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Old March 16th, 2013, 12:30 AM   #141
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Old July 30th, 2013, 05:28 PM   #142
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Rio Negro / Paraná

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Itaiópolis / Santa Catarina



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Old August 20th, 2013, 02:15 AM   #143
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Trains in Minas Gerais / VALE

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Old August 21st, 2013, 06:47 AM   #144
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Quote:
Originally Posted by Marcos6010Vinicius View Post
Rio Negro / Paraná

Facebook João Paulo de Lara

Itaiópolis / Santa Catarina



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I didn't expect to see snow in a Brazilian railway. How high is this line?
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Old August 22nd, 2013, 02:15 PM   #145
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Quote:
Originally Posted by Suburbanist View Post
Pipe dream. There is no serious plans do build any high-speed links other than the original TAV Brasil plan (CAmpinas-São Paulo-Rio de JAneiro) any time on the next 20 or 30 years.

A link to Belo Horizonte would just be the most expensive and mountainous terrain ever to get a HSR built. It is worse than a high mountain ridge (that you can tunnel through) with plains on either side: it is mountains all the way, although altitudes don't get over 1200m.

There is another, separate plan for a GOiania-Brasília train, but it will not be high-speed train at all, just a lame regional rail allowing speed up to 180km/h.
Absurdly false. Altitude easily gets over 1200 m in several parts of the way:

Pedra da Mina – 2,798 m (9,180 ft), between Passa Quatro, Minas Gerais, and Queluz, São Paulo; only recently discovered by GPS measurement to be the highest point in the range, as well the highest of São Paulo state and the third highest in Minas Gerais. Pico das Agulhas Negras – 2,792 m (9,160 ft), in the Itatiaia National Park, between the states of Minas Gerais and Rio de Janeiro; formerly thought to be the highest in the range. Pico dos Três Estados – 2,665 m (8,743 ft), between the former two peaks, on the border tripoint of the states of Minas Gerais, São Paulo and Rio de Janeiro. Pico dos Marins – 2,421 m (7,942 ft), near Piquete, São Paulo, that state's highest point not shared with another state. Here are also some of the highest Brazilian cities:

Campos do Jordão, São Paulo – 1,620 m (5,315 ft) Monte Verde (district of Camanducaia), Minas Gerais – 1,550 m (5,085 ft) Senador Amaral, Minas Gerais – 1,505 m (4,938 ft) Bom Repouso, Minas Gerais – 1,370 m (4,495 ft) Maria da Fé, Minas Gerais – 1,280 m (4,199 ft) Munhoz, Minas Gerais – 1,260 m (4,134 ft) Gonçalves, Minas Gerais – 1,250 m (4,101 ft) Visconde de Mauá, Rio de Janeiro – 1,200 m (3,937 ft) Delfim Moreira, Minas Gerais – 1,200 m (3,937 ft) Bueno Brandão, Minas Gerais – 1,200 m (3,937 ft) Barbacena, Minas Gerais – 1,160 m (3,806 ft)

http://en.m.wikipedia.org/wiki/Mantiqueira_Mountains

Obviously you can avoid the serras by following valleys but there will be a place where a tunnel or an overpass it's needed. Since there's no valley all the way from Sao Paulo to Belo Horizonte.
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Old December 29th, 2013, 08:25 PM   #146
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Trem Pé-Vermelho (Red Foot Train) - Londrina-Maringá

Maybe the most important regional passenger rail project in the country. It aims to link Londrina and Maringá (as well all the cities in the way), on northern Paraná state. They form a very compact axis (120 km long) where 2 million people live in. It's the most populated urban complex in Brazil not considering the state capitals:


Quote:
Originally Posted by Yuri S Andrade View Post
Os trilhos passam bem no alto da foto, atrás do Estádio do Café e do Autódromo, e quase no fim, fazem uma curva brusca em direção ao sul. Nesse enorme terreno baldio, à direita do Estádio, um pouco antes de chegar na curva, é onde será construído o Shopping Londrina Catuaí Norte. A estação de trem poderia ser construída do lado oposto da avenida, mais à direita. Essa região é ligada à Rodoviária e ao Centro por uma via de trânsito rápido:


Até a década de 80, os trilhos passavam bem próximos ao Centro e foram deslocados para a construção da Av. Leste-Oeste. Essa era a estação de Londrina, hoje museu:


A estação foi inspirada no estilo Tudor, em uma homenagem aos pioneiros ingleses que fundaram Londrina.


Quote:
Originally Posted by Yuri S Andrade View Post
Para ilustrar:


Entre a Catedral de Londrina e a Catedral de Maringá, são 101 km de carro. As cidades estão ligadas por rodovia duplicada (desde a década de 80). Entre o início das zonas urbanas de ambas as cidades, por rodovia, são 73 km.

O trecho entre Arapongas e Apucarana também é duplicado (desde 2002, se eu não estou enganado). Entre a Catedral de Apucarana e a Igreja Matriz de Arapongas são 19 km. Entre o início das zonas urbanas de cada cidade são apenas 7 km.

A linha de trem faz o seguinte roteiro: Ibiporã-Londrina-Cambé-Rolândia-Arapongas-Apucarana-Cambira-Jandaia do Sul-Mandaguari-Marialva-Sarandi-Maringá-Paiçandu.

De Ibiporã, a ferrovia segue para Ourinhos e de lá para São Paulo, ligando o Norte do Paraná ao Porto de Santos. Foi essa ferrovia que permitiu o surgimento das cidades do Norte do Paraná fundada pelos ingleses no meio da Mata Atlântica e a posterior chegada dos imigrantes italianos, alemães, japoneses, espanhóis, portugueses, etc. Esse ano Londrina completa 80 anos de fundação e 75 de emancipação. Londrina é a cidade mais velha do Norte Novo.

De Apucarana, a ferrovia segue para Ponta Grossa e Curitiba, ligando o Norte do Paraná, ao Porto de Paranaguá, por onde se escoa a safra de grãos do estado (maior produtor do país).

E de Paiçandu, a ferrovia segue para oeste, terminando em Cianorte.


Quote:
Originally Posted by Yuri S Andrade View Post
Sobre a velocidade do trem

Eu estava postando lá no fórum sul-africano fotos da minha viagem, e acabei me lembrando dessa discussão sobre a velocidade do "Trem Pé-Vermelho". Um dos colegas afirmou que a velocidade abaixo de 120 km/h não seria viável.

Pois bem, Cidade do Cabo e Paarl são ligadas por trem cuja velocidade varia de 40 km/h a 50 km/h. São separadas por 60 km que são feitos em cerca de 1 hora e 40 minutos. Temos que considerar que ambas cidades são ligadas por diversas rodovias, sendo que uma delas é de 3 pistas ida e 3 pistas volta, e isso em um país reconhecido pelo seu péssimo sistema de transporte público, que prioriza totalmente o transporte individual.

Nessa imagem, temos as três muncipalidades da região: Cidade do Cabo, com 3,4 milhões de habitantes; Paarl com 200 mil e Stellenbosch com 150 mil:



Comparem com o eixo Londrina-Maringá, com seus 2 milhões de habitantes (infelizmente não está na mesma escala):



Me parece que essa tese dos 120 km/h não se sustenta.

(...)


Quote:
Originally Posted by marcovsk View Post
Saiu uma noticia na folha:

Governo estuda criar 16 linhas regionais de trens de passageiro
http://www1.folha.uol.com.br/mercado...ssageiro.shtml



Quote:
Originally Posted by Yuri S Andrade View Post
Postado pelo Eddubra no "Londrina Infra-Estrutura":

Trem Pé-Vermelho pode entrar no PAC 2

A Secretaria de Infraestrutura e Logística do Paraná cadastrou no Ministério das Cidades proposta técnica para atrair recursos do Programa de Aceleração do Crescimento (PAC 2) para o projeto Trem Pé-vermelho, que pretende interligar 13 cidades de pequeno e médio portes situadas entre Londrina e Maringá.

A proposta foi homologada na modalidade "Médias Cidades" e o custo estimado do investimento, no regime de parceria público privada, é de R$ 671,8 milhões.

O Pé-vermelho será um trem regional de passageiros, com função de ligar, via ferrovia, o eixo Ibiporã-Paiçandu, como alternativa de transporte público da região. De acordo com estudo preliminar realizado pelo Labtrans (Laboratório de Transportes da Universidade Federal de Santa Catarina – UFSC), que fez o Estudo de Viabilidade Técnica, Econômica e Ambiental (EVTEA), a demanda diária no trecho é de 30.658 passageiros.

Pesquisa feita pelo Labtrans, em 2011, em conjunto com as universidades estaduais de Londrina e Maringá (UEL e UEM), aponta que mais de 60% dos passageiros de ônibus e 43% dos viajantes de automóvel que transitam diariamente entre Ibiporã e Paiçandu aceitariam trocar o transporte atual pelos trilhos.

A ferrovia terá cerca de 150 quilômetros de extensão, com aproximadamente 13,2 milhões de passageiros no primeiro ano de operação. Segundo dados do projeto, o conjunto das cidades envolvidas tem cerca de 1,75 milhão de habitantes.

A região concentra cerca de 26% do PIB (Produto Interno Bruto) do Paraná, que foi de R$ 251 bilhões em 2011. Há mais de 44 mil empresas operando na região, sendo 8.400 indústrias e 23 complexos industriais. Há fortes clusters industriais, em áreas como a moveleira, de alimentos, têxtil e agrobusiness. As empresas de tecnologia de informação também têm se destacado na região.

Também há alta concentração de faculdades devido à necessidade de mão de obra qualificada nas empresas, o que ocasiona alta mobilidade de estudantes e acadêmicos de vários cursos superiores entre as cidades.

Uma das possibilidades é que o trem a ser implantado seja o VLT (veículo leve sobre trilhos), que trafega entre 80 e 100 quilômetros por hora e viajaria em uma linha única. Além do Labtrans, estão envolvidos no projeto as prefeituras de Londrina e Maringá, pelas Urbamar, Ippul, Agência Terra Roxa de Desenvolvimento, Codem, e Coordenação da Região Metropolitana de Maringá, com o apoio do Ministério dos Transportes (contratante do EVTEA).

Portal Bonde
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Old December 30th, 2013, 02:22 PM   #147
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That's very good news, even if it would be nice to see some long-distance trains too. As I understand it much of the track infrastructure is there altough in quite a bad shape and with fragmentated ownership.

Are the plans in general to refurbish old station and use old track alignments or build completely new ones?
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Old December 30th, 2013, 03:55 PM   #148
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Quote:
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Are the plans in general to refurbish old station and use old track alignments or build completely new ones?
New alignments.

Old Brazilian railways, with a few noticeable exceptions, were badly engineered to begin with (compared to what they were building in US and Europe at the same time).

Terrain is also a challenge: Brazil doesn't have very high mountains, but it has an unforgiving hilly hinterland where 70% of the population lives, not really a challenge for roads of city building, but offering no easy ways for the required grades for high-performing railways.
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Old December 30th, 2013, 09:04 PM   #149
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Yes, Northern Paraná is covered by small hills, specially on the eastern section of it. Maringá's region is flat.

Despite the old tracks crossing several urban areas, I guess that's the best shot to restablished intercities services in Brazil. If it doesn't work here, it won't work elsewhere.

Another plus would be the possible merging of Londrina and Maringá's labour market, turning them into a single metropolitan system, with 2 million people, making Brazilian Top 10. With such weight, the region could attract way bigger investments, as automotive plants, for example.

P.S. Suburbanist, did you get used with the "Red Foot" or still struggling?
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Old January 11th, 2014, 05:34 PM   #150
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I didn't expect to see snow in a Brazilian railway. How high is this line?
Around 800 m, at 26ºS.
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Old February 6th, 2014, 02:25 AM   #151
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Paranapiacaba Rack Railway - a unique railroad in the world



In February 1867, The São Paulo Railway Co. began operations in Its line between Santos Harbour and city of Jundiaí, crossing São Paulo City. With 139 Km of extension, implementation works were very difficult and English engineers adopted a radical solution to Serra do Mar ("Sea Mountains", with a vertical drop of 720 meters) stretch: a funicular system with five levels and engine rooms. A new funicular was ready to operate in 1901 because of the growth in traffic of passengers and goods trains. This system operated until the 1970's, with no serious accidents and with very good operational levels.


http://revistacontemporartes.blogspot.com.br/2011/05/vila-ferrovaria-paranapiacaba.html

However, the funicular system began to show signs of collapse in the 1950s. Each train had the ability to pull only 150 ton, for security reasons. In Paranapiacaba yard (top of the mountains), there was "wagons jam" and passengers trains were sectioned to down or up the hills by funicular, delaying travels.

In 1946, Brazilian government assumed São Paulo Railway and created the Estrada de Ferro Santos a Jundiaí (EFSJ). Thereafter, numerous studies have been made ​​to replace the funicular. But, RFFSA (former Brazilian Federal Railways) choose the rack tecnhology in 1960's for Serra do Mar stretch. It was a bold choice. Until then, all rack railways were deployed only for tourism purposes with little trains. The project included the use of two special locomotives pulling up to 800 tonnes in the stretch of 8 Km on an average slope of 10% ramp between Paranapiacaba and Piassaguera (close to Santos Port).

The former funicular inaugurated in 1867 was renovated for the new system. The Riggenbach system was chosen. DC railway electrification (3 kV) was installed in the stretch, since only electric locomotives be able to operate on the stretch. Curiosity: more than 100 years of operation, the funicular always had steam traction.

Swiss company SLM (now, Stadler Rail) designed the rack railway, but Japanese companies deployed the system. Locomotives was made by Hitachi and Marunebi built the infrastructure.


http://www.novomilenio.inf.br/santos/h0102n2.htm

Paranapiacaba Rack Railway was inaugurated in January 1974, but the system continued in operation tests.


http://vidadmaquinista.blogspot.com.br/2012/08/sistema-cremalheira-aderencia-da-mrs.html

In 1975, a tragedy occurred. A downbound train lost Its brakes and went off the rails after getting off the ramp at high speed, killing the crew. The accident put the rack railway in doubt because there were fears that the project could have been a failure due to security risks. However, Hitachi redesigned the locomotive brake system and a new load limit was adopted: 500 ton each train. The system passed to 24-hour operation in 1977 and old funicular ceased the operations. In 1980, more four Hitachi locomotives were arrived and more two models were purchased in 1990. Total fleet of locomotives was 13 units, all made in Japan with Swiss technology.

Paranapiacaba Rack Railway was privatized in 1996 and a company called MRS Logistica began operating the system.


In 2013, MRS purchased seven new Stadler rack locomotives to replace some Hitachi ones. They are the most powerful electric locomotives in the world and the first Stadler sale to South America.


http://www.revistaferroviaria.com.br/index.asp?InCdEditoria=1&InCdMateria=17814


Nowadays, Paranapiacaba Rack Railway operates 24-hour with one train every six minutes. It's the only heavy-duty rack railway in the world. Trains carry iron ore, steel plates, auto parts, containers, soy, sugar and chemicals products.
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Last edited by Rodalvesdepaula; February 6th, 2014 at 02:36 AM.
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Old February 6th, 2014, 09:04 AM   #152
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Quote:
Originally Posted by Rodalvesdepaula View Post
The Riggenbach system was chosen.
Ah ? The other documentation I saw on this system all say it's Abt, not
Riggenbach.

Quote:
Originally Posted by Rodalvesdepaula View Post
They are the most powerful electric locomotives in the world
With 5 MW ? Hardly... Most powerful rack railway locos, certainly. But there
are locos with twice that power in service at other places of the world.

http://www.railwaygazette.com/news/f...-unveiled.html

Otherwise quite interesting. About the old cable railway, specially. Are there still traces left about that today ?
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Old February 6th, 2014, 08:47 PM   #153
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Yes, you're right. Paranapiacaba Rack Railway uses Abt system.

The old funicular track is abandoned. In 1980's, It operated a tourist train on the line, but operated for a few years... Two projects were rated to be deployed in the old funicular:

1. A conveyor belt to carry iron ore from Paranapiacaba yard to COSIPA (a steel mill located near Santos Port). This would help to increase the capacity of rack raiway, since most trains carries iron one in that stretch.

2. São Paulo State Government has a project to build a Intercity Trains Network between São Paulo and some cities of region. It was thought the use of the old funicular to build a new rack railway for passenger trains, at the speed of 40 Km/h on this stretch. However, It was decided that a 30 Km-long tunnel under the mountains will be build for passenger trains.
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Old February 18th, 2014, 05:10 PM   #154
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East-West railway (under construction)



Lot 10

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Old March 28th, 2014, 07:24 PM   #155
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Quote:
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New alignments.

Old Brazilian railways, with a few noticeable exceptions, were badly engineered to begin with (compared to what they were building in US and Europe at the same time).

Terrain is also a challenge: Brazil doesn't have very high mountains, but it has an unforgiving hilly hinterland where 70% of the population lives, not really a challenge for roads of city building, but offering no easy ways for the required grades for high-performing railways.
Some new projects showed in this thread looks poorled projected as well. Have a look on the very first pic on this page and you´ll see it. No way to do it in a straight way?
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Old March 29th, 2014, 03:27 AM   #156
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Some new projects showed in this thread looks poorled projected as well. Have a look on the very first pic on this page and you´ll see it. No way to do it in a straight way?
Agreed that first pick is concerning. Wasteful decisions like that will add up and we all know what the results will be. I can't see any reason why the track is curved, the curves will slow travel down, increase the distance of the rails, increase wear and tear on the track and train, increase noise, decrease safety, increase operating costs, increase maintenance costs, etc. If you can avoid curves on a railway, you avoid them. This stuff adds up.
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Old May 23rd, 2014, 03:18 PM   #157
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From Railway Gazette:

Quote:
http://www.railwaygazette.com/news/n...h-railway.html

Historic day for North-South Railway
23 May 2014



BRAZIL: On May 22 President Dilma Rousseff officially opened the 855 km section of the North-South Railway between Porto Nacional in Tocantins state and Anápolis in Goiás. Speaking at a ceremony in Anápolis on what she described as an ‘historic day’, Rousseff said that her government was taking forward the North-South project to create ‘the railway of railways’ that would form the spine of the country.

‘Today the North-South Railway arrives in Anápolis’, said Transport Minister César Borges. As the ‘logistics centre of Brazil’, the city would play a decisive role in the developing the interior of the country, he said.

Covering 24 ha and served by six tracks 3 760 m in length, the freight terminal at Anápolis has been designed to handle containers as well as bulk products including grain and fertilizer. Initial traffic between Anápolis and Porto Nacional is expected to include iron ore moving to the port of São Luís, while facilities for handling manganese ore have been provided at Gurupi.

Marking the arrival of the ‘open access’ model in Brazil, federal railway construction agency Valec will be responsible for operating and maintaining the new infrastructure between Porto Nacional and Anápolis. A notice published on May 12 had invited bids to operate freight services within three months.

The North-South Railway project was launched in 1987, with the 719 km between Açailândia and Palmas opening to traffic in 2007, followed by the 23 km from Palmas to Porto Nacional in 2010. The project comprises a total of 4 155∙6 km of new railway, with the 480 km northern section from Açailândia to Barcarena being taken forward on a concession basis.

At the southern end, Valec is at work on the 682 km from Ouro Verde near Anápolis to Estrela d’Oeste, with the Ministry of Transport reporting that physical works are 60% complete and are expected to be finished in 2015. The 264 km from Estrela d’Oeste to Panorama would be taken forward on a concession basis, while Valec is completing the final phase of technical, economic and environmental feasibility studies for the remaining 1 200 km from Panorama to Rio Grande
Oh yeah?
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Old May 24th, 2014, 03:03 AM   #158
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Quote:
Originally Posted by Suburbanist View Post
New alignments.

Old Brazilian railways, with a few noticeable exceptions, were badly engineered to begin with (compared to what they were building in US and Europe at the same time).

Terrain is also a challenge: Brazil doesn't have very high mountains, but it has an unforgiving hilly hinterland where 70% of the population lives, not really a challenge for roads of city building, but offering no easy ways for the required grades for high-performing railways.
Quote:
Originally Posted by Yuri S Andrade View Post
Trem Pé-Vermelho (Red Foot Train) - Londrina-Maringá

Maybe the most important regional passenger rail project in the country. It aims to link Londrina and Maringá (as well all the cities in the way), on northern Paraná state. They form a very compact axis (120 km long) where 2 million people live in. It's the most populated urban complex in Brazil not considering the state capitals:
In my opinion, any speed over the medium speed developed by bus services are feasible. The ideal would be reach the medium speed developed by cars. So, it's not that hard. Lines with alignments good enough for 80km/h or more are certainly profitable - when analyzing only operation. Construction should be considered separately, and maintance should be carried out by the same company who built the railway, but funded with "train tolls".

In this cenario, actually, there are a good length of railway right-of-way that could bear passenger trains, saving important amounts of money.
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Old May 30th, 2014, 12:41 PM   #159
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From Rail Journal:

Quote:
http://www.railjournal.com/index.php...ml?channel=542

Brazil to tender open-access railway concession
Friday, May 30, 2014

BRAZIL's minister of transport Mr Cesar Borges has announced that tender documents will be issued in August for the PPP concession to build and maintain the 901km line from Lucas do Rio Verde, in Mato Grosso state to Campinorte in Goiás, which will be operated on an open-access basis.

The government says Brazil's federal railway engineering and construction company Valec will be responsible for allocating capacity on the Reais 4.6bn ($US 2.1bn) railway.

Earlier this month Mr Luciano Coutinho, president of Brazil's National Development Bank (BNDES) travelled to China in a bid to attract Chinese financial institutions to invest in Brazilian railway concessions. However, prospective investors in Brazil are calling on the government to clarify the structure of the proposed concessions
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Old June 3rd, 2014, 01:48 PM   #160
D664
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Some photos of the Sao Paulo area in 2011:

https://www.flickr.com/photos/youthw...7628188525477/

And from then Rio followed by Recife / North East area in 2005:

https://www.flickr.com/photos/youthw...7627883781944/
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