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BRAZILIAN RAILWAYS: an APPLICATION of COST ANALYSIS LANG, Aline; FONSECA, Adelaida

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BRAZILIAN RAILWAYS: an APPLICATION of COST ANALYSIS LANG, Aline; FONSECA, Adelaida BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS LANG, Aline; FONSECA, Adelaida BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS Aline E. Lang, Department of Civil and Natural Resources Engineering, University of Canterbury, [email protected] Adelaida P. Fonseca, Department of Civil and Environmental Engineering, University of Brasilia, Brasilia, Brazil, [email protected] ABSTRACT It is widely argued that rail transport is cheaper, safer and more sustainable than using the road transport. However, the Brazilian railway system faces many problems such as right-of- way invasion, critical level crossing and logistical bottlenecks. The use of techniques, as the Economic Analysis of Projects, is essential to help the decision makers to better allocate financial resources for transportation projects. However, cost analysis methods are not generally used for infrastructure investments, especially in developing countries like Brazil. This paper aims to present a method to support the identification, evaluation and prioritization of Railway projects that may contribute to address currently observed problems. The research applies a cost analysis technique, which was found suitable to analyze projects, without a need for expensive data collection neither complex models to produce satisfactory results. The method proved to be simple and efficient in meeting planning needs and helping the decision making. Keywords: railways, developing countries, cost analysis, investments. INTRODUCTION Brazil’s transportation matrix is essentially based on road transport, 96% of all the passengers use roads to move and 60% of the freight is carried on highways. This mode split has a very high cost to Brazil, because the railways have a lot of advantages when compared to road transport, especially for long distances. Brazil is a very large country (8,500,000 km² of area) and exports many commodities, such as coffee, soybeans and iron ore. Freitas et al. (2004) and Rodrigues (2004) highlight other advantages for railroads in Brazil, as inland agriculture production, particularly efficient for massive volumes and bulk transportation and it is safer than trucks (in terms of accidents and assailment risk). Thus, transportation by rails requires less cost, less energy consumption and so has a lesser impact on the environment and it is safer than roads. 12th WCTR, July 11-15, 2010 – Lisbon, Portugal 1 BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS LANG, Aline; FONSECA, Adelaida However, railroads in Brazil have a lot of needs. Brazil invests only 0.06% of the Gross Domestic Product in infrastructure when the BNDES – National Bank of Development recommends that 2.5% of the GDP should be invested in infrastructure. According to Vilaça (2005) Brazil wastes in average US$ 1 billion because of the lack of appropriate transportation system. Also, a national survey conducted in 2004 shows that the country needs to transfer 40 million tons from the highways because the roading infrastructure does not support anymore the load. Thus, there is a need to make investments to seek the reduction of these costs and promote the national development, in a way that government resources are employed effectively and efficiently to solve the current problems. Public and private initiatives invest every year millions of dollars in infrastructure projects. However there is no strategic plan to indicate how and where to allocate public resources. Also no technique is employed to show what the priority investments are. This issue makes industry and government to spend the limited available resources frivolously and unwisely. Thus, a methodology as the economic analysis of projects is imperative to identify, evaluate and prioritize investments, helping on the decision making on what projects to invest and to justify to society the choice, based on its costs and benefits. This paper is divided into five sections. After this introduction, the next section shows the history of railways in Brazil as well as the current situation, exposing the reader to the context of the Brazilian rail system and the problems that need to be addressed. The third section is the economic analysis of projects where the techniques are investigated to determine the best method to be applied on railway projects in a developing country. The following section is the case study, where the application of cost analysis is made for the Brazilian reality and also the results are presented. This paper is enclosed with the final conclusions and recommendations for future work. RAILWAYS IN BRAZIL The first locomotive in World history was built in 1804 by Richard Trevithick. The first operational locomotive, a traveling engine designed for hauling coal on the Killingworth wagon-way, was built in 1814 by the English mechanical engineer George Stephenson; it was called Blucher. In Brazil, the first railway had only 14 kilometers and it was built in 1854. At that time, the Imperial Government implemented a policy to stimulate railways construction, giving several benefits for national and international companies. This policy has brought a lot of consequences to the system that remains today. That is why the Brazilian railways are spread, have long and winding tracks, very high grades and three kinds of gauge sizes: the standard with 1,43m (sometimes called “Stephenson gauge”), the broad with 1,6m and the narrow gauge with 1m. These problems happened because each company constructed a railway according to their needs and wishes, without an integration idea. Despite such initial disarray, the Brazilian railways continued to grow up and around 1910 they started a period of huge development. Some electrified locomotives were implemented 12th WCTR, July 11-15, 2010 – Lisbon, Portugal 2 BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS LANG, Aline; FONSECA, Adelaida at that time, but because of the high costs of maintenance they were substituted for the diesel technology in 1943. Concomitantly it was observed the peak on railway development in Brazil, in terms of size, technology and policy. However, by 1957, the system already had a lot of problems such as low speeds, low profitability tracks and weak power locomotives. Thus, the Government decided to nationalize the system and create the RFFSA – Brazilian Federal Railways Company. However, the national transport strategy was to invest on roads and other transportation modes. Consequently, the rails were neglected to a secondary role in Brazil’s transport system added to the coffee crisis (extremely connected with the railway growth) and fragile moment for the railways finances (Oliveira, 1978). In late 1980’s the RFFSA was not profitable enough to pay the bills and the government was without credit to keep financing the system. So, in 1992 the RFFSA has been included in the National Program of Denationalizations. In 1996 the denationalization process was initiated and finished at 1999. The allotment analysis resulted in a model based on geographic division, derived from the regional administrative branches (Oliveira, 2005). This model is criticized for making difficult the intermodality and requiring a strong regulation from the government, and a model based on corridors is appointed as more operational. The Current Situation The Figure 1 shows the map of the Brazil’s railway system, as it is nowadays. There are 12 concessions distributed in 28.476 kilometers. The dashed lines on the map are future projects. The thin lines represent the metric gauge and wide lines the broad gauge. Note that the railways are more concentrated in south and southeast regions of the country. 12th WCTR, July 11-15, 2010 – Lisbon, Portugal 3 BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS LANG, Aline; FONSECA, Adelaida Figure 1 - Map of the Brazilian Railway System Source: ANTF (2006) It is important to emphasize that Brazil’s denationalization process occurred in different forms. For the majority of the companies the process occurred through concessions. The concessionaires lease tracks, rails, locomotives etc. and after 30 years of investments they have to return it to the government. The selling process was made in auctions. Each regional branch from the RFFSA was created as a new concessionaire. The process was relatively fast; in less than 3 years the entire railroad network was transferred to the private sector; in some countries this process took eleven years (Kraemer, 2002). Another particularity of the Brazilian case is that the decision was to sell by auctions the network as it was, without previous investments or maintenance. This decision was taken after the observation of the USA and New Zealand experiences. In the USA the government spent, between 1976 and 1985, US$ 10.3 billion to recuperate their rail network, receiving only US$ 1.6 billion with it sells and in New Zealand the government received four and a half times less than they had invested in improvements (Panorama Setorial, 2001). The introduction of private capital after 1996 had increased the investments. In 1997 there were 560 million Reais in investments and in 2006 there were more than 2 billion Reais. The current problem is that Government assumes that once the concessionaires are investing 12th WCTR, July 11-15, 2010 – Lisbon, Portugal 4 BRAZILIAN RAILWAYS: AN APPLICATION OF COST ANALYSIS LANG, Aline; FONSECA, Adelaida there is no need to also endow public money. However the concessionaires have to return the railroads to the government when the contract expires, after many long term investments.
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