines will be spread all over the state, specific
environment studies for each line is required in order to identify, analyse and prevent potential
local problems and adopt specific measures that fit better in each region.

4.3.3 Social Aspects

The social effects and actions proposed to mitigate any harm caused to the population of
the state that are described here were based on a project for a new railway in Macedonia
(EPTISA, 2013). Even though there are differences in the management of a country and of a
state, it is valid to assume that people reactions can be rather similar if the regions situations are
so.
Therefore, it is presented that the most adversely affected receptors during construction
phase are likely to be those who present loss of land and property and vulnerable people. It is
important to identify these two groups once is decided exactly were the rail tracks are going to
cross. The project also considers the necessity not only of measures to reallocate and
compensate the affect population, but the adaptation to new environments.
For the operation phase the principal concerns are with community reactions due to
disturbance arising from operation of railway, community and railway workers safety during
operation of railway and effects on communities quality of life due to noise, vibration and
safety. In such respect is important that during the project phase, the network avoid to pass areas
with dense occupation, but that at the same time it has an indirect access to those places, mostly
because of multimodal alternatives.
4.4 Timescale
Expecting to maintain the timescale as close to the reality as possible, the records of
finished or unfinished railway projects in Brazil were used. They are the data collected by
VALEC, a public company responsible for the construction and operation of nationals railways
granted to them. It is important to understand, however, that those two different types of
projects affected the final decision on different ways. The unfinished project, or better, projects
that are still being carried on, presented more descriptive information about the initial stages of
the project, but the total estimated time is just an estimative. On other hands, finished projects
present a real timescale that in fact was necessary to conclude all work, yet it is not valid to
affirm that all things that happened during some particular project are likely to happen to the
one being proposed in this document. It was necessary to do a balance between these two types
and see which one matched more with the categories of restored, urban connection, distribution
or integration railways. It is present below some information to understand the timescale
proposed:
Pre-construction work correspond to all procedures that were identified as mandatory to
start any public project according to Brazils constitution, such as the EVTEA (Ambiental,
Economic and Technical Viability Study), basic project, executive project, EIA/RIMA
(Environmental Impact Assessment) and any authorizations required. It was noticed that even to
different regions of the country or to different lengths of rails, this stage usually does not take
longer than 4 years nor less than one year. The time than was set due to how much information
would be necessary. For example, the restoration category does not need new topographic or
mapping studies, so the time settled was of 2 years. The time limit settled to start finish all work
was 2018.
Construction work as the name implies, this stage is reserved to any actions concerning
the installation of tracks, foundations, landing cleaning, etc. It also considers any modifications
on the executive project that must be done after the construction has started. Between the
examples studied there some that presented delays due to bureaucratic or corruption problems. It
is difficult to assume that such problems are not going to happen, but the objective of this plan
is to avoid with all means necessary such drawbacks. Finally, the result was to set the time
according to the extension of the railways, with an estimative each km taking 0.13 months to be
concluded (with exception of the restoration category).
Putting all those considerations, the resulted timescale is presented in Appendix 43.

5 Social Aspects

5.1 Actual situation

According to the data on the last Census, the total population of Rio Grande do Sul is of
10,693,929 (IBGE, 2010). The state occupies the 5th position among the most populated ones in
Brazil, being surpassed only by Sao Paulo, Minas Gerais, Rio de Janeiro and Bahia. The
population is concentred mostly in the area around the capital - Porto Alegre, the Metropolitan
Region and in the Southern Conurbation, as seen in Appendix 44.
The distribution of the population in the lands shows a tendency of agglomeration in the
urban area as 85.09%, in 2010, were located in the urban centres.
Regarding the variation on the population, mainly in the last decades, a decrease in the
growth rate is noticeable, as seen in Appendix 45. Rio Grande do Sul showed, in the period
between 2000 and 2010, the lowest rate of relative growth in Brazil.
5.2 Monetary power
A research made in 2011 by Fecomercio-RS (Globo.com, 2013), showed that the
average working age on the state is 36 years old, with an average monthly income of R$ 1,600
(around 423), which corresponded to almost three times the minimum wage for this specific
period and also raise the state to the sixth one with greater average wage in all the country. Also,
from the total working people, 55.3% were male and 44.7% were female, which is not a big
difference. Starting in February/2014, the minimum wage on the state went up to R$ 868
(around 230), increasing the monetary power of the less favoured part of the population
(Domestica Legal, 2014).

5.3 Unemployment and education rates

According to O Globo newspaper (Globo, 2010) the unemployment rates at the South
region of Brazil are the lowest in the whole country. The rates of unemployment are calculated
according to the number of people over the age of 10 economically active and unemployed, with
reference to the 2010 CENSUS statistics. The state of Rio Grande do Sul in particular has one
of the best rates, being only behind the state of Santa Catarina.
Regarding education, Rio Grande do Sul is among the five most alphabetized states in
the country, with an alphabetization rate of 95,5% in 2010. (SEPLAG, 2010)
These statistics lead us to believe that it is unlikely, analysing the Rio Grande do Suls
rates in comparison to the rest of the country, that the bad conditions of the roads at the state is
having any influence on unemployment and education.

Conclusion
This project presented the Brazilian state of Rio Grande do Sul, showed the current
situation of the transportation system, the reason why it is important to invest in this sector and,
finally, proposed a plan for the three main transportation systems. It was intended not only solve
existing problems, but also invest in these modals so that they can work efficiently together.
At the beginning, it was shown that Rio Grande do Sul is not a poor state of Brazil. It
has one of the biggest populations of the country (the 5th one) that holds a greater average
monthly income than the rest of it. It is also the state with lowest unemployment rates and
highest alphabetize levels. This helped to determine that under some aspects the poor
transportation does not represent a big drawback to the state social development. However, it
does not mean that a good transportation system would not help to improve these matters. The
quality of life is also connected to transportation system and is responsibility of the government
to provide such quality.
Firstly, there is the highway system. This modal system is the most used by the state
population, so even in a multimodal transport project it was inevitable to work on the highways.
Surveying the current situation, it could be verified the main problems suffered by existent
highways are the geometry, pavement condition, signalling, unpaved roads and lack of security
measures. Then, the plan of actions were dedicated to solve such difficulties. It involved an
investment of 30 billion reais in the expansion of the roads; a new faster, more economic and
environmentally friendly method of paving, known as CIPR; investment to improve and
refurbish the signalling , consequently the road safety; and to provide walkways to pedestrians
avoiding that they would be exposed to the high velocity of the roads. It was also a concern of
the project a good access to the ports, so to guarantee a smooth integration between the two
systems.
Opposed to the highways, ports are punctual and are actually points of junction of
different transport networks than a network itself. That is why they hold such an important play
in a multimodal plan. Therefore, the project proposed to improve and expand the principal ports
of Rio Grande do Sul: Port of Pelotas, Port of Porto Alegre and Port of Rio Grande. With an
investment of 20 billion reais the main actions proposed were to expand of the berthing area,
expand the depth of the region of the port, expand the storage area and promote the
modernization of the equipment and logistical/operational processes.
The third, and final system discussed in this master plan was the railway system. It was
presented how this network suffered with the lack of investment in the past and how the
national government itself has recognised the importance of it to long distance transportation of
heavy cargo. Another important point to sustain the investment on this network is to ease the
highways so that not only they would have less traffic, but would also last longer. As the
principal problems present in the railway system were the bad conditions of the tracks and the
few number of rail tracks connecting a limited number of cities, the focus was to construct new
roads.
So, concluding this master plan, for all three modals there was a focus on the principal
drawbacks that hold the proper work of these systems. In addition, once the highways, ports and
railways are working properly, it is also expected a better flow of people and goods between
those models. As a final observation, an investment of 100 billion reais is a huge responsibility
to the state. It is expected that with those project the development will not come only to the
state itself, but to expand the state high levels of education and employment to the rest of the
country, since transportation is connected to integration itself.
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 Appendix

onal Matriz Modal Gacha

% 0,20%
2,10% Highways
3,60% Railways
85,30%
Waterways
Pipelines
8,80% Airways

Appendix 1: Transport Matrix of Rio Grande do Sul (Governo do Estado - Rio Grande do Sul,
onal Matriz Modal Gacha 2008)
1,00% 58,00%

3,00%

Rodov
15,00% Ferrov
0%
Hidrov
23,00% Dutov
Aerov

Appendix 2 - Map with all the paved roads in Rio Grande do Sul (Departamento Nacional
de Infraestrutura de Transportes, n.d.)
 Quality of the roads in RS

Geometry of the road 2.5 19.6 40.7 17.3 20

Signaling 8.6 43.4 33.9 11.4 2.6

Pavement 49.3 10.6 34.6 3.9 1.6

Overall 5.3 43.6 40.3 9.2 1.6

0.0 20.0 40.0 60.0 80.0 100.0

Excellent Good Regular Poor Very poor

Appendix 3 - Graphic explaining the quality of the roads in RS for different aspects
(Confederao Nacional do Transporte, 2013)

Appendix 4 - Analysis of the quality of the roads (Confederao Nacional do Transporte, 2013)
 Road Length assessed (km) Overall Pavement Signalling Geometry
RS-020 44 regular regular regular awful
RS-030 94 good good good regular
RS-040 95 good regular good good
RS-115 42 good good good regular
RS-122 150 regular regular regular bad
RS-128 16 regular regular good awful
RS-129 97 good good regular regular
RS-130 25 good excellent good regular
RS-135 78 good good regular regular
RS-210 30 regular good regular regular
RS-223 76 regular regular regular regular
RS-235 75 regular regular regular awful
RS-239 51 regular good regular regular
RS-240 33 good excellent regular regular
RS-241 49 bad regular bad awful
RS-287/BR-287 42 good excellent regular good
RS-324 119 bad bad bad awful
RS-342 45 bad bad regular regular
RS-446 15 regular regular regular awful
RS-466 7 regular regular good awful
RS-471/BR-153 124 regular regular good awful
RS-474 27 good excellent good good
RS-486 39 good good good regular
RS-640 64 bad bad bad awful
RS-734 23 regular regular regular regular
RS-784 15 regular regular excellent bad
RS-786 20 good excellent good good
RST-101/BR-101 67 regular regular regular bad
RST-153/BR-153 46 good good good bad
RST-287/BR-287 184 good good regular regular
RST-377/BR-377 281 regular regular regular awful
RST-392/BR-392 22 bad regular bad regular
RST-453/BR-453 202 good good regular regular
RST-470/BR-470 74 bad bad bad bad
RST-471/BR-471 127 bad regular bad awful
RST-472/BR-472 59 bad regular regular awful
BR-101 341 regular regular good bad
BR-116 664 good good good regular
BR-153 413 good good good regular
BR-158 571 regular good regular regular
BR-285 667 good excellent regular regular
BR-287 309 good good regular regular
BR-290 721 good good good regular
BR-293 465 good good regular regular
BR-377 163 good good regular regular
BR-386 459 good good good regular
BR-392 547 good good regular regular
BR-453 58 regular good bad regular
BR-468 138 regular excellent regular regular
BR-470 89 regular excellent regular regular
BR-471 422 good regular good regular
BR-472 368 good good regular regular
BR-473 67 regular good regular bad

Appendix 5 - Roads Survey (Confederao Nacional do Transporte, 2013).

Appendix 6 - Region more affected by intense truck traffic (Departamento Autnomo de

Estradas de Rodagem, 2014)

Appendix 7 - Highway Map 1960 (Ministrio dos Transportes, 2013)

Appendix 8 - Highway Map 1970 (Ministrio dos Transportes, 2013)

Appendix 9 - Highway Map 1980 (Ministrio dos Transportes, 2013)

Appendix 10 - Highway Map 1990 (Ministrio dos Transportes, 2013)

Appendix 11 Highway Map 2000 (Ministrio dos Transportes, 2013)

Appendix 12 - Highway Map 2010 (Ministrio dos Transportes, 2013)

Appendix 13 - Highway Map 2015 (Ministrio dos Transportes, 2013)

Appendix 14 - PAC (Ministrio dos Transportes, 2013)
Appendix 15: Timescale
Appendix 16 - Improvement on Road Geometry (Confederao Nacional do Transporte, 2013)

Appendix 17 - Improvement on Road Pavement (Confederao Nacional do Transporte, 2013)

Appendix 18 - Improvement on Signalling (Confederao Nacional do Transporte, 2013)

 Geometry
Current
situation Road Length to be expanded (km) Price
RS-020 261,57 R$ 1.462.437.870,00
RS-128 38,27 R$ 213.967.570,00
RS-235 66 R$ 369.006.000,00
RS-241 53,73 R$ 300.404.430,00
RS-324 293,13 R$ 1.638.889.830,00
AWFUL

RS-446 14,84 R$ 82.970.440,00

RS-466 7,22 R$ 40.367.020,00
BR-153 694,55 R$ 3.883.229.050,00
RS-640 64,23 R$ 359.109.930,00
RST-377 662,89 R$ 3.706.217.990,00
RST-471 647,05 R$ 3.617.656.550,00
RST-472 530,45 R$ 2.965.745.950,00
TOTAL: 3334 R$ 18.640.394.000,00
RS-122 120,4 R$ 673.156.400,00
RS-784 14,75 R$ 82.467.250,00
RST-101 281,1 R$ 1.571.630.100,00
BAD

RST-153 327,32 R$ 1.830.046.120,00

RST-470 467,38 R$ 2.613.121.580,00
BR-101 329,02 R$ 1.839.550.820,00
BR-473 304,06 R$ 1.699.999.460,00
TOTAL: 1844 R$ 10.309.804.000,00
Total expansion = 5178 km R$ 28.950.198.000,00

Appendix 19 - Detailed costs for road expansion

Pavement
Current Length in Length in
situation Road km (2 lanes) km (4 lanes) Price
RS-342 161,51 0 R$ 12.597.780,00
BAD

BR-470 467,38 0 R$ 36.455.640,00

TOTAL: 629 0 R$ 49.062.000,00
RS-040 85 10 R$ 8.190.000,00
AVERAGE

RS-223 76,86 0 R$ 5.995.080,00

RS-734 6,84 10,68 R$ 2.199.600,00
RST-392 578,06 38,25 R$ 51.055.680,00
BR-471 662,89 0 R$ 51.705.420,00
TOTAL: 1410 59 R$ 119.145.780,00
Total resurfacing: 2079 km 59 km R$ 171.366.000,00

Appendix 20 - Detailed costs for resurfacing of the pavement

 Vertical signalling
Current
situation Road Length to be duplicated (km) Price
RS-241 53,73 R$ 338.499,00
RS-324 293,13 R$ 1.846.719,00
RS-640 64,23 R$ 404.649,00
BAD

RST-392 616,31 R$ 3.882.753,00

RST-470 291,88 R$ 1.838.844,00
RST-471 318,28 R$ 2.005.164,00
BR-453 326,5 R$ 2.056.950,00
TOTAL: 1964 R$ 12.373.200,00
RS-020 261,57 R$ 1.647.891,00
RS-122 168,65 R$ 1.062.495,00
RS-210 28,71 R$ 180.873,00
RS-223 76,86 R$ 484.218,00
RS-235 76,00 R$ 478.800,00
RS-342 161,51 R$ 1.017.513,00
AVERAGE

RS-446 14,84 R$ 93.492,00

RS-734 17,52 R$ 110.376,00
RST-101 281,10 R$ 1.770.930,00
RST-377 530,45 R$ 3.341.835,00
RST-472 241,00 R$ 1.518.300,00
BR-158 569,29 R$ 3.586.527,00
BR-468 142,28 R$ 896.364,00
BR-473 391,26 R$ 2.464.938,00
TOTAL: 2961 R$ 18.654.300,00
Total vertical signalling
4925 km
= R$ 31.027.500,00

Appendix 21 - Detailed costs for vertical signalling

Horizontal signalling
Current
situation Road Length to be duplicated (km) Price
BAD

BR-453 326,5 R$ 7.117.700,00

TOTAL: 327 R$ 7.128.600,00
RS-210 28,71 R$ 625.878,00
AVERAGE

BR-158 569,29 R$ 12.410.522,00

BR-468 142,28 R$ 3.101.704,00
BR-473 391,26 R$ 8.529.468,00
TOTAL: 1132 R$ 24.677.600,00
Total vertical signalling = 1459 km R$ 31.806.200,00

Appendix 22 - Detailed costs for horizontal signalling

Appendix 23 - Connection between the Ports of Rio Grande and Pelotas with the road network.

Appendix 24 - Connection between the Port of Porto Alegre and the road network.
Appendix 25 - Table: General information on the ports
studied (By the authors)
 Appendix 26 - Location of ports under concession (FIERGS, s.d.)

Appendix 27 - Location of producers and distributors (AHSUL, s.d.)

 UPGRADE IN
EXPANSION EXPANSION EQUIPMENT,
EXPANSION OF
PORT OF BERTHING
PORT DEPTH
OF STORAGE LOGISTICAL AND
AREA AREA OPERATIONAL
PROCESS

PORT OF RIO GRANDE 8% (1.6 bi) 4% (0.8 bi) 6% (1.2 bi) 10% (2 bi)
PORT OF PORTO ALEGRE 13% (2.6 bi) 5% (1 bi) 3% (0.6 bi) 8% (1.6 bi)
PORT OF PELOTAS 25% (5 bi) 5% (1 bi) 4% (0.8 bi) 9% (1.8 bi)

Appendix 28 - Distribution of Resources (By the Authors)

EXPANSION EXPANSION UPGRADE IN EQUIPMENT,

EXPANSION OF
PORT OF BERTHING OF STORAGE LOGISTICAL AND
PORT DEPTH
AREA AREA OPERATIONAL PROCESS

PORT OF RIO GRANDE 36 MONTHS 6 MONTHS 24 MONTHS 24 MONTHS

PORT OF PORTO ALEGRE 18 MONTHS 8 MONTHS 16 MONTHS 12 MONTHS
PORT OF PELOTAS 48 MONTHS 8 MONTHS 20 MONTHS 10 MONTHS

Appendix 29 - Timeline of the construction (By the Authors)

Appendix 30: Timescale
Appendix 31 - PAC 2 Railways Projects (Ministerio do Transporte, 2014)

Appendix 32 - Railway extension per state total area (IPEA, 2014)

Appendix 33 -.Railway extension per 10 thousand people (IPEA, 2014)

Appendix 34 - Lines currently out of service (Cigana, 2011)

Appendix 35 - Meat production (Campos, 2012)

Appendix 36 - Wine production (Campos, 2012)

Appendix 37 - Gross Domestic Product (GDP) in Rio Grande do Sul (Campos, 2012)

Appendix 38 - Exportation value in 2011 (SECEX, 2011)

 City Main
Production
Guapore Jewellery
Estrela Footwear
Cachoeira do Sul Pisciculture
Dom Pedrito Meat
Cacapava do Sul Agriculture
Santana do Livramento Tobacco
Quarai Jewellery
Sao Luiz Gonzaga Agriculture
Bage Meat

Appendix 39 - Important producer cities (Campos, 2012)

Appendix 40 - Socioeconomic development of the cities (Campos, 2012)

Appendix 41 - New rail lines were projected avoiding lakes and rivers (ArcGIS, 2014)

New Total Relative cost Total cost

railway length (R$ million/km) (R$ billion)
lines (km)
Main cities 451 10 4.5
connection
Distribution 1110 10 11.1
Integration 718 10 7.2
Restoration 1000 1 1.0
TOTAL 3279 - 23.8

Appendix 42 - Table with costs and length of the new lines

Appendix 43: Timescale
 Appendix 44 - Resident population, total, urban total and urban in the municipal basis, in
absolute and relative numbers (Censo2010, 2010)

Appendix 45 - Growth of Rio Grande do Suls population, from 1940 to 2010 (IBGE, 2010)
.