11. Setting up a Plan for the Use of Caarendy Port

11. SETTING UP A PLAN FOR THE USE OF CAARENDY PORT

11.1 NECESSITY OF DEVELOPMENT OF CAARENDY PORT FACILITIES

11.1.1 Present Condition of Water Transport Using the Paraná River

(1) Increase in the Volume of Grain Export

As an infrastructure of transportation for overseas commerce, Paraguay, a land-locked country, has river transportation using the Paraná and Paraguay Rivers (52%), road transportation leading to neighboring countries (44%), railroad lines and airways (4%) (in 2004). However; most means of transportation depend on river and road transportation. In comparison with data in 1997, land transportation has decreased and river transportation has increased.

It is expected that the volume of production of soybeans, one of the main exports, will expand up to 2.2 times that of the present, in 2015. It is also assumed that exportation using the Paraná River will expand up to 1.9 times that of the present.

The Itapúa and Alto Paraná provinces, both of which are located along the Paraná River, are main soybean-producing centers.

(2) Private Port-Centered Transportation System

The role of private ports in river transportation accounts for a very high percentage; 82% in exports and 54% in imports (in 2001). In the total of eight ports (excluding Caarendy Port) located along the Paraná River, seven are private.

(3) Imbalance between Exports and Imports

Transportation using the Paraná River is extremely imbalanced; the volume of exports is 1,449 thousand tons while that of imports is 67 thousand tons. (In the case of transportation using the Paraguay River, the volume of exports is 1,843 thousand tons and that of imports is 1,553 thousand tons, which is almost balanced.)

The imbalance between exports and imports in the use of the Paraná River brings about an increase in transportation costs of exported grains due to the reduction of efficiency in the use of ships and vessels. Fuel, fertilizer, agricultural chemicals, and other products, necessary for agricultural activities, most of which are imported articles, depend on land transportation requiring high transportation cost from Argentina, Asunción, and others.

(4) Small Farmers

In the present state, a transportation system for commodities, and other products, produced by small farmers has not been established. Therefore, they have no option but to engage in the cultivation of

11-1 low-price raw cotton and/or stockbreeding, and are forced to negotiate business in a way which does not allow them to foresee freeing themselves from poverty.

11.1.2 Issues to be settled

(1) Necessity of Public Ports

1) Response to Increase in Export of Grains

It is expected that the volume of production of soybeans, one of the main exported articles, will expand up to 2.2 times of the present volume, in 2015. It is also assumed that exportation by means of the Paraná River will expand up to 1.9 times of the present volume.

The Itapúa and Alto Paraná provinces located along the Paraná River are main soybean-producing centers. Although eight ports in total are maintained along the Paraná River, their sizes are small and it is necessary to strengthen functions of the existing port facilities and to establish new port facilities in order to address future increases in the export of grains.

Table 11.1-1 Production and Export Volume of Soybean and Wheat in Paraguay

Soybean Wheat 2004 2015 2015-2004 2004 2015 2015-2004 Production volume (t) 3,911,415 8,424,578 2.15 715,000 840,730 1.18 Export volume (t) 3,656,184 7,904,344 2.16 307,648 382,163 1.24 (93.5%) (93.8%) (43.0%) 45.5%() Export volume using the Paraná River 1339569 2563755 1.91 107286 116487 1.08 (36.6%) (32.4%) (34.9%) (30.5%)

Table 11.1-2 Situation of Ports along the Paraná River (in 2004)

Main facilities Distance Owner or Loading Loading Utility from Location Port name Storage facilities Remarks Operator capacity capacity rate ($/t) Buenos (t) (t/day) (t/hour) Aires (km) Grains 27,000 Tres Fronteras OTS Company 6,000 300 30 1,918 Alto Paraná Oil 6,000 TOTEM Trocua 20,000 4,000 250 27 1,848 Company Puerto del Sur Dos Fronteras 18,000 4,000 250 25 1,807 Company Ministry of Agriculture and Triunfo Stock Raising 16,000 4,000 250 23 1,740 (Cargill Company) Cargill La Paloma 21,000 4,000 400 23 1,736 Company Itapúa Trans Agro Don Joaquín 25,000 4,000 - 21 1,697 Company Pirapo Caarendy Agricultural - - - - 1,690 No facilities Cooperative Paredón Gical Company 16,000 3,500 250 21 1,658 Preliminarily in common use Campichuelo ANNP - - - 1,600 (without achievements)

11-2 2) Structure of Exports

Seven of the eight ports located along the Paraná River (excluding Caarendy Port) are private.

Reviewing the system to export soybeans, one of the main exports, farm producers of soybean/wheat conclude sales contracts for nearly 60% of the production volume before cultivation in order to reduce market risks. The existing structure allows them to sell the remaining 40% by making adjustments based on the relation between supply and demand at different points. In many cases, however, medium and small scale farmers cannot sell their products even when advantageous sale times arise, because they cannot use ports and ships when they want. Most port facilities are private and those facilities are monopolized by big traders, the major (agricultural farms), with achievements which allow them to secure the use of ports. As a result, medium and small scale farmers are forced to conduct transactions taking on excessive risks.

Therefore, highly public ports which can be used freely and stably by medium and small scale agricultural producers are required.

(2) Solution of Imbalance between Exports and Imports

Most of the eight ports maintained along the Paraná River are used for exportation of grains and do not have an import function. This brings about an increase in transportation cost due to lowered service efficiency of transport ships and vessels.

On the other hand, the present situation is; that fuel, fertilizer, agricultural chemicals, and other necessities, for agricultural activities, most of which are imported articles, depend on land transportation requiring high transportation cost from Argentina, Asunción, and others.

Thus, ports with import functions are deemed necessary.

Table 11.1-3 Purchase Volume of Fuel, Agricultural Chemicals etc. in the Iinland Area of Caarendy Port (in 2004)

Fuel (liter) Fertilizer (t) Agricultural chemicals (liter) Unidas Agricultural Cooperative 17,000,000 25,000 1,300,000 La Paz Agricultural Cooperative 1,700,000 4,000 190,000 Pirapo Agricultural Cooperative 3,500,000 5,000 280,000 Total 22,200,000 34,000 1,770,00 (Data of Pirapo Agricultural Cooperative)

11-3 11.1.3 Importance of Improvement of Caarendy Port Facilities

(1) Poverty Group in Paraguay

Necessary food expenses of 410.189 Gs per month per family (4.7 persons) in the provinces of Paraguay is set as an extreme poverty line, and the lowest living expenses per family of 643,539 Gs per month is set as a poverty line. In terms of a national average, 41% of the population is on or under the poverty line, about half of which is on or under the extreme poverty line. In Itapúa, which is the study area, the percentage of poverty is close to the national average, but that of extreme poverty is higher than the national average, which reaches 24% of the whole population. (The results of a questionnaire survey carried out from August to December in 2004 in cooperation with IDB.)

Figure 11.1-1 Poverty Situation by Area in the Itapúa and Alto Paraná Departments

(2) Situation of Small Farmers along the Paraná River

Among the people engaged in agriculture, farmers having a cultivated area of 20 ha or smaller are called small farmers.

From the aspect of annual incomes, about 98% of small farmers are under the poverty line, and the percentage of those who fall below the extreme poverty line is over 85%. Therefore, it is considered that most small farmers are considered as belonging to the poverty group.

Looking at the acreage of people engaged in agriculture in the Alto Paraná and Itapúa provinces along the Paraná River, the percentage of farm families with an acreage under 20 ha. is over 80% and it is

11-4 considered that most of them belong to the poverty group.

(3) Contribution to Reduction of the Poverty Group by Maintenance of Port Facilities (at Caarendy Port)

Many small farmers in the Alto Paraná and Itapúa provinces along the Paraná River are engaged in the production of agricultural products to be exported, such as soybeans, but do not belong to any agricultural cooperative. For this reason, they are excluded from the reformation of productive techniques and are unhopeful of productivity improvements.

The organization of small farmers will prove effective in the reduction in the number of the poverty group. It is said that utilization of existing agricultural cooperatives is necessary for the organization of small farmers belonging to the poverty group.

If, with an agricultural cooperative as the central figure, local small farmers are taken in; fuel, fertilizers and herbicides will be bought together as a group; instructions about production will be received; and commodities produced will be accepted, then the said articles to be used by small farmers will be supplied stably and made cheaper, quality of products will be improved, and productivity will also be improved. Thus, it is expected that the production as well as the incomes of smaller farmers will increase. What is necessary for this goal is highly public ports which can be freely and stably used by farm producers (agricultural cooperatives etc.).

Figure 11.1-2 Necessity of Maintenance of Facilities at Caarendy Port

11-5 11.2 CALCULATION OF NECESSARY SIZE OF CAARENDY PORT

11.2.1 Estimation of the Cargo Volume to Be Dealt with

The cargo volume to be dealt with at Caarendy Port in 2015 is estimated below.

(1) Production and Export Volume of Soybean and Wheat (in 2015)

The production volume of soybean in Paraguay in 2015 is estimated at 8,425 thousand tons, and the export volume (including finished products) at 7,904 thousand tons. Of these, the volume to be exported using the Paraná River is estimated at 2,564 thousand tons per year (about twice the volume in 2004).

As to wheat, the production volume, on the national basis, in 2015 is estimated at 841 thousand tons, and the export volume is at 382 thousand tons. Of these, the volume to be exported using the Paraná River is estimated at 116 thousand tons (almost similar to that in 2004).

(2) Volume of Export Cargo (in 2015)

1) Line of Thinking for Use of Caarendy Port

Most ports along the Paraná River are private for which annual contracts are made with large trading companies; as a result general users are practically unable to them under the present situation.

Producers of soybeans, one of the main export commodities, conclude sales contracts for nearly 60% of production before cultivation to reduce risks of fluctuations of the market price. The existing structure allows them to sell the remaining 40% by making adjustments based on the relation between supply and demand at different points. In many cases, however, as mentioned previously, medium- and small- scale farmers cannot sell their products (cannot use ports) even when advantageous sale times arise, as most of port facilities are monopolized by big traders with secure achievements.

Therefore, in the area concerned, there is the demand for highly public ports which can be used freely by cargo owners, and it is intended that the Caarendy Port be made a public port to which local small farmers will have free access.

Other than Caarendy Port (the target of this plan), there are eight ports maintained along the Paraná River. Caarendy Port shall be operated without putting pressure on the operation of these ports.

Functions to import fuel, fertilizer and agricultural chemicals (herbicides) to be consumed in the inland area of Caarendy Port shall be added.

2) Production and the Export Volume of Soybean and Wheat in the Hinterland of Caarendy Port (in 2015)

Production of soybean and wheat in the Itapúa and Alto Paraná provinces along the Paraná River is

11-6 estimated as follows:

Table 11.2-1 Production and Export Value of Soybean and Wheat in Itapúa and Alto Paraná Departments (Unit: t) Soybean Wheat province 2004 2015 2015/2004 2004 2015 2015/2004 Itapúa 1,091,451 1,622,303 1.49 155,870 196,399 1.26 Alto Paraná 1,470,184 1,851,457 1.26 362,880 347,812 0.96 Total 2,561,635 3,473,760 1.36 518,750 544,211 1.05

Production and the export volume of soybean and wheat in the area inland of the Caarendy Port (La Paz Agricultural Cooperative, Pirapo Agricultural Cooperative, Unidas Agricultural Cooperative in Itapúa province) are estimated as follows:

Table 11.2-2 Production and Export Volume of Soybean and Wheat in the Inland Area of Caarendy Port (Unit: t) Production volume Export volume 2004 2015 2015 Soybean Wheat Total Soybean Wheat Total Soybean Wheat Total La Paz Agricultural 24,000 24,300 48,300 35,760 30,618 66,378 - - - Cooperative Pirapo Agricultural 60,000 25,000 85,000 89,400 31,500 120,900 - - - Cooperative Unidas Agricultural 226,164 61,782 287,946 336,984 77,845 414,830 - - - Cooperative Total 310,164 111,082 421,246 462,144 139,963 602,108 433,606 63,624 497,230 Note) For the rate of increase in production of soybean and wheat, the rate of increase (an estimated value) in Itapúa Department was used. Note) The export volume was estimated using the rate of export by commodity category.

3) Volume of Export Cargo

As mentioned above, soybeans and other agricultural products for export are broadly divided into two categories; those for which contracts are made before cultivation (60%) and others (40%). The former shall be handled at the existing ports where cargos of major trading firms are handled. At Carrendy Port, as a highly public port, the volume which farm producers can trade freely (about 40% of the total export volume) shall be handled at the maximum.

Export cargo volume (in 2015) = 497 thousand tons x 40% = 199.8 thousand tons = 200 thousand tons per year

11-7 (3) Volume of Import Cargo (in 2015)

1) Consumption in the Hinterland

Fuel, fertilizer and agricultural chemicals (e.g. herbicides) consumed in the area inland of Caarendy Port are imported commodities. Fuel is imported and transported from Asunción and Encarnación. Fertilizers, and agricultural chemicals are imported in containers from China, Taiwan, etc., and depend on land transportation requiring a high cost of transportation from Argentina, Asunción and others (partly rail transportation from Argentina is used). In view of this situation, it is determined that these articles should be transported using the Paraná River and imported at Caarendy Port.

The purchase volume of fuel, fertilizer and agricultural chemicals (e.g. herbicides) in the inland area (in 2004) is as shown in Table 11.2-3.

On the assumption that consumption of these commodities will increase corresponding to the rate of increase in production (1.4: increase of production of soybean and wheat shown in Table 11.2-2), the import volume in the inland area in 2015 is as shown in Table 11.2-4.

Table 11.2-3 Purchase Volume of Fuel, Fertilizer and Agricultural Chemicals (Herbicides etc.) (in 2004)

Table 11.2-4 Purchase Volume of Fuel, Fertilizer and Agricultural Chemicals (Herbicides etc.) (in 2015)

Fuel (liter) Fertilizer (t) Agricultural chemicals (liter) Unidas Agricultural Cooperative 23,800,000 35,000 1,820,000 La Paz Agricultural Cooperative 2,380,000 5,600 266,000 Pirapo Agricultural Cooperative 4,900,000 7,000 392,000 Total 31,080,000 47,600 2,478,000

2) Import Volume of Fuel

It is assumed that half of the amount of consumption, 15 million liters, will be imported directly at Caarendy Port.

3) Import Volume of Fertilizers and Agricultural Chemicals

Half of the fertilizers and agricultural chemicals, that is 25,000 tons (fertilizers: about 24,000, agricultural chemicals: about 1,000 tons), shall be imported directly at Carrendy Port.

11-8 11.2.2 Examination of Necessary Size of Facilities

(1) Planned Facilities

1) Site

As a site, the land that was once the site of Caarendy Port (about 14a, is owned by Pirapo Agricultural Cooperatives now) will be used (see Figure 11.2-1). In order to comply with the SOLAS Treaty issued in 2004, a gate, a fence surrounding the site and a guardroom will be provided.

2) Mooring Facilities

The size of ships and vessels navigated along the Paraná River is limited to 236 m in length, 25m in width and 3m in draft due to restrictions of the gateway of the Yacyreta Dam. For this reason, transportation of soybeans and other commodities is carried out by the use of one tug boat with a convoy made up of about 16 barges (60 m x 11 m).

Accordingly, facilities mooring barges and tug boats will be planned.

3) Facilities in the Water Area

Basically, the water area where other barges waiting for loading of soybeans and other commodities are moored by will be secured.

4) Facilities Handling Soybeans

Figure 11.2-2 shows the general flow from carrying-in to loading of soybeans and other commodities.

Main facilities to be required as facilities handling soybeans are as follows: ࡮ Weighing facilities ࡮ facilities ࡮ Silo ࡮ Loading shoot (including a conveyor)

Trucking Conveyor Belt

Weighing Discharging Silo Shoot (for Gate facilities facilities loading)

Figure 11.2-1 Flow from Receiving to Forwarding of Soybeans at a Port

11-9

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Figure 11.2-2 Map of the Location of Caarendy Port

5) Import-related Facilities

In order to import petroleum, fertilizer and other commodities to be consumed in the inland area, the following facilities will be put in place: ࡮ Oil storage tank ࡮ Place for handling goods (supporting container cargo)

6) Others

The following will be provided as other supplementary facilities. ࡮ Fence, gate ࡮ Office, resting place, dining hall, bathrooms ࡮ Warehouse ࡮ Internal road ࡮ Lighting ࡮ Water-supply system ࡮ System to receive and transform electricity ࡮ Cargo-handling machinery, etc.

Reference: Table 11.2-5 Present Condition of Ports along the Paraná River

11-11 (2) Mooring Facilities

1) Specifications of Ships and Vessels to Be Used

Typical specifications of barges and tug boats are as follows:

Table 11.2-6 Typical Specifications of Barges and Tug Boats

Ship type Total length (m) Ship width (m㧕 Draft (m) Barge 60.0 11.0 3.0 Tug boat 40.0 11.5 3.0 (Prepared based on data of ANNP)

2) Size of Mooring Facilities

A barge for soybean transportation (for export) has two separate loading parts, and loading is generally carried out after positioning a barge. As the length of the portion moored at the front of the shoot is 30 m, the total length of a pier required will be 30 m. A mooring mast will be installed separately. The mooring, of barges and tug boats to transport imported cargo, will be adjusted for use of barges and tug boats for export.

Water depth is assumed to be -3.5 m.

The pier shall be off shore to secure water depth and shall be connected to the handling area, for goods, by means of a bridge.

Table 11.2-7 Size of Mooring Facilities

Water depth (m㧕 Total length (m) Mooring facilities -3.5 30.0

3) Size of Machine Facilities in the Water Area

A water area where convoys (16 barges) can wait in readiness will be secured around the mooring facilities.

Facilities in the water area = (60 m x 4 barges) x (11 m x 4 barges) = 10,560 m2: 1.1 ha (water depth: -3.5 m)

(3) Soybean-handling Facilities

Necessary facilities will be examined with reference to size of facilities for soybean export at the existing ports along the Paraná River in addition to the expected cargo volume to be handled.

11-12 1) Weighing Facilities

Facilities to weigh trucks, caring grain, upon entering and after unloading as well as the grain unloaded will be put in place.

Weighing equipment capable of weighing 80 tons will be installed, considering others ports as a reference. (Including a weighing house)

2) Unloading Facilities

Facilities where soybeans and other products are discharged from trucks (into a warehouse)

࡮ The annual export volume at Caarendy Port (in 2015) will be 200 thousand tons. (Soybean: 180 thousand tons, wheat: 20 thousand tons) ࡮ Export of soybeans, the main cargo, peaks in March. Export coefficient by month: Soybean = 0.163 Wheat = 0.080 ࡮ The export volume in the peak month (March) is: Soybean: 180 thousand tons x 0.163 = 29.34 thousand tons Wheat: 20 thousand tons x 0.080 = 1.60 thousand tons Total: 30 thousand tons ࡮ On the assumption of 22 delivery days per month (because of non-working days), the daily concentration rate of 1.5, and the traffic volume per truck of 26 tons/truck; The largest number of trucks delivering per day = 30 thousand tons/month/26 tons/truck/22 days/month x 1.5 =80 trucks/day ࡮ For receipt of soybeans, as the time taken by one truck is about 0.5 hours (as actual performance, 5 minutes are taken for discharging only), Time required per day = 80 trucks x 0.5 hr/truck = 40 hours ࡮ Therefore, two receiving hoppers are necessary.

3) Silo

Facilities to store soybean and wheat for export

࡮ Silo for soybean The export volume of soybeans is 180,000 tons, and the export volume per export convoy (with 16 barges) is about 19,000 tons. So then, the number of convoys per month in the peak period of export is: Number of convoys per month = 180,000 t x 0.163/ (19,000 t/convoy) = 1.54 = 2 convoys/month Interval of one convoy = 22 days/2 convoys = 11 days A silo to store the volume of soybean to be carried in this period shall be secured.

11-13 Capacity of a silo for soybean = 55 trucks/day x 26 t/truck x 11 days = 15,730 t = 16,000 t ࡮ Silo for wheat The period when wheat is shipped is five months from October to March. As shipment is concentrated in November and January in particular, a silo with the capacity which will be able to store about half (about 20, 000 t) of the export volume will be secured. ࡮ Related facilities Control board, conveyer belt , elevator (to convey grains), etc.

4) Shoot for Carrying Loading Grain (Including a Conveyer)

A shoot for carrying Grain into a barge, including a conveyer belt from a warehouse.

It is determined from the results of findings that the capacity of the conveyor should be 500 tons per hour.

(4) Facilities to Handle Commodities Imported

Fuel, fertilizer and other commodities to be consumed in the area (three agricultural cooperatives) shall be regarded as commodities imported.

1) Storage Tanks for Petroleum

It is assumed that 15 million liters of petroleum will be handled per year. On the assumption that petroleum will be transported by the rate of two or three convoys monthly;

Transportation volume per convoy = 15 million liters/12 months/ (2-3 convoys) = 400 – 600 thousand liters

Therefore, an undergeround tank of 500 thousand liters will be installed..

2) Place for Handling Goods It is assumed that fertilizer and other chemicals of 25,000 tons will be handled per year. On the assumption that these commodities will be transported by the rate of two or three convoys in a month; Transportation volume per convoy = 25,000 tons/ (15 tons/TEU*/12 months/ (2-3 convoys) = 50-70 TEU As it is necessary to send a container back after use, facilities to store vacant containers the number of which is similar to that of import containers will be secured. This will mean; the required size of a place for handling goods of 140 TEU containers.

* TEU (Twenty feet Equivalent Unit): The number of units is obtained by converting cargo to the volume of a 20 ft container.

11-14 (5) Others

1) Fence, Gate

Outer circumferential fence: 950 m Gate: In one position

2) Office, Resting Place, Dining Hall, Bathrooms

࡮ Office Space for a custom office will be juxtaposed: 200 m2 ࡮ Resting place, dining hall, changing room, bathrooms: 150 m2

3) Warehouse

࡮ Warehouse: 800 m2

4) Internal Road

To be used by vehicles delivering soybean and other commodities and vehicles caring out petroleum and other commodities. Width: 3.5 m/traffic lane x 2 lanes + 1 m (for pedestrians) = 8 m Pavement: Stone pavement

5) Lighting

One instalation

6) Water-supply System

࡮ Well, pump, tank (5,000 liters), pipe ࡮ Fire extinguishing system (pump, tank, pipe, fire hydrant)

7) System to Receive and Transform Electricity

࡮ Transformer, control panel, electrical cables

8) Cargo-handling Machine

࡮ Tire-mounted crane: One (supporting 40 ft containers) ࡮ Fork lifts to handle cargo inside the place for handling goods: Two (supporting 40 ft containers)

11-15 11.3 SETTING UP A PLAN OF ARRANGEMENT OF FACILITIES AT CAARENDY PORT

(1) Consideration of the Arrangement of Facilities

1) Crown Height of the Pier

With the water level of the Yacyreta Dam (83 m) as a reference, crown height of the pier will be the standard water surface of the pier +2 m (85 m).

2) Ground Height of the Silo

Ground height (90 m) will be a high-water level of the Paraná River +1 m.

3) Road (Passage) Gradient

The road gradient will be 8% or less for safe traffic of large trucks.

(2) Plan of Arrangement of Facilities

Figure 11.3-1 shows a schematic drawing of the arrangement of facilities. Figure 11.3-2 – Figure 11.3-6 show cross-section drawings of the main facilities.

11-16 11-17

Figure 11.3-1 Schematic Drawing of Arrangement of Facilities

11-18

Figure 11.3-2 Cross-section Drawing of Facilities

CORTE DE PLATAFORMA Y TOLVA VOLCADORA ESCALA 1/100

15.00 3.00

1 8. 50 11-19 3.00 6,00

4,50 3.00 mecanismo hidraulico

0,30 p/ soporte de camion 0.80 0,30 0,60 9.05 4.50 12.15 7.25 3.45 19.90

CINTA TRANSPORTADORA 3.40

Figure 11.3-3 Cross-section Drawing of the Platform

CORTE LONGITUDINAL ZONA DE SILOS balanza de flujo cinta de expedicion

tolva de carga rapida techo de teja pre - limpieza 11-20 fosa de escape

Figure 11.3-4 Cross-section Drawing of the Silo

DEPOSITO PLANTA CORTE techo de chapa

6,50 5,00 6,66 11-21 6,68 20,00 FACHADA

6,66

5,00 5,00 5,00 5,00 5,00 5,00 5,00 5,00 40,00

Figure 11.3-5 Floor Plan and Cross-section Drawing of the Warehouse

CINTA DE EXPEDICION

techo de chapa recubrimiento

de chapa 2,50 3,70 11-22 6,00 10,00 CORTE FACHADA

Figure 11.3-6 Cross-section Drawing of the Conveyer Belt for Shipment of Cargo

11.4 CALCULATION OF APPROXIMATE PROJECT COST

Total project cost is estimated at 6.2 million dollars (US$).

Table 11.4-1 Items of the Approximate Project Cost (US$ thousand) Total 6,177 I Construction cost 1. Silo, reception desk, weighing apparatus, washer 2,000 101. Stockpile; 18,000 t, reception desk, conveyer for shipment of 500 t/h, etc. 102. Machines (conveyer in the silo, elevator, etc.) 2. Land reclamation 682 201. Land excavation and reclamation 3. Internal road, waiting area(space for transportation) 318 301. Pavement (stone), (filling up openings of stone pavements), etc. 4. Wharf, pier 520 401. Wharf, connecting bridge, fender beam 5. Facilities to store, load and unload fuel (combustible material) 263 501. Tank, pipe, pump, protection facilities 6. Warehouse, office, other adjunct facilities 262 601. Warehouse: 800 m2 602. Office, dining hall and others 7. Electric facilities 102 701. Electricity reception room, transformer, distribution board 8. Water system for drinking and fire extinction 50 801. Well, pump, pipe 9. Material-handling machine 300 901. One crane, two forklifts II. Construction expenses 680 III. Engineering fee 1,000

11.5 OPERATION PLAN FOR CAARENDY PORT

(1) Volume of Cargo

Caarendy Port for export and import planned in this study consists of handling facilities for grains (soy beans, wheat etc), oil tank (500,000 litters), container yard, and silo (18,000 ton). Total 235,450 tons are expected to be treated for export and import of Caarendy Port in 2015 as mentioned in Table 11.5-1.

11-23 Table 11.5-1 Volume of Cargo in Caarendy Port in 2015

Trade Items Volume Unit Export 1. Soybeans 173,600 Ton/year 2. Wheat 25,600 Ton/year Sub-total 199,200 Ton/year Import 1. Fuel 11,250 Ton/year 2. Fertilizer 24,000 Ton/year 3. Agric. Chemicals 1,000 Ton/year Sub-total 36,250 Ton/year Total (export + import) 235,450 Ton/year Storage facility of Caarendy Port is planned to be smaller than those of other neighboring ports such as Paredon Port (35,000 ton) and Don Joaquin Port (25,000 ton) and will be larger than those of Paloma Port and Dos Fronteras Port which are located in upper stream of Parana River. Planned Cargo volume to be treated in Caarendy Port will not outsell other private ports along the Parana River.

(2) Characteristics of location of the port

Caarendy Port is located relatively in the down stream of the Parana River (among 8 ports within the study area), and it has an advantage in transportation cost on Parana River for exportation.

Table 11.5-2 Characteristics of Each Private Port along Parana River

䎰䏄䏌䏑䎃䎩䏄䏆䏌䏏䏌䏗䏜䎃䎷䏕䏄䏑䏖䏓䏒䏕䏗䎃䏆䏋䏄䏕䏊䏈䎃䎯䏒䏆䏄䏗䏌䏒䏑䎃䎱䏄䏐䏈䎃䏒䏉䎃䎳䏒䏕䏗䎃䎶䏗䏒䏕䏄䏊䏈䎃䎦䏄䏓䏄䏆䏌䏗䏜䎃䎋䏗䏒䎃䎱䏘䏈䏙䏄䎃䎳䏄䏏䏐䏌䏕䏄䎌䎃䎤䏏䏗䏒䎐䎃䎳䏄䏕䏄䏑䏄䎃䎷䏕䏈䏖䎃䎩䏕䏒䏑䏗䏈䏕䏄䏖䎕䎘䎏䎓䎓䎓䏗䯴䏊䏕䏄䏌䏑䯵䎙䎏䎓䎓䎓䏗䎒䏇䏄䏜䎖䎓䎇䎒䏗䎃䎧䏈䏓䏗䎑䎃䎙䎏䎓䎓䎓䏗䯴䏒䏌䏏䯵䎃䎃䎷䏕䏒䏆䏘䐣䎃䎔䎛䎏䎓䎓䎓䏗䎃䎗䎏䎓䎓䎓䏗䎒䏇䏄䏜䎕䎚䎇䎒䏗䎃䎬䏗䏄䏓䏘䏄䎃䎧䏈䏓䏗䎑䎃䎧䏒䏖䎃䎩䏕䏒䏑䏗䏈䏕䏄䏖䎃䎔䎙䎏䎓䎓䎓䏗䎃䎗䎏䎓䎓䎓䏗䎒䏇䏄䏜䎕䎘䎇䎒䏗䎃䎃䎷䏕䏌䏘䏑䏉䏒䎃䎱䎒䎤䎃䎗䎏䎓䎓䎓䏗䎒䏇䏄䏜䎕䎖䎇䎒䏗䎃䎃䎯䏄䎃䎳䏄䏏䏒䏐䏄䎃䎜䎏䎓䎓䎓䏗䎃䎗䎏䎓䎓䎓䏗䎒䏇䏄䏜䎕䎖䎇䎒䏗䎃䎃䎧䏒䏑䎃䎭䏒䏄䏔䏘䏌䏑䎃䎕䎘䎏䎓䎓䎓䏗䎃䎗䎏䎓䎓䎓䏗䎒䏇䏄䏜䎕䎔䎇䎒䏗䎃䎃䎦䎦䏄䏄䏕䏈䏑䏇䏜䎃䎱䏒䏑䏈䎃䎱䏒䏑䏈䎃䯹䎃䎃䎳䏄䏕䏈䏇䐵䏑䎃䎖䎘䎏䎓䎓䎓䏗䎃䎖䎏䎘䎓䎓䏗䎒䏇䏄䏜䎕䎔䎇䎒䏗䎃

Also from the viewpoint of distance of land transportation of grain from Itapua Dept. it has an advantage. Accordingly, realization of the Caarendy Port construction will contribute to expansion of grain export of Paraguay, especially for soybeans, and functions of Caarendy Port to be expected in this study will be performed sufficiently.

(3) Organization for Caarendy Port Operation

Organization for Caarendy Port operation is elaborated in cooperation with ANNP staff referring to several examples in ports managed by ANNP. Total 26 staff members will be assigned to this operation under the condition of cargo volume and port facilities proposed in this study.

11-24 Grand Manager

Management Section Operation Section Assistance Section 1.Secretary 1 1.Measurement 2 1.Patrol 6 2.Sub-secretary 1 2.in charge of Crane 2 2.maintenance of 1 building 3.in charge of Silo 1 3.in charge of 1 3.Building 1 belt-conveyor Clening 4.Accountant 1 4.Maintenance of belt 1 4.Grand cleaning 1 conveyor 5.Mesurement 1 5.in charge of pier 1 5.Driver 1 6.Information 1 6.in charge of fuel 1 7.Documentation 1

*Figures in right side show the number of staff members

Figure 11.5-1 Organization for Operation of Caarendy Port

(4) Functions to be expected to Caarendy Port

Functions to be expected to Caarendy Port will be described as follows which mentioned in necessity of construction of Caarendy Port in previous chapter.

1) To make a contribution to export expansion of grain without pressure to other private ports 2) To expand the availability of port for small-scaled farmer with low income. 3) To improve the supply services of materials such as fuel fertilizer etc. for the local areas where agricultural corporations such as Pirapo, Unidas, La Paz are functioned.

(5) Alternatives for Operation in Caarendy Port

Considering the organization and functions to be expected mentioned previously, alternatives for operation will be examined in this section. Under the premise that Caarendy Port will be constructed by the Japanese grant aid cooperation, alternatives for operation are studied to utilize facilities sufficiently after construction. In this situation project execution agency will be limited to ANNP, so ANNP has to be engaged in port operation after the construction.

3 alternatives are examined following;

1) Direct operation-A 㧦 Staff members of ANNP will operate the port directly. 2) Direct operation-B 㧦 ANNP conduct outsourcing for each staff for operation, and ANNP will manage total operation 3) Contract out to Private 㧦 ANNP will possess whole facility, and contract out some part of operation to private sector, and receive a part of revenue from private sector Comparison of each alternative is shown in Table 11.5-3.

11-25 Table 11.5-3 Comparison of Each Alternative

Alternative Merit Demerit 1) Direct operation-A Assurerance of users from Competitiveness going stable opearation down in middle and long To maintain the service term level Not easy to introduce new business 2) Direct operation- Assurerance of users from Competitiveness going stable operation down in middle and long To maintain the service term level Not easy to introduce new Possible to cost down in business middle and long term Easy to control the employ in accordance with circumstance 3) Contract out to Private Possible to cost down Income reduction when Easy to introduce new market is bad business Service level is unstable

Among 3 alternatives mentioned above, 3) “Contract out to private” is not suitable to Japanese Grant Aid Cooperation. From the reason mentioned below, study team would like to recommend 2) for Caarendy Port operation.

࡮ ANNP has not so much experts for grain treatment in ANNP-managing ports where cargoes except grains are treated mainly. ࡮ It is impossible to assign the all staff members necessary to operation Caarendy Port ࡮ Relatively easy to control the employ in accordance with the circumstance.

(6) Consideration on usage of Caarendy Port by small-scaled Farmers

Almost all small-scaled farmers in Itapua and in Alto Parana are obliged to sell their products to disadvantage with major commercial agents. Operation of Caarendy Port as a public port will make small-scaled farmers possible to use the port, and will make it possible to expand the grain export of Paraguay. However, small-scaled farmers have many problems that they can not solve individually in the matter of production and forwarding. At the present some agricultural corporations (Pirapo, Unidas, La Paz etc. are executing or are planning to buy crops from small-scaled farmers. Consequently, ANNP should take some system of port operation in which agricultural corporations will take part in, and ANNP will aid to free usage of port by small-scaled farmers to expand the grain export of Paraguay. Merits generated by cooperation work with agricultural corporations are described as following;

࡮ To avoid decreasing of purchase price of products ࡮ To transfer Know-how of agricultural production ࡮ To receive the financing service to be a member of agricultural corporation

11-26 12. ENVIRONMENTAL AND SOCIAL CONSIDERATION

12.1 SCOPING

Scoping means deciding alternatives to be analyzed, a range of significant and likely significant impacts and study methods. In the Study the scoping was done using the check list as follows.

Table 12.1-1 Scoping Check List on Whole Project

Impact element Evaluation Contents of negative impact Social 1.Involuntary resettlement B In M-4, M-8 route alternatives should be examined. Impact Workshops with communities should be held. 2.Local economy B Functions of the road should be considered for the low income people. Workshops with communities should be held. 3.Utilization of land and local B Land use should be controlled for the sustainable development of resources the region. Workshops with communities should be held. 4.Social institution B Society should be changed for major people. Workshops with communities should be held. 5.Existing social infrastructures B The geometric structure of the road should be designed. 6.Vulunerable social groups B Indigenous peoples should be considered. 7.Equality of benefits and losses B The benefit caused by the Project should reign in all kind of people. Workshops with communities should be held.. 8.Gender D No negative impact is considered 9.Children’s rights D No negative impact is considered 10.Cultural heritage D No negative impact is considered 11.Local conflict D No negative impact is considered 12.Public hygiene D No negative impact is considered 13. Infectious diseases HIV/AIDS B Some countermeasures should be considered. 14.Water usage D No negative impact is considered 15.Accident B In order to eliminate traffic accidents the geometric structure of the road should be designed and traffic control system should be introduced. Workshops with communities should be held. Natural 16.Climate change D No negative impact is considered Impact 17.Ecosystem and Biodiversity B Existing forests should be conserved as much as possible. Some countermeasures should be considered for animal crossing. 18.Special topography D No negative impact is considered 19.Soil erosion D No negative impact is considered 20.Underground water D No negative impact is considered 21.Hydrographic condition D No negative impact is considered 22.Coastal D No negative impact is considered 23.Climate D No negative impact is considered 24.Landscape B Landscape should be considered. Pollution 25.Air pollution D No negative impact is considered 26.Water pollution B Some countermeasures for water discharge should be considered in the bridge construction stages. 27.Soil pollution D No negative impact is considered 28.Waste D No negative impact is considered 29.Noise/Vibration B the geometric structure of the road should be designed and traffic control system should be introduced.. 30.Land subsidence D No negative impact is considered 31.Stench D No negative impact is considered 32.Bottom material quality D No negative impact is considered

As described above many factors of social impact, some of natural impact such as ecosystem and biodiversity, and Pollution of water and noise should be examined for the Study.

12-1 12.2 INITIAL ENVIRONMENTAL EXAMINATION

(1) Area of the Study

The project is located in two departments, Itapua and Alto Parana. For the Initial Environmental Examine (IEE), two types of areas of influence can be defined.

Area of Direct Influence – AID Area of Direct Influence is the area which will receive the influence from the road directly. The width of 50m in both sides, as a right of way can be defined usually.

Area of Indirect Influence – AII The Area of indirect influence was determined having in mind the characteristics of the physical and biotical environment, just like the socio-cultural characteristics. Considering that the road section to be improved it is developed in almost its totality on existing plan, it is contemplated a strip average of 15 km. to each side of the plan, in addition of the corresponding accesses to the nine ports in technical preliminary study.

The total influence area of the study, shown in Figure 12.2-1, occupies a total surface of 722,644 hectares.

Figure 12.2-1 Area of Indirect Influence

(2) Outline of the IEE

The first step of IEE is to collect, compile, review and analysis of information such as bibliography, studies, laws and norms, in the Area of Influence of the Study1.

12-2 The second step is to implement site investigation along the routes from the view points of economy, sociology, culture, vegetation and engineering etc.

The third step to implement the home interview survey on sampled household in the districts concerned to the Project.

The land use of the area is analysed using aerial photo and satellite photo.

(3) Biological Characteristics

The Eco-region is made principally by a hydrophilic sub-tropical Forest (Hueck, 1978), in which predominates the Alto Paraná type of forest. Also it was decrypted as warm tempered humid forest by Holdridge (1969) and Forest of Alto Paraná by Tortorelli (1966).

In the Eco-region the following types of communities are presented (Vera, 1988,.): Peat bogs, Woods in Saturated Soils, Rivers, Streams, Falls, High Semicaducifolios forests, (more than 25m. of height), Mediums (15-20 m.), Araucaria and Closed Forest. The superior arboreal layer is caducifolio in its major part, constituted by samplers of first magnitude (more than 30 m. of height), until 35-40 m., this layer like the other ones has a high number of different species, the main ones are: Cederla spp. (cedar); Tabebuia spp. (lapacho); Apuleia Ieiocarpa (Yvyrá peré); Balfourodendron riedelanum (Guatambú); Myrocarpus frondosus (Incense); Peltophorum dubium (Yvyrá pytá); Pterogyune nitens (Yvyrá ró); Nectandra spp. (Aju´y); Ocotea spp. (Guaicá); Patagonula Americana (Guayaibí); Enterolobium contortisiliquum (Timbó).

The forest is also characterized by its high number of species of lianas, epiphytes, ferns and palms like Syagrus romanzoffianum (Pindó) and Euterpe edulis (Palmetto).

The species of plants considered threatened are: Cederla Fissilis (Cedar), Euterpe edulis (palmetto) and Araucaria angustifolia (Kuri´y).

This one with no doubt is the eco-region with most fauna diversity of Paraguay. More than 80% of the fauna of the Oriental region is found in this eco-region. The affluent of the Paraná River are the only habitat of Handsaw Duck (Mergus octosetaceus), the most threatened duck of South America (Bertoni 1901; Hail, T. Y. Hayes, F. 1989). Also the Hokó Hovy (Dryocopus galeatus). Among the Passeriformes that exist only in this part of the country probably it will be found the Coludito of the Pines (Leptasthenura setaria) (Chévez, J. 1989. Com.pers.) and the Choraó (Amazona pretrei) associated the Kuri´y (Araucaria angustifolia) (Narosky, T.; Izurieta, D. 1987). The parrot of winy chest (Amazona vinacea) had been observed only in this eco-region (Hayes, F.; Hail, T in press) like the Owl listed (Strix Hylophila) (Contreras, J. 1988, Com.pers.; Colmán, J. 1988. Com.pers.)

According to Creighton (1988.Com.pers.) to the south of the eco-region, in the Mountain range of San Rafael, the unique registries for the country of Guasú pytá (Mazama rufina) exist. Is also the site of the

12-3 unique registries of the Rainbow Boa (Epicrates cenchria) for the Oriental region (Itaipú, 1979). It is important to take note that the unique bird considered extinguished, the Papagayo glauco (Anodorhynchus glaucus), habited the south of this eco-region (Forshow, J. 1977; Nores, M. ined.).

(4) Flora and Fauna

The shores of the Paraná River were naturally colonized for the forest of dense humid semicaducifolio type STUTZ DE ORTEGA (1987). This formation is distinguishing of the tropical humid or rain forest by a less humidity that gives it a character more xerofilic and by a seasonal differentiation very accented that implicates the presence of some trees species of decrepit leaves. According to the proposed classification of BEARD (1944) for the vegetable formations of Tropical America, this forest is part of the group of “seasonal formations”. The classification of the UNESCO (1973), in it work on the forest of Latin America, proposes the denomination of subtropical Forests deciduous and Mesolithic of oriental and meridian Brazil, which includes a proportion source of evergreen species and specifies that Alto Paraná is part of the zone of dispersion of Ilex paraguayensis. This formation is replicated in HUECK & SEIBERT (1981).

Apart of Paraguay the Paraná forest extends over the septentional territories of Argentina, in the province of Misiones and to the Northwest of the province of Corrientes, and of the Brazilian territory, over small occidental fractions of the States of Paraná and Santa Catarina. In Argentina CABRERA (1971) describes in detail the floristic composition of Misiones forest that defines it as a “Laurel and guatambu Forest”, meaning that is about a formation denominated in importance for the species Nectandra megapotamica and Balfourodendron riedelianum.

࡮Types of Forest The forests of the Eco-region Alto Paraná present two different aspects: - High forests with a medium height of 13 m. and emergent trees that exceed 25 m. of height (maximum observed 32 m.) - Low Forests with a medium height of 6 m.

࡮Floristic and biodiversity composition 12 families of plants that are the majority of the Parana forests SPICHINGER, BERTONI & LOIZEAU (1992): Lauraceae, Sapotaceae, Meliaceae, Leguminosae, Palmae, Rutaceae, Myrtaceae, Sapindaceae, Tiliaceae, Euphorbiaceae, Morácea and Boraginaceae.

The palm trees and the laurels are frequent in all types of forest, while trees of Meliaceae and Sapotaceae are represented by the Guatambu (Balfourodendron) and the Tembetary (Fagara), but also are abundant in the high forests that grow in sand substrate, where yvyra ovi (Helietta apiculata) occupies the high stratus in mono-specific form.

Tiliaceae and Sapindaceae are the most important components of the high forest that grow in the

12-4 wrong-drainage grounds.

The presence of the Leguminous does not result so meaningful though the precedent families do. Often are related with processes of secundarization of the forest. Genres like Lonchocarpus and Machaerium play an important role in the rehabilitation of the forests thanks to the heliophylic and anemocoro habit.

The trees of the Myrtaceae family are the most abundant in the low forests, of islands of forest and of geoclinal formations. Some species of this family, like Myrciaria rivularis are also frequents in high forests of wrong-drainage grounds.

Classification of the forests of the Eco-region Alto Paraná according to Spichinger and Loizeau, Bertoni and Stutz de Ortega:

(5) Protected Areas

The Eco-region of Alto Paraná is the one that actually has the most quantity, in surface and in number, of protected areas in relation to the other eco-regions of the Oriental Region.

A total of 18,150 hectares of protected areas administrated by the State and 29,193 hectares of protected areas administrated by Itaipú Binational exist. National Reserve Kuri’y: 150 hectares Protector Forest Ñacunday: 1,000 hectares Protector Forest Jukaí: 1,000 hectares

The state protected areas at the present time affront serious problems in relation with the absence of territory: R. N. Kuri, B. P. Ñacunday and B. P. Jakuí are found inside private properties; problems of invasion of farmers, hunting of some threatened of extinction species and problem of budgetary order. The areas managed by Itaipú Binational, in change, counts with an infrastructure more adequate, although affront problems with the furtive hunting of some species.

(6) Socioeconomic Situation of the Study Area

Departments of Itapúa and Alto Paraná include the districts and localities, with a various ethnic population: (basically Paraguayan, indigenous, Brazilian, and German); with a very varied production, in which prevails the agricultural and fruit production at a company business level, focused on the crops of soybean, wheat, sunflower, mate, and orange trees, which occupy most of the spatial productive area from the territories being analyzed, forming big nucleuses with foreign population, mainly contiguous to small Paraguayan Producers, conditioning bags of population with low level natural, technological and economic-financial resources and the population exodus.

This productive typology of the business type generates among other factors, a great economic-commercial dynamism in the area. However, it represents a structural factor for:

12-5 ࡮ Deterioration at irreversible levels, of its flora, its soil, and hydrologic resources; having substantially changed its natural potential and landscape; ࡮ Restructuring and concentration of the land ownership, with the effect of expulsion of the small producers and their migration towards marginal urban sectors. ࡮ Making a Foreign population of a big part of the departmental territory, with the positioning of multinational and foreign agricultural exporter companies ࡮ The roads and rural paths of the area (among them the corridor and accesses to ports) show deterioration in their structures which are not favorable for the quick and continuous traffic of vehicles, causing the isolation of the population of a big part of the settlements located in its influence area (towns, colonies and ports), when the climate conditions are not favorable.

This deterioration of the land streets also represents a delaying and obstruction factor for the commercial-transactional flow of the area varied production.

1) Department of Itapúa

The department of Itapua is characterized by habing been rebuilt and arranged alter the Triiple Alliance War, based on the promotion of the immigration and privatization of the lands. The immigrants arriving to this department were essentially German, Slavonic, Ukranian and then Japanese.

࡮Extension and population The department of Itapua located in the South East part of the Oriental Region, has 16,525 km2 of surface and a total population of 453,692 inhabitants, being its urban population of 139,045 inhabitants (30.6%) and its rural population of 314,647.(69.4%). Its density is 27.5 inhabitant/km2 .The annual population growth rate is of 1.9% (1992-2002), lower than the previous decade, when the rate was 3.64% annually.

Itapua has indigenous population of 1781 people (2002) having increased in the term of 1992-2002, with an annual growth rate of 16.66%. The Mbya ethnic group of the Guarani linguistic family, is the predominant one in this territory in 45 communities. There are also some families settled of the Maka ethnic group of the Mateco – Mataguayo linguistic family.

࡮Life Quality. - Poverty Levels The poverty levels of the department are associated with the expansion of the soybean crops, at the risk of terminating with the rural or farming economy and the bio-diversity, with an approach of agricultural exporter enclave which limits the chances for the development of the internal market. Within this context the percentage of extreme poverty reached a level of 25 % of the population of the department, in 2003.

12-6 - Health The main diseases registered in 2004 by the Ministry of Public Health in this department related to the total cases in the country, are the ones below: Malaria: 5% P. F. A: 9.7% Lehima Tegumen: 3.7% Intoxication caused by pesticide: 7.7% (third place at country level). This percentage may be underestimated, if considering that there is a great level of sub registrations and includes registrations at district levels.

Another one is that the soybean, already needs a big amount of insecticides and weed killers, it is grown in big lands owned by agricultural exporter companies, which undertake the air fumigation, which pollute not only the natural resources (soil, water), but also the surrounding populations and the subsistence crops.

The harmful effects of the biocides in human health are developed in diseases as cancer of the respiratory and nervous systems, among others.

࡮Production The woody area of the department has decreased significantly during the last decades due to the indiscriminate prune of the forest and the selective dismantling ion order to widen the agriculture at a business level. During the term of 1991-1999 its deforestation rate reached 14.21, only surpassed by Alto Paraná.

Itapua is one of the departments of biggest agricultural production in the country, being the department of highest production of soybean, with a surface of 486,087 Hectares and an expansion rate of 8.3% en 1996/20041 .

2) Alto Parana Department

After the Triple Alliance War, the Alto Parana lands were sold to private companies, which started to exploit intensely the forests, mate plantations, and also men who were working in the production units (factories). The big timber and mate latifundium existed up to well beyond XX Century and used different ports for the going out of rolls and packs of mate, originating the ports of this department, such as Adela Port, Irala Port, Ñacunday Port among others.

The region was completely woody but the excessive exploitation reduced its woody areas, increasing the agricultural areas.

The construction of the Binational Dam of Itaipú, from which Paraguay is adjoined owner with Brazil,

1 Entrevistas a informantes calificados, 2005-11-09. Enclave Sojero. Merma de soberanía y pobreza. Ramón Fogel y Marcial Riquelme. Compiladores, Paraguay, 2005.

12-7 promotes and accelerates the development of this department.

࡮Extension and Population The department of Allto Paraná located at the east side of the Oriental Region, has a surface of 14,895 km2, with a population of 558,672 inhabitants. The department had a significant population increase in the last decade. With regard to the population in the country, Alto Paraná represented 10.8% of the same, in 2002 .Its population density is of 37.5 inhabitants per km2. In Alto Parana the population is mainly urban, being 66% of the same, the rural population represents 34%.

The indigenous population in Alto Paraná is fomed by 4,762 people, out of which 52% are male and 48% female. Its annual growth rate is 4.48% in the term of 1992-2002.

This population is composed by the ethnic groups Ava-Guaraní, Ache-guayaki, Mbyá (Guarani Lingüístic Family) and Maka.(Mataco – Mataguayo linguistic family)

࡮Quality of life. - Poverty levels The growing severe level of the poverty in the department has among its causes, the mechanized agriculture, type exporter agricultural, which expands at expenses of the disappearance of the farming economies and the environmental deterioration (forests, hydrologic resources, etc). The extreme poverty reveals an incident of 14% in its total population.

- Health The main types of diseases recorded in 2004 by the Ministry oh Public Health, in this department with regard to the totality of cases in the country, are as follows: Malaria: 45.5% P. F. A: 4.4% Lehima Tegumen: 14.7% Intoxication caused by pesticide: 4.8% (fourth place at country level). As was already explained regarding the Department of Itapua, this production would also undervalued.

࡮Production2 Alto Parana passes through a process of selective deforestation, like the one in the Department of Itapua. Agricultural production in its more varied types of crops, turn this department the first producer in the several crop.

The agricultural industry is growing, for instance, oil producer companies, fruit industry, balanced meals, palmetto packers, sausage products, sawmills, ceramic, mint distillation, rice mills and mate, as

2 Fuente: Informe de las Naciones Unidas sobre el Desarrollo Humano.

12-8 well as dairy products, etc.

The department generates hydroelectric energy from the national dams on the Acaray River: Acaray I and the dam of Itaipú, built under a binational Paraguayan- Btrazilian enterprise.

Tourism industry is a growing industry due mainly to its geographical location, near the Iguazu Falls, on the one side and the Itaipú Dam on the other, essentially the shopping tourism, prioritized by the Brazilian people.

(7) Indigenous Communities in the Study Area

According to secondary data extracted from the Study for the Protection of Indifenous Communities, National Plan for Rural Roads – Second Stage, prepared in the year 2003, the following communities located in the influence area of the study showed in Figure 12.2-2.

Figure 12.2-2 Distribution Map of Indigenous People

12-9 (8) Pollution Condition

1) Air

There has not been access to any kind of studies on the air quality in the All. However, the quality of the air it’s assumed to be good, since there are not many industries, which release polluters to the atmosphere.

2) Water

There has not been access to any study on the quality of water. However, considering that the use of the soil in more than 50%, is exclusively for agricultural purposes, the quality of the water is assumed to be committed to different uses, even more, considering that it has been confirmed that most of the currents of water do not have protective forests around, or they are considerably deteriorated.

Besides, there are households with families living in the borders or places near the watercourses, which, according to the surveys do not have a sewerage system. Thus it is assumed that there is also pollution caused by humans, mainly wasted material from the human life.

Normally, the pollution processes are caused, sometimes, by the cleaning of spraying devices (fumigators) in the watercourses or by the agricultural toxic elements in the low areas and consequently in the watercourses. These actions generate an immediate impact in the fauna of the area, causing the instantaneous death of fishes in the washing sites, and places near to the polluted areas, in addition to making the water not good for its use, without previous treatment, for other purposes.

The contribution of nutrients to the current waters comes from the fertilizers in the rain waters, where the hydrogenated and phosphate compounds modify the quality of the water.

(9) Socioeconomic Findings of the Survey Area.

- Collection of data from secondary sources: National laws, Household and Population National Census (2002), Report on Rates of Human Development of the country, Documents of the Ministries of Agriculture and Livestock, Industry and Commerce and Public Health, Education and Culture, Social Action Office, from the Governments of Alto Parana and Itapua and the Municipalities involved, among other sources.

- As was indicated in Figure 12.2-1, the indirect influence area was delimited in 15 km at both sides of the route; the existing road (Project 1418PA) and the high tension line of ANDE between Mayor Otaño and Ciudad del Este.

The selection of the places - sample of the universe under the Study, allowed the identification of the sections and ports and the families residing in the zones of influence.

12-10 The data collection was undertaken through the household. The surveys were applied to 265 households and people older than 15 years old, who were in the household at the moment of the survey, completing 761 interviewed people.

Table 12.2-1 Summary of Socioeconomic Data of Survey

Type of Land Ownership:

Occupied Occupied Own by Own by Doesn't Sample with Fiscal Land without Others Total % purchase Inheritance know Family auhorization auhorization Total % Total % Total % Total % Total % Total % Total % Total % M1 69 50 72.5 13 18.8 1 1.4 5 7.2 0 0.0 0 0.0 0 0.0 69 100.0 M1' 25 14 56.0 0 0.0 1 4.0 10 40.0 0 0.0 0 0.0 0 0.0 25 100.0 M2 15 13 86.7 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 2 13.3 15 100.0 M3 15 13 86.7 1 6.7 0 0.0 1 6.7 0 0.0 0 0.0 0 0.0 15 100.0 M4 40 26 65.0 9 22.5 4 10.0 1 2.5 0 0.0 0 0.0 0 0.0 40 100.0 FRUTIKA 15 10 66.7 2 13.3 0 0.0 1 6.7 0 0.0 0 0.0 2 13.3 15 100.0 M6 10 8 80.0 0 0.0 0 0.0 2 20.0 0 0.0 0 0.0 0 0.0 10 100.0 M7 45 34 75.6 3 6.7 3 6.7 0 0.0 0 0.0 0 0.0 5 11.1 45 100.0 M8 50 23 46.0 4 8.0 20 40.0 0 0.0 0 0.0 0 0.0 3 6.0 50 100.0 TOTAL 284 191 67.25 32 11.27 29 10.21 20 7.04 0 0.00 0 0.00 12 4.23 284 100.0

Vehicle Ownership:

Doesn't Sample Car Van Truck Tractor Moterbike Others Total % Stretch have Family Total % Total % Total % Total % Total % Total % Total % Total % M1 69 17 24.6 11 15.9 2 2.9 0 0.0 16 23.2 4 5.8 19 27.5 69 100.0 M1' 25 2 7.7 2 7.7 1 3.8 4 15.4 6 23.1 4 15.4 7 26.9 26 100.0 M2 15 2 13.3 2 13.3 2 13.3 1 6.7 3 20.0 0 0.0 5 33.3 15 100.0 M3 15 3 20.0 2 13.3 1 6.7 0 0.0 2 13.3 2 13.3 5 33.3 15 100.0 M4 40 6 15.0 4 10.0 7 17.5 0 0.0 6 15.0 10 25.0 7 17.5 40 100.0 FRUTIKA 15 9 60.0 3 20.0 3 20.0 0 0.0 0 0.0 0 0.0 0 0.0 15 100.0 M6 10 2 20.0 0 0.0 1 10.0 0 0.0 0 0.0 0 0.0 7 70.0 10 100.0 M7 45 10 22.2 3 6.7 4 8.9 0 0.0 5 11.1 1 2.2 22 48.9 45 100.0 M8 50 23 4.0 4 8.0 0 0.0 0 0.0 7 14.0 3 6.0 13 26.0 50 100.0 TOTAL 284 74 25.96 31 10.88 21 7.37 5 1.75 45 15.79 24 8.42 85 29.82 285 100.0

Crops: Production

Sample 㪪㫆㫐㪹㪼㪸㫅㪚㫆㫋㫋㫆㫅㩷㪚㫆㫉㫅㪤㪸㫅㪻㫀㫆㪺㪸㪮㪿㪼㪸㫋㪫㫆㪹㪸㪺㪺㫆㪦㫉㪸㫅㪾㪼㩷㪭㪼㪾㪼㫋㪸㪹㫃㪼㫊㩷㪦㫋㪿㪼㫉㫊㩷 Stretch 㪫㫆㫋㪸㫃㩷㩼 Family Total % Total % Total % Total % Total % Total % Total % Total % Total % M1 69 㪌㪇㪍㪋㪏㪅㪎㪊㪇㪅㪊㪋㪈㪊㪅㪐㪏㪇㪅㪏㪋㪎㪌㪋㪌㪅㪎㪇㪇㪅㪇㪈㪅㪌㪇㪅㪈㪉㪅㪊㪇㪅㪉㪊㪇㪅㪊㪈㪇㪋㪇㪈㪇㪇㪅㪇 M1' 25 㪌㪎㪅㪈㪈㪇㪈㪋㪅㪊㪈㪌㪉㪈㪅㪋㪉㪈㪊㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪊㪋㪅㪊㪏㪈㪈㪅㪋㪏㪈㪈㪅㪋㪎㪇㪈㪇㪇㪅㪇 M2 15 㪈㪇㪍㪏㪊㪅㪊㪈㪉㪐㪅㪋㪊㪉㪅㪋㪍㪅㪊㪋㪅㪐㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪇㪇㪈㪉㪎㪈㪇㪇㪅㪇 M3 15 㪈㪊㪏㪍㪌㪅㪉㪊㪌㪈㪅㪎㪈㪇㪋㪅㪎㪏㪅㪌㪋㪅㪇㪇㪅㪌㪇㪅㪉㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪌㪈㪉㪋㪅㪈㪉㪈㪉㪈㪇㪇㪅㪇 M4 40 㪈㪌㪍㪍㪏㪅㪇㪈㪎㪌㪎㪅㪍㪉㪇㪏㪅㪎㪏㪊㪅㪌㪇㪇㪅㪇㪇㪇㪅㪇㪐㪊㪅㪐㪇㪇㪈㪐㪏㪉㪊㪇㪈㪇㪇㪅㪇 FRUTIKA 15 㪋㪈㪊㪏㪌㪐㪅㪐㪇㪇㪅㪇㪌㪈㪇㪎㪅㪋㪌㪇㪅㪈㪈㪍㪋㪌㪉㪊㪅㪏㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪍㪇㪎㪐㪍㪐㪇㪌㪈㪇㪇㪅㪇 M6 10 㪊㪇㪇㪊㪊㪅㪊㪇㪇㪅㪇㪉㪇㪇㪉㪉㪅㪉㪇㪇㪅㪇㪊㪇㪇㪊㪊㪅㪊㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪈㪇㪇㪈㪈㪐㪇㪇㪈㪇㪇㪅㪇 M7 45 㪊㪏㪇㪎㪋㪅㪎㪍㪈㪉㪅㪇㪇㪇㪅㪇㪍㪅㪌㪈㪅㪊㪈㪈㪇㪉㪈㪅㪍㪇㪇㪅㪇㪇㪇㪅㪇㪈㪅㪋㪇㪅㪊㪌㪈㪌㪇㪐㪈㪇㪇㪅㪇 M8 50 㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪇㪇㪇㪈㪇㪇㪅㪇 TOTAL 284 㪌㪎㪉㪐㪌㪎㪅㪊㪇㪌㪉㪇㪅㪌㪉㪎㪐㪐㪏㪅㪇㪇㪍㪊㪅㪊㪇㪅㪍㪊㪉㪌㪊㪈㪉㪌㪅㪊㪇㪇㪇㪅㪇㪇㪈㪊㪅㪌㪇㪅㪈㪋㪈㪈㪅㪎㪇㪅㪈㪈㪎㪈㪎㪐㪊㪎㪅㪐㪋㪐㪐㪐㪉㪈㪇㪇㪅㪇

12-11 Main Occupation:

㪧㫌㪹㫃㫀㪺㪧㫉㫀㫍㪸㫋㪼㪧㫉㫆㪽㪼㫊㫀㫆㫅㪸㫃 Sampl 㪚㪸㫋㫋㫃㪼㪮㫆㫉㫂㪼㫉㩷㪆㪪㪼㪺㫋㫆㫉㪪㪼㪺㫋㫆㫉㫆㫉㪠㫅㪻㫌㫊㫋㫉㫀㪸㫃㪝㪸㫉㫄㪼㫉㪤㪼㫉㪺㪿㪸㫅㫋㪘㫉㫋㫀㫊㪸㫅㩷㪩㪼㫋㫀㫉㪼㪻㩷㪬㫅㪼㫄㫇㫃㫆㫐㪼㪻 Stretch e 㪩㪸㫀㫊㪼㫉㪛㪸㫐㫃㪸㪹㫆㫉㪼㫉㪫㫆㫋㪸㫃㩷 % 㪜㫄㫇㫃㫆㫐㪼㪼㪜㫄㫇㫃㫆㫐㪼㪼㪫㪼㪺㪿㫅㫀㪺㫀㪸㫅 Family Total % Total % Total % Total % Total % Total % Total % Total % Total % Total % Total % M1 69 㪉㪐㪉㪉㪅㪏㪈㪐㪈㪌㪅㪇㪈㪇㪎㪅㪐㪈㪇㪅㪏㪈㪇㪅㪏㪈㪊㪈㪇㪅㪉㪈㪐㪈㪌㪅㪇㪋㪊㪅㪈㪈㪍㪈㪉㪅㪍㪍㪋㪅㪎㪐㪎㪅㪈㪈㪉㪎㪈㪇㪇㪅㪇 M1' 25 㪈㪈㪅㪐㪊㪌㪅㪎㪈㪈㪅㪐㪇㪇㪅㪇㪇㪇㪅㪇㪋㪈㪎㪎㪅㪋㪌㪐㪅㪋㪇㪇㪅㪇㪉㪊㪅㪏㪇㪇㪅㪇㪇㪇㪅㪇㪌㪊㪈㪇㪇㪅㪇 M2 15 㪇㪇㪅㪇㪈㪌㪅㪇㪊㪈㪌㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪎㪊㪌㪅㪇㪏㪋㪇㪅㪇㪇㪇㪅㪇㪈㪌㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪉㪇㪈㪇㪇㪅㪇 M3 15 㪉㪍㪅㪐㪈㪊㪅㪋㪇㪇㪅㪇㪈㪊㪅㪋㪇㪇㪅㪇㪈㪊㪋㪋㪅㪏㪋㪈㪊㪅㪏㪇㪇㪅㪇㪉㪍㪅㪐㪇㪇㪅㪇㪍㪉㪇㪅㪎㪉㪐㪈㪇㪇㪅㪇 M4 40 㪏㪐㪅㪋㪎㪏㪅㪉㪉㪉㪅㪋㪇㪇㪅㪇㪇㪇㪅㪇㪉㪌㪉㪐㪅㪋㪉㪎㪊㪈㪅㪏㪇㪇㪅㪇㪈㪍㪈㪏㪅㪏㪇㪇㪅㪇㪇㪇㪅㪇㪏㪌㪈㪇㪇㪅㪇 FRUTIKA 15 㪇㪇㪅㪇㪊㪈㪏㪅㪏㪉㪈㪉㪅㪌㪇㪇㪅㪇㪈㪍㪅㪊㪎㪋㪊㪅㪏㪊㪈㪏㪅㪏㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪈㪍㪈㪇㪇㪅㪇 M6 10 㪇㪇㪅㪇㪊㪈㪎㪅㪍㪉㪈㪈㪅㪏㪇㪇㪅㪇㪇㪇㪅㪇㪈㪌㪅㪐㪋㪉㪊㪅㪌㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪎㪋㪈㪅㪉㪈㪎㪈㪇㪇㪅㪇 M7 45 㪍㪎㪅㪊㪈㪌㪈㪏㪅㪊㪏㪐㪅㪏㪈㪈㪅㪉㪇㪇㪅㪇㪌㪍㪅㪈㪉㪉㪉㪍㪅㪏㪋㪋㪅㪐㪉㪉㪅㪋㪈㪈㪅㪉㪈㪏㪉㪉㪅㪇㪏㪉㪈㪇㪇㪅㪇 M8 50 㪐㪏㪅㪎㪉㪌㪉㪋㪅㪊㪋㪊㪅㪐㪇㪇㪅㪇㪇㪇㪅㪇㪇㪇㪅㪇㪊㪇㪉㪐㪅㪈㪌㪋㪅㪐㪈㪏㪈㪎㪅㪌㪋㪊㪅㪐㪏㪎㪅㪏㪈㪇㪊㪈㪇㪇㪅㪇 TOTAL 284 㪌㪌㪈㪇㪅㪊㪋㪎㪎㪈㪋㪅㪋㪎㪊㪉㪍㪅㪇㪉㪊㪇㪅㪌㪍㪉㪇㪅㪊㪏㪈㪈㪉㪉㪈㪅㪇㪌㪈㪉㪉㪉㪉㪅㪐㪊㪈㪊㪉㪅㪋㪋㪌㪎㪈㪇㪅㪎㪈㪈㪈㪉㪅㪇㪎㪋㪏㪐㪅㪇㪉㪌㪊㪉㪈㪇㪇㪅㪇

Opinions on the Project:

Sampl 㪥㫆㫋㪮㫆㫌㫃㪻㩷㪹㫉㫀㫅㪾㪮㫆㫌㫃㪻㩷㪹㫉㫀㫅㪾㪛㫆㪼㫊㫅㩾㫋㪥㪼㪺㪺㪼㫊㪸㫉㫐㪦㫋㪿㪼㫉㫊 Stretch e 㪥㪼㪺㪺㪼㫊㪸㫉㫐㪹㪼㫅㪼㪽㫀㫋㫊㫇㫉㫆㪹㫃㪼㫄㫊㫂㫅㫆㫎 Total % Family Total % Total % Total % Total % Total % Total % 㪤㪈㩷 69 51 73.9 2 2.9 13 18.8 0 0.0 3 4.3 0 0.0 69 100.0 㪤㪈㩾㩷 25 22 48.9 0 0.0 21 46.7 2 4.4 0 0.0 0 0.0 45 100.0 㪤㪉㩷 15 14 93.3 0 0.0 1 6.7 0 0.0 0 0.0 0 0.0 15 100.0 㪤㪊㩷 15 10 66.7 0 0.0 4 26.7 0 0.0 1 6.7 0 0.0 15 100.0 㪤㪋㩷 40 22 55.0 0 0.0 16 40.0 0 0.0 1 25.0 1 2.5 40 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 8 53.3 1 6.7 6 40.0 0 0.0 0 0.0 0 0.0 15 100.0 㪤㪍㩷 10 5 50.0 0 0.0 4 40.0 0 0.0 1 10.0 0 0.0 10 100.0 㪤㪎㩷 45 40 88.9 1 2.2 1 2.2 0 0.0 1 2.2 2 4.4 45 100.0 㪤㪏㩷 50 38 76.0 1 2.0 5 10.0 0 0.0 3 6.0 3 6.0 50 100.0 㪫㪦㪫㪘㪣 284 210 69.08 5 1.64 71 23.36 2 0.66 10 3.29 6 1.97 304 100.0

If Project is affecting the property:

Sampl 㪮㫆㫌㫃㪻㩷㫃㪼㪸㫍㪼㪮㫆㫌㫃㪻㫅㩾㫋㩷㫃㪼㪸㫍㪼㪚㫃㪸㫀㫄㪧㫉㫆㫆㪼㫉㫋㫐㪦㫋㪿㪼㫉㫊 Stretch e 㫋㪿㪼㩷㫇㫃㪸㪺㪼㫋㪿㪼㩷㫇㫃㪸㪺㪼㫀㫅㪻㪼㫄㫅㫀㫋㫐㪫㫉㪸㪻㪼 Total % Family Total % Total % Total % Total % Total % 㪤㪈㩷 69 7 10.1 6 8.7 40 58.0 7 10.1 9 13.0 69 100.0 㪤㪈㩾㩷 25 8 30.8 0 0.0 18 69.2 0 0.0 0 0.0 26 100.0 㪤㪉㩷 15 0 0.0 12 80.0 1 6.7 1 6.7 1 6.7 15 100.0 㪤㪊㩷 15 0 0.0 2 13.3 6 40.0 1 6.7 6 40.0 15 100.0 㪤㪋㩷 40 9 23.7 8 21.1 14 36.8 2 5.3 5 13.2 38 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 0 0.0 15 100.0 0 0.0 0 0.0 0 0.0 15 100.0 㪤㪍㩷 10 0 0.0 2 20.0 7 70.0 0 0.0 1 10.0 10 100.0 㪤㪎㩷 45 1 2.2 7 15.6 30 66.7 1 2.2 6 13.3 45 100.0 㪤㪏㩷 50 9 18.0 5 10.0 27 54.0 7 14.0 2 4.0 50 100.0 㪫㪦㪫㪘㪣 284 34 12.01 57 20.14 143 50.53 19 6.71 30 10.60 283 100.0

Improve the Commercialization System:

Credit Improve Improve Technical Storage Sampl Improve ports obtainment to access to intercom. assistance to infrastructure Others Stretch e Infrustructure improve Total % ports Road corridor producrse available Family production Total % Total % Total % Total % Total % Total % Total % 㪤㪈㩷 69 66 50.4 10 7.6 20 15.3 13 9.9 9 6.9 10 7.6 3 2.3 131 100.0 㪤㪈㩾㩷 25 20 25.6 2 2.6 3 3.8 21 26.9 29 37.2 1 1.3 2 2.6 78 100.0 㪤㪉㩷 15 8 32.0 3 12.0 4 16.0 3 12.0 5 20.0 2 8.0 0 0.0 25 100.0 㪤㪊㩷 15 13 34.2 0 0.0 17 44.7 4 10.5 3 7.9 0 0.0 1 2.6 38 100.0 㪤㪋㩷 40 45 72.6 4 6.5 4 6.5 4 6.5 4 6.5 0 0.0 1 1.6 62 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 9 45.0 2 10.0 8 40.0 1 5.0 0 0.0 0 0.0 0 0.0 20 100.0 㪤㪍㩷 10 4 28.6 1 7.1 5 35.7 0 0.0 1 7.1 0 0.0 3 21.4 14 100.0 㪤㪎㩷 45 33 34.0 12 12.4 14 14.4 10 10.3 14 14.4 1 1.0 13 13.4 97 100.0 㪤㪏㩷 50 22 33.8 2 3.1 1 1.5 14 21.5 23 35.4 0 0.0 3 4.6 65 100.0 㪫㪦㪫㪘㪣 284 220 41.51 36 6.79 76 14.34 70 13.21 88 16.60 14 2.64 26 4.91 530 100.0

12-12 Income:

From 800,000 From Sampl Less than From 300,000 From 500,000 to 1,000,000 1,000,000 to More Stretch e 300,000 Gs. to 500,000 Gs. to 800,000 Gs. Total % Gs. 1,500,000 Gs. Family Total % Total % Total % Total % Total % Total % 㪤㪈㩷 69 13 11.0 11 9.3 35 29.7 13 11.0 28 23.7 18 15.3 118 100.0 㪤㪈㩾㩷 25 24 58.5 10 24.4 4 9.8 1 2.4 2 4.9 0 0.0 41 100.0 㪤㪉㩷 15 3 15.0 3 15.0 0 0.0 6 30.0 6 30.0 2 10.0 20 100.0 㪤㪊㩷 15 5 14.7 7 20.6 7 20.6 4 11.8 9 26.5 2 5.9 34 100.0 㪤㪋㩷 40 16 18.8 20 23.5 12 14.1 7 8.2 18 21.2 12 14.1 85 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 0 0.0 0 0.0 1 5.9 3 17.6 7 41.2 6 35.3 17 100.0 㪤㪍㩷 10 0 0.0 0 0.0 7 70.0 2 20.0 0 0.0 1 10.0 10 100.0 㪤㪎㩷 45 6 9.4 15 23.4 11 17.2 19 29.7 8 12.5 5 7.8 64 100.0 㪤㪏㩷 50 2 2.1 18 18.9 9 9.5 14 14.7 28 29.5 24 25.3 95 100.0 㪫㪦㪫㪘㪣 284 69 14.26 84 17.36 86 17.77 69 14.26 106 21.90 70 14.46 484 100.0

Problems affecting the locality:

Bad Road Phisical Defore Pollitical Poor social Lack of job Poor public Hydric Land Youth Sample Insecurity Others Stretch conditions Isolation station Conflicts services sources transportation pollution conflicts migration Total % Family Total%Total%Total%Total%Total%Total%Total%Total%Total%Total%Total%Total% 㪤㪈㩷 69 68 51.9 2 1.5 3 2.3 11 8.4 0 0.0 9 6.9 30 22.9 1 0.8 0 0.0 0 0.0 1 0.8 6 4.6 131 100.0 㪤㪈㩾㩷 25 12 12.8 0 0.0 0 0.0 18 19.1 0 0.0 1 1.1 29 30.9 12 12.8 4 4.3 0 0.0 17 18.1 1 1.1 94 100.0 㪤㪉㩷 15 20 45.5 3 6.8 1 2.3 14 31.8 2 4.5 1 2.3 3 6.8 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 44 100.0 㪤㪊㩷 15 16 42.1 0 0.0 3 7.9 3 7.9 0 0.0 0 0.0 14 36.8 0 0.0 1 2.6 0 0.0 0 0.0 1 2.6 38 100.0 㪤㪋㩷 40 44 71.0 3 4.8 2 3.2 1 1.6 1 1.6 0 0.0 10 16.1 0 0.0 1 1.6 0 0.0 0 0.0 0 0.0 62 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 18 90.0 0 0.0 0 0.0 1 5.0 0 0.000.000.000.000.000.000.0 1 5.0 20 100.0 㪤㪍㩷 10 6 42.9 1 7.1 0 0.0 4 28.6 0 0.0 0 0.0 0 0.0 3 21.4 0 0.0 0 0.0 0 0.0 0 0.0 14 100.0 㪤㪎㩷 45 23 23.7 0 0.0 2 2.1 26 26.8 1 1.0 4 4.1 21 21.6 8 8.2 3 3.1 5 5.2 1 1.0 3 3.1 97 100.0 㪤㪏㩷 50 29 28.7 0 0.0 3 3.0 39 38.6 2 2.0 6 5.9 16 15.8 3 3.0 0 0.0 0 0.0 1 1.0 2 2.0 101 100.0 㪫㪦㪫㪘㪣 284 236 39.27 9 1.50 14 2.33 117 19.47 6 1.00 21 3.49 123 20.47 27 4.49 9 1.50 5 0.83 20 3.33 14 2.33 601 100.0

Services to be improved:

Bectric Health care Public Neighbor Woman Youth Sample Education Job sources Water supply Roads Water quality Others Stretch power center transport relationsips treatment migration Total % Family Total%Total%Total%Total%Total%Total%Total%Total%Total%Total%Total%Total% 㪤㪈㩷 69 20 12.3 45 27.6 7 4.3 3 1.8 21 12.9 50 30.7 6 3.7 1 0.6 0 0.0 1 0.6 1 0.6 8 4.9 163 100.0 㪤㪈㩾㩷 25 8 11.1 32 44.4 3 4.2 1 1.4 5 6.9 8 11.1 12 16.7 0 0.0 0 0.0 0 0.0 2 2.8 1 1.4 72 100.0 㪤㪉㩷 15 10 22.7 25 56.8 0 0.0 2 4.5 2 4.5 2 4.5 0 0.0 1 2.3 1 2.3 1 2.3 0 0.0 0 0.0 44 100.0 㪤㪊㩷 15 2 4.0 25 50.0 0 0.0 0 0.0 5 10.0 18 36.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 50 100.0 㪤㪋㩷 40 23 9.3 37 15.0 1 0.4 8 3.3 26 10.6 135 54.9 4 1.6 1 0.4 2 0.8 3 1.2 4 1.6 2 0.8 246 100.0 㪝㪩㪬㪫㪠㪢㪘㩷 15 19 32.2 12 20.3 0 0.0 0 0.0 10 16.9 14 23.7 2 3.4 2 3.4 0 0.0 00.000.0 0 0.0 59 100.0 㪤㪍㩷 10 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 6 37.5 9 56.3 1 6.3 0 0.0 0 0.0 0 0.0 0 0.0 16 100.0 㪤㪎㩷 45 18 17.5 21 20.4 1 1.0 2 1.9 21 20.4 25 24.3 11 10.7 1 1.0 1 1.0 1 1.0 1 1.0 0 0.0 103 100.0 㪤㪏㩷 50 25 25.0 7 7.0 5 5.0 10 10.0 28 28.0 2 2.0 11 11.0 0 0.0 12 12.0 0 0.0 0 0.0 0 0.0 100 100.0 㪫㪦㪫㪘㪣 284 125 14.65 204 23.92 17 1.99 26 3.05 118 13.83 260 30.48 55 6.45 7 0.82 16 1.88 6 0.70 8 0.94 11 1.29 853 100.0

(10) Analysis of Land Use

The activity is framed in the preparation of thematic maps containing the current use of soil (year 2004) from the All, which introduces the AID of the study, corresponding to the road section in stage of feasibility analysis.

The land use is being determined on the base of the interpretation in cabinet of satellite images of the sensor LANDSAT TM5, correspondent to the year 2004 and covering the area of interest, which was complemented with a trip of field examination, carried out between the days 8th and 9th of October 2005.

The main uses of land, identified in the influence area of the Project of improvement of grains export corridors in the area of Southern Alto Paraná and Northern Itapua, are the urban use, rural to urban

12-13 zone transition, mechanized crops (currently called soybean-wheat complex or grain complex), fruit trees crops, sustenance crops, woody protected wild areas and family agriculture.

The dominant use according to the observations obtained in the traveled Section corresponds to the mechanized crop, observing this kind of activity in the whole path. The urban use is associated exclusively to the district and departmental capitals, highlighting as the biggest urban zone the one formed by the union of the cities of Presidente Franco and Ciudad del Este. Both cities are from the Department of Alto Paraná, which surroundings show a fast conversion of the rural use of sustenance crops to the urban use.

Regarding the fruit trees crop, this activity is concentrated in the districts of Mayor Otaño and Carlos Antonio López, Department of Itapúa, being the most important the establishment called KIMEX-FRUTIKA, which has large fruit trees plantations and industrial facilities for the processing of the fruits of said plantations. It is important to emphasize that the establishment KIMEX-FRUTIKA has an incipient urban area in the surroundings of the industrial facilities and intends to become the district of Krisburgo, becoming this way independent from the district Carlos Antonio López.

With regard to the use of protected wild areas, these are associated exclusively to the protection of the latest remains of the Bosque Atlántico (Atlantic Forest) of Alto Paraná, which originally covered most of the visited zone (WWF 2004). These areas are part of the National System of Protected Wild Areas (SINASIP) and they are the following: Monumento Científico Puerto Bertoni (Scientific Monument Port Bertoni), National Park Ñacunday (Parque Nacional Ñacunday) from the Company Agrotoro S.A., Natural Monument Kuri’y. Besides, there are municipal parks as the case of the Municipal Park Saltos Monday, managed by the Municipality of Presidente Franco.

The methodology used was the in situ fast appraisal, undertaking an expedition through the main road Section of the project, registering the remarks systematically by means of the shot of digital photographs of landscapes, accompanied by the recording of the coordinates of each photograph using the system GPS (Global Positioning System).

Following there is a chart containing a quantitative result summary of the Current Land Use in the whole Influence Area of the Main Corridor including the accesses to nine analyzed ports:

12-14 Table 12.2-2 Existing Land Use

Hectare % Woody Covering 204,012 26.5 Fruit Extensive Crops 2,019 0.2 Self-consumption crops 52,035 6.7 Income and self-cultivation crops 38,624 5.0 Marshes 2,533 0.3 Planted Pasture 42,654 5.5 Reforestation 1,707 0.2 Urban 10,146 1.3 Mechanized Extensive Crops 416,125 54.1 Soybean-wheat complex) TOTAL SURFACE 769,857 100.0

(11) Flora

In the whole Area of Direct Influence(AID) of the projected road, there are remains or remnants of dense and damp forest “semicaducifolio” (STUTZ DE ORTEGA, 1987) where we will be able to find any and all of the mentioned types by SPICHIGER & AL. (1992), according to the topographic statistics, soil type, and geographical rank.

Most of these woody remnants are degraded, meaning, the trees stratums are practically gone. There is, however, regeneration and isolated trees individuals in the whole of the vegetation, which is composed of bushy species and herbs. There is a big amount of climbing opportunist species, which take advantage of these few individuals who remain standing to climb toward a better position before the sunlight.

The types of woods, forests, which can be found more often in the Area of Direct Influence (AID) are the hall or gallery forests with predominance of he Ka’a oveti (Luehea divaricata) typical species, together with Inga spp. In the edges of the important water courses and in low areas with a poor drainage.

There are also low deciduous forests with myrtaceous plants in their hydrophilic phases; and also gallery brushwoods of myrtaceous.

The vegetation appears associated to the water courses, which are crossed by the plan/design, and in the cliffs of the grain ports. Likewise, the projected design crosses the limits of the larger woody masses, which seem to constitute a forestall reserve of the big agricultural establishments, which monopolizes the use of soil in the whole region.

࡮Component M-1: Natalio - Tembey River There are two important crossing points in this component: the Tembey River and the two branches of

12-15 the stream Paí Curuzu. There are small standing remnants of Hygropyhilic forests with medium and low stratums. At the border of the Pa’i Curuzu grows the Erythrina falcata, a rare species of Ceibo, which takes place only in the region of Alto Paraná-Itapúa. The thicket forest of these small forests is rich in medicinal herbaceous species as Geophila repens, Thelypteris spp. Doryoteris nobilis, medicinal species as maidenhair fern stream “culantrillo arroyo”. (Adiantum raddianum). The tacuapi (Merostachys clausenii) was in full floration and occupied all the spaces left by the bigger trees, which were turned own in this area.

࡮Component M-2: Tembey River - Stream Guarapay In this second Section there is also a crossing of the arroyos Guarapay and San Rafael. From the road the thicket forest of the small Hygropyhilic forests, covered with maidenhair fern stream “culantrillo arroyo” (Adiantum pseudo-tinctum), a medicinal species. The most abundant and frequent species are the Ka’a ovetí (Luehea divaricata) and the pata de buey (ox paw) (Bauhnia forficata).

࡮Component M-3: Stream Guarapay - Intersection with the Extension of the Route 15. Reaching this Section we find a recreational, bathing area. The vegetation protecting the shores of the Stream Yhaca Guasu is in good condition and conservation. There is a lack of trees, but it represents an ideal place for tourism.

࡮Component M-4: Intersection with the Extension of the Route 15 - River Yacuy guasu. This is an area of great landscape value, with a very wavy landscape, almost rustic. There are many patches of forests with a scarce amount of Kuri’y. Likewise, due to the beauty of its streams, among them, Stream San Juan, Emilia, Yacuy guasu, Yhaca.. These patches of forests not only accompany the water courses, but also starting from there widen their extension toward the high zones.

࡮Component M-5: River Yacuy guasu - River Ñacunday This Section is the most delicate, since the projected design passes one kilometer away from the limit of the Park Ñacunday. In this Section several water courses cross each other with remnant forest, as the Stream Diamante, Imperial, and Carpincho. The National Park Ñacunday has a well conserved forest in several aspects, due to its existing climatic particularity, as a Paraná River affluent. Taking just a punctual sample of the forest bordering in its northern margin: guajaibi (Patagonula americana), María preta (Diatenopterix sorbifolia), guaviju (Myrcianthes pungens), Rabo molle (lonchocarpus muehlbergianum), ysapy’y Kurupay’ra (Parapiptadecnia rigida), yvahai (Hexaclamis edulis). The thicket forest is completely populated by different species of the gender Piper (P. Gaudichaudianum, P. Hispidum, P. Médium, etc.), Mainumby zapatu (Génders Ruellia and Justicia) and the Begonias (Agrial) endemic of this region, like the Begonia leptootricha, which covers the soil of the forest near the Falls and along with other types of herbs (grass) carpets the cliffs of this river. From the entrance to the park up to the fall there is an abundance of Pyno Guasu (Urera caracassana). The Ñacunday Falls are not the only ones in this river. Thanks to the interpretation of satellite images

12-16 it was possible to find out that there are 3 or 4 more falls, different in magnitude, in the National Park area.

Alternative Section along the 220 KW High Tension Wiring. P130.

Low area with water sources and soils saturated covered with herbaceous vegetation composed of Caraguatá (Bromelia balansae), forming pure rolling pieces and a big amount of yaguarete Ka’a (Baccharis spp.). These last species are included in the list of threatened plants proposed for the category of vulnerable.

࡮Component M6: River Ñacunday - Los Cedrales This is the longer Section and where there are many different uses of land. Here the Streams (arroyos) Pira Pyta, which feeds a small swamp (wetland), Ytuti, Tuti, Ita Coty, which feeds another small swamp, where there are still long-legged birds. All the water courses have woody vegetation or brushwood. None of them is completely cleared up. This characteristic is extremely important, in order to promote the conservation of this remains of protective forests. In all the woody remnants there are bambus (Merostachys, Chasquea, Bambusa) (scientific name).

࡮MT Component M7: Los Cedrales – Pte. Franco Rural and suburban Area. In the zone of the Bridge on the River Monday there is an area of deteriorated woody vegetation outside the direct influence area of the route.

The project could improve the environmental conditions of the zone with a vegetable covering composed of small and fruit native species towards the 220 KW High Tension Wire (Inga’i, Niño Azoté, Pata de Buey, Aguai, among others).

࡮M8 Component: Pte. Franco – Main Corridor Suburban Area, neighborhoods, schools, and rural zones intercalated, cobbles (rocky pavement), and start of cement road at 50 m. from the school Agripina Alcaraz de Brítez in the P051.

࡮Component PAR-0: Corredor Principal – Campichuelo Port The whole Section from the access to the Sixth (6th) Route to the entrance gates of Campichuelo Port, the road consists of filled embankment. Environmentally, the Section could be divided in two halves: The half starting at Route 6th extending up to Cambyretá and the half which starts at Cambyretá up to Campichuelo Port.

In the first half of the Section there is a combination of rural and suburban environments, intercalating with semi wild environments. Meaning that along the Section there are houses in rows forming small neighborhoods, as well as houses or farming- cattle isolated facilities. There is abundance of fields for livestock alternated with remnants of woods of two types, the ones following the watercourses and the ones occupying the steep, high sections of the slopes. In this last case, these are the largest woods.

12-17 In the second half of the Section, between the constructions, buildings, there are some crops, not very large, of oleaginous, soybean, and some of sunflowers. Regarding the semi wild environments, located next to the road area preferably bank woods which go along the watercourses crossed by the roads. These are the woods of the streams Maestra, Pé y Kuri’y.

࡮Component PAR-1: Main Corridor - Paredon Port Near the Port and penetrating it, there are remnants of high forests, without high stratums. There are also small isolated groups of Kuri’y (Araucaria angustifolia), at a last Workshop on threatened species of Paraguay July 2005).

࡮Component PAR-2: Main Corridor –Caarendy Port In the access road to the port, there are also small isolated groups of woods and groups of Kuri’y (Araucaria angustifolia).

At the point P238, at about 5(five) kilometers of the paved route (asphalt), towards the Port, it lays an important remnant of degraded forest, secondary, after or next to a reforestation of pine tree, which spreads for 500 meters along the road. The high stratum of the forest is mainly composed of white laurel and ”laurel guaiká” (Nectandra lanceolata and Ocotea puberula), pioneer species as the white parrot, (Bastardiopsis densiflora), ysapy’y morotî (Machaerium minutiflorum), yellow trees (Tabebuia heptaphylla), Ka’a ovetî (Luehea divaricata), kurupa’yrâ (Anadenanthera colubrina), and ybyra pytâ (Peltophorum dubium), some of them reaching even 20 meters high. There also appear some young cedars. There is a low stratum composed of bushes as the Piper medium, Allophylus sp. Banana trees, giant or pyno guasu (Urera baccifera)

The thicket forest is dense and composed of typycha hû (Sida rhombifolia), tacuarembo (Chusquea ramosissima) and exotic gramineous towards the edge of the road. Getting deep into the forest there area several species of plants of the genders Lastreopsis, Pteris, Ctenitis and Macrothelypteris. Besides, in the low stratum of the forest there are new kinds of white parrot, cedar, and the rest of the arboretum species mentioned above.

The species part of the forest indicate a previous use of the same, where the some parts of the high stratum have been taken out, and the thicket forest has been cleaned sporadically. The medium stratum species has passed to be part of the high stratum. The species of the low stratum have been taken out (in order to be used maybe as fuel). It cannot be inferred that the rest of the forest has these same characteristics, since at this same point, the characteristics of the forest, change as it gets further from the road and nearer to the inhabited zone. However, the other remnants of forests show approximately the same pattern of alteration.

In the inspected zone the forest has about 50 meters width. It is likely that other zones along the road have different width measures.

12-18 The only registered threatened flora species has been the Araucaria angustifolia or Kuri’y, from which there are some specimens registered along the Section. Even though the cedar and lapacho (South American hardwood) are not included in the Resolution DPNVS 701/98, area species protected by laws regulating the extraction and transportation of rolls.

࡮Component PAR-3: Main Corridor – Don Joaquin Port In the access to the Port there are remnants of high forests, without the high stratum, but with a big amount of Tajy sprouts and (tabebuia heptaphyllia), Cedar (Cedrella fissilis) and Yvyra pyta (Peltophorum dubium). There area also small isolated groups of Kuri’y (Araucaria angustifolia), and there are two streams crossing with their respectives hygrophylic forests: Amambay and Manduviju.

࡮Component PAR-4: Main Corridor – Paloma Port Rural and semi-wild environment with extensive crops of oleaginous and other items.

࡮Component PAR-5: Main Corridor – Triunfo Port There is practically no more natural vegetation in this Section. However, two branches of the Stream Mbopi cua cross each other, in the projected design, which still has protective vegetation.

It is important to emphasize that the ports on the Parana River do not have a natural coast, it is necessary to dig it in the rocks. Therefore, it is very important that the walls facing the river have the appropriate protection for their materials. These walls are protected by natural vegetation and it is not convenient to withdraw it under any circumstances. For instance: to replace it for exotic kind of grasses.

࡮Component PAR-6 (A2): Main Corridor – Dos Fronteras Port In this Section there is still an abundance of woody vegetation dispersed in small patches of high forests, associated to water courses, containing many cedars sprouts. So, we have the protective forests of the Stream San Juan and its affluents.

࡮Component PAR-6 (A1): Main Corridor - Dos Fronteras Port In this Section there is still an abundance of woody vegetation dispersed in small patches of high forests, associated to water courses. There are the protective forests from the Stream San Juan and Emilia. The San Juan Stream has a large protective forest at both sides of the design, and the slope of the stream is quite steep.

࡮Component PAR-7: Main Corridor – Torocua Port It is important to emphasize that the Ports on the Parana River do not have a natural coast, it is necessary to dig it in the rocks. Therefore, it is very important that the walls facing the river have the appropriate protection for their materials. These walls are protected by natural vegetation and it is not convenient to withdraw it under any circumstances. For instance: to replace it for exotic kind of grasses. In this particular case, the cliffs are covered by Agrial moroti (Begonia arenosicola).

12-19 ࡮Componente PAR-8: Main Corridor – Tres Fronteras Port The port has provides the chance to appreciate the Argentinean and Brazilian borders, covered with woody vegetation as well as the bridge crossing over the Yguazú River.

࡮Component R15E1: Route 6 – Frutika Suburban and rural with big extensions of plantations of citric fruits, (Maté) yerba mate and other horticultural and agricultural items. Cobble stone roads (rocky pavement).

࡮Component R15E2 : Frutika – Main Corridor In this Section the patches of forest have decreased and they don’t come so close to the direct influence area. However, it is a zone of natural distribution of Kuri’y, which growing could be promoted.

࡮Caarendy Port This port is abandoned. The project purpose id to restore it. There are still remnants of high forests, without the high stratums, in the surroundings. The vegetation is being recovered, but there aren’t yet trees growing, probably they never will, unless someone starts to grow trees again.

In the access road to the port, there are also small isolated groups of woods and groups of Kuri’y (Araucaria angustifolia).

The area once used as a port was refilled and occupies a surface of 1 (one) hectare, approximately. It is still pending the building for the platform scale, at about 50 m before reaching the refilled area. Near the river shore there is the tolva and the pipe to discharge the grains to the barges.

The whole area is covered with shrubs and herbaceous vegetation. Some arboretum species of timbó (Enterolobium contortisilicuum), Amba’y (Cecropia adenopus), and shrubs as the tártago (Ricinus communis), the guava tree (Psidium guajaba) also grow in the surrounding areas. Several specimens of the tree urucurâ (Croton urucurana), specially covered the river shore. After this refilled area, the slope falls steeply toward the river, and is covered with secondary vegetation composed of gramíneas and other reptilian herbs and shrubs.

In the bordering areas upstream, at about 100 m from the constructed area a riverside forest spreads in apparent good conditions with several specimens of lapacho (Tabebuia heptaphylla) visible from long distances, as well as the urucurâ, and other species.

At about 500 meters, downstream, the road leading to the port continues, up to the river shore, where it can be seen an apparent loan area for the refilling of the port, which is now covered with secondary vegetation, similar to the one described above. In this loan area, grow some shrub ”chircas”(Baccharis sp.), elephant grass (Panicum maximum) and ferns Heliophytoes as

12-20 Pityrogramma trifoliata.

(12) Fauna

In order to determine the situation of the fauna, the Report on the Fast Ecological Assessment of the National Park Ñacunday has been used as a base/guide, complementing with the field survey made within the frame of the Initial Assessment.

To that respect, the National Park Ñacunday, keeps a representative sample of the Semicaducifolio Forest. Ecoregion in Alto Parana.

It is important to emphasize that according to the interview made to the staff in charge of the Monitoring and control of the mentined area, there was a reference that the Park still counts with a big diversity of birds which inhabit different stratums of the forests and still lodges the jaguareté (Panthera onca), being also big carnivores, herbivores and rodents, which show the feasibility of the area.

The area under study, presents habitat very favorable to the reptiles and amphibians, such as: the ju’i (Hyla faber), (Hyla bivittata), (Scinax nasica), (Scinax berphase), among others. The threatened amphibians species rate is registered in the category of CDC as N2 in Danger the frog Hyla faber and with N3 threatened the Hyla albopunctata.

With regard to mammals, there is the presence of big carnivores as in the case of felines jaguareté (Panthera Onca), tirica (Felis pardalis), or the mustélidos such as (Eira barbara), as well as Mboreví (Tapirus terrestris), capybara (Hydrochaeris hydrochaeris), tañikaty (Tayassu pecarí) and tatú hu (Dasypus Novemcinctus).

There is also an abundance of kaí paraguay (Cebus apella), the deer (Manzana americana) and the akutí (Agoutí paca).

It is important to mention the presence of Jakupo’i (Penelope superciliaris). The species considered endemic for the Internal Atlantic Forest and which were identified in the study area are: Tynamus solitarius, Odontophorus capueira, Aramides saracura, Trogon surrucura, Ramphastos dicolorus, Picummus temminckii, Leidocolaptes fuscus, Phylidor atricapillus.

There is also a record of an immense richness of invertebrates, among them, the lepidopteros (butterflies), hemipteros (ants), coleopteros (beetles, bugs), heminopteras (wasps) and the arachnids (spiders). The family of Lycosidae is considered to be in danger in our country, within the order Aráneae. This order includes most of the rarest species for the Paraguay; some of which are also quite strange due to the taxonomic singularities that present.

Regarding the conservation condition of the fauna, the zone could be considered as a site for survival of species considered in danger in our country, such as the Taguató moroti (Leptodon cayanensis), Jacu apeti (Pipile pipile), toucan (Ramphastos toco), Jaguareté (Panthera onca), Mborevi (Tapirus

12-21 terrestris), Puma (Puma concolor), coral verdadera (true coral) (micrurus corallinus), and other rare species in the country.

Apparently there is still a balance withihn the trophic chain due to the presence of certain types of animals like the Taguató común (Buteo magnirostris), the big felines (Panthera onca), (Puma conolor) and other carnivores.

In this stage of this study it is still impossible to detect the kind of threatened species of the fauna along the main Section as well as its components, and if they will be affected by the road construction.

To be able to learn about the possible impacts and the mitigation measures to adopt against them, a special study must be carried out including the identification of the threatened species present in the most important points, such as the National Park; which closeness to the main Section makes it vulnerable to the impacts during the phases of construction and use of the road..

(13) Biodiversity

The diversity of wild species in the Ecoregion has been one of the biggest in the country and of this region in South America. Currently, the departments of Alto Parana and Itapua have been widely developed for the agricultural activities. These activities require big portions of land, which were obtained by knocking down thousands of hectares of forests and other types of vegetation which lodged species vulnerable to the loss of the habitat. The loss of biological diversity of this ecological region has been accelerated in the last 40 years, when the region began to be colonized by peasants of the central departments of the Eastern Region of the country. Currently the diversity of flowers (flora) of the secondary forests is much lower than the offered by the tropical forests. With regard to the fauna, the diversity takes some different way for the various classes. For instance, the number of species of big mammals has decreased, while the birds level apparently has kept the same level. For the amphibians there have not been big changes and for reptiles, the change in the land use has diminished the species.

In order to take any type of mitigation measures with regard to the fauna and flora in the field, it will be quite useful to count with as many copies as needed, of drawings, and/or pictures of the threatened species, which are officially listed.

12.3 SCREENING

(1) Characteristics of Each Project Component

The characteristics of integrated components and necessary considerations are described.

Main Corridor I㧔M-1,2,3,4㧕

12-22 Since in this section planned route is duplicated on the existing rout, there will be just small impacts on nature. In the area where the built up areas are penetrated by the road, traffic accidents are anxious. Traffic control such as speed control will be introduced as a countermeasure. As a result of the workshop with Major Otaño people, a route alternative which is close to the urbanized area was requested. Therefore one route is considered as an alternative

Main Corridor II㧔M-5,6,7㧕 Since there exist rather plenty volume of natural forests in valley areas crossed with the road, some countermeasures to preserve these forests should be considered. There exist waterfalls in the lower stream of Yaciguas River and the tourism development is expected. There exists a big and beautiful waterfall in the lower stream of Nacunday River and the surrounding area is registered as a national park. There exists a waterfall also in the lower stream of Monday river where assigned as a city park. Some permanent influences will not be considered, but during construction stage some countermeasure should be planned. There were small hats and fields of indigenous people in the area of crossing Nacunday River, but they removed already.

Main Corridor III㧔M-8㧕 This section locates in built up area. Involuntary settlement will arise in the case of some route. Routes which has less problems should be selected carefully.

Port Access Road I (PAR0,1,2,3) These access roads do not have many problems on the environment. Only PAR3 has some sections which locate in residential areas. Some countermeasures such as traffic control are necessary.

Port Access Road II (PAR4,5,6) Main traffics are for some enterprises, some coordination between these traffic and local traffic.

Port Access Road III (PAR7) This access road locates in some company’s land and house among the road are also company’s own houses. Therefore it can be considered that some conflicts will not occur.

Port Access Road IV (PART8) Since all sections of the component pass through the built up area and existing road has only narrow right of way, some countermeasures are necessary.

Route15 Extention (R15E-1,2) There is no considerable environmental problem in R15E-2 except existence of forests in crossed valleys. In R15E-1 there exist beautiful street trees. Some countermeasures to reserve them should be considered.

Caarendy Port No big impact is not considered on the social environment and natural environment.

12-23 (2) Comparison of Project Components from View Point of Environment

Using the result of site investigation some representative indicators of social environment, natural environment and pollution were selected for the comparison of project components. Table 12.3-1 shows the result of the comparison. Bigger points mean fewer problems.

Table 12.3-1 Comparison of Project Component from View Point of Environment

Noise/ Project Component Beginning End Km Resett Ecology Viblati Total lement on Main Corridor M-1 Natalio Rio Tembey 12.7 5 5 3 13 㩷 Rio Tembey M-2 (inc.bridge) Ao. Gurapay 24.2 5 5 2 12

㩷 Intersection with M-3 Ao. Gurapay R15E 22.6 5 3 4 12

㩷 Intersection with M-4 R15E Rio Yacuyguazu 15.1 4 3 3 10 Rio 㩷 M-5 Yacuyguazu(inc. Rio Nacunday 29.8 5 3 5 13 bridge)

㩷 Rio Nacunday M-6 (inc.Rio) Los Cedrales 43.4 5 2 2 9

㩷 M-7 Los Cederales Prte. Franco 7.6 5 5 4 14

㩷 M-8 Prte. Franco Super Carreterra 9.5 3 5 1 9

㩷㩷㩷 Total 92 Port Access PAR-0 Main Corridor Pt. Campichuelo 21.0 5 5 3 13 Road

㩷 PAR-1 Main Corridor Pt. Paredon 12.1 5 5 3 13

㩷 PAR-2 Main Corridor Pt. Caarendy 15.5 5 5 5 15

㩷 PAR-3 Main Corridor Pt. Don Joaquin 18.4 5 5 3 13

㩷 PAR-4 Main Corridor Pt. Paloma 10.6 5 5 2 12

㩷 PAR-5 Main Corridor Pt. Triunfo 11.0 5 5 2 12

㩷 PAR-6 Main Corridor Pt. Carlos A.Lopez 15.9 5 5 3 13

㩷 PAR-7 Main Corridor Pt. Torocua 8.8 5 5 5 15

㩷 PAR-8 Main Corridor Pt. Tres Fronteras 5.4 5 5 2 12

㩷㩷㩷 Total 118 Route15 Extension R15E-1 Route6 Frutika 20.9 5 5 5 15

㩷 R15E-2 Frutika Main Corridor 28.7 5 4 4 13

㩷㩷㩷 Total 28

12-24 (3) Screening

After IEE study completed, when route plan alternatives were presented, the screening on the each project component was conducted, and then integrated screening was done using each component screening. Table 12.3-2 shows the result of the integrated screening.

The project was categorized “B” referring to JICA’s Guideline for Environmental and Social Considerations.

Table 12.3-2 Screening Sheet on Whole Project

Impact element Evaluat. Contents of negative impact Social 1.Involuntary resettlement B In M-4, M-8 involuntary resettlement will occur. Impact 2.Local economy B New Road will affect local economy in the region. 3.Utilization of land and local resources B Land use will be changed, as the result of development of a road. 4.Social institution B Society will be changed as the result of development of a road. 5.Existing social infrastructures B Some influences on schools, churches and cemetery are considered. 6.Vulunerable social groups B No direct impact to indigenous peoples considered. 7.Equality of benefits and losses B There will be one group who use the road much and another group who don’t use so much. 8.Gender D No negative impact is considered 9.Children’s rights D No negative impact is considered 10.Cultural heritage D No negative impact is considered 11.Local conflict D No negative impact is considered 12.Public hygiene D No negative impact is considered 13. Infectious diseases HIV/AIDS B There will be some cases. 14.Water usage D No negative impact is considered 15.Accident B Traffic accidents will increase because of traffic volume increase and high velocity. Natural 16.Climate change D No negative impact is considered Impact 17.Ecosystem and Biodiversity B Some impacts on existing natural forests can be considered. 18.Special topography D No negative impact is considered 19.Soil erosion D No negative impact is considered 20.Underground water D No negative impact is considered 21.Hydrographic condition D No negative impact is considered 22.Coastal D No negative impact is considered 23.Climate D No negative impact is considered 24.Landscape B Newly construction of roads and bridges will change land scape.

12-25 Pollution 25.Air pollution D No negative impact is considered 26.Water pollution B The construction of bridges and the port will cause some pollution on rivers 27.Soil pollution D No negative impact is considered 28.Waste D No negative impact is considered 29.Noise/Vibration B Noise will increase in sections where right of way is narrow. But there will not be big problem because of small traffic volume. 30.Land subsidence D No negative impact is considered 31.Stench D No negative impact is considered 32.Bottom material quality D No negative impact is considered

12.4 STAKEHOLDER MEETING

In the course of the Study workshops with inhabitants of the communities along the Project were held several times. Following sheets are records of the workshops.

1) Workshop with community people in Natalio

Date 21 October 2005 Place Municipality of Natalio Participants Mayor and 35 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) To draw the maps of the community 4) To write down the history of the community 5) Analysis of the problems. Comments z Many participants z Major families have vehicles. z It seems to be different between the people along the two access roads. z They complain the problems of impassable traffic in wet season and dust cause by traffic in dry season. z Among the problems road problem is the most serious.

2) Workshop with community people in Major Otaño

Title Workshop with community people in Major Otaño Date 21 October 2005 Place Municipality of Major Otaño Participants 8 persons

12-26 Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) To draw the maps of the community 4) To write down the history of the community 5) Analysis of the problems. Comments z Few participants z Absence of the mayor. z Municipal congresswomen attended. z Major people do not have there own vehicles. z They say they are small size farmers. z They prefer the route alternative which pass near the town to the existing western route. z They like to develop the tourism in Yakuy Guazu River area especially for the waterfalls. z Among the problems, the road problem is the most serious.

3) Workshop with community people in Nacunday

Date 22 October 2005 Place Municipality of Nacunday Participants Mayor and 7 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) To draw the maps of the community 4) To write down the history of the community 5) Analysis of the problems. 6) To investigate Nacunday National Park. Comments z Few participants z They seem like selected people. z There exists one huge land owner called as Agrotorro S.A and it occupies 70 thousand hector and it means major part of the total district area z Major inhabitants are small size farmers. z Originally the town was born in the riverside area and used to communicate with neighbor villages by boats. z In 1984 the district was created. Then Los Cedrales was a part of this district. z They like some new route alternatives to close to the town and villages along

12-27 the Parana River. z They need the improvement of access road to the town and village. Also the public transport should be improved. z They recognize the importance of Nacunday National Park and like to develop the tourism. z The fall of Nacunday is amazing. z Among the problems, the road problem is the most serious.

4) Workshop with community people in Los Cederales

Date 23 October 2005 Place Municipality of Los Cederales Participants Mayor and 8persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) To draw the maps of the community. 4) To write down the history of the community 5) Analysis of the problems. Comments z Few participants because of the election in Brazil z Major inhabitants in the community are Brazilian. z Major part of families have vehicles. z They classify farmers as follows; Small: 5-10ha (1,500familys), Middle: 50-100ha (500familys), Big: more than 100ha (50familys) z Originally ANDE road was constructed in 1972 and then the development of this area started. z In 1989 the district was created. z From 1993 to 95 because of the decline of the cotton price, many farmers went out of this district. This is the reason why present population is smaller than the maxim. z Among the problems, the road problem is the most serious.

5) Workshop with community people in Major Otaño(2)

Date 28 January 2006 Place Municipality of Otaño Participants Mayor and 13 persons Activities 1) Explanation on the necessity of the publicity of the Project and the

12-28 participatory planning. 2) Presentation of the progress of the Study. 3) Discussion on objectives and goals of the Project 4) Discussion on participation in the Project Comments z Major part of participants are persons related to public entities z The Project objectives are ; z To attract investment, to develop industry, to develop tourism, to increase population, to create employment z .Half of the participants expect economic impact more z Another half of the participants expect social impact more. z Negative impact on environment will occur, such as deforestation. z Necessity of access road improvement. z Some of the participants can offer to donate part of land as the right of way. z Other kind of participation could be considered.

6) Workshop with community people in Los Cederales(2)

Date 29 January 2006 Place Municipality of Los Cederales Participants Mayor and 15persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the progress of the Study. 3) Discussion on objectives and goals of the Project 4) Discussion on participation in the Project Comments z Half of the participants are persons related to public entities z Few participants related to agriculture z The project objectives are z Improvement of access to education, hospital z Creation of employment through new investment z Possibility to create small scale industries z Some of the participants can offer the part of land as the right of way, because of expectation of land price rising. z Necessity of accesses road improvement

12-29 7) Workshop with community people in Natalio

Date 3 May2006 Place Municipality of Natalio Participants Mayor and 59 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the progress of the Study 3) Discussion on the route alternatives Comments z Many participants z Major people are farmers. z Classification of size of farmers Grand : 40ha and more Middle : 20-40ha Small : smaller than 20ha z 65%of participants think to be in the category of small. z Classification of Poverty Rich : 1,000,000 Gs/month and more Middle : 800,000-1,000,000Gs/month Poor : 200,000-800,000Gs/month Very poor : Less than 200,000Gs/month z 70% of participants think to be in the category of poor z In the case of land acquisition, there is no problem to negotiate with MOPC. z One music group

8) Workshop with community people in Carlos Antonio Lopez

Date 3 May2006 Place Municipality of Carlos Antonio Lopez Participants President of Municipal congress and 44 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) Explanation of the progress of the Study 4) To write down the history of the community 5) Discussion on the route alternatives 6) Discussion on land acquisition Comments z Many participants

12-30 z 1973 ANDE line was constructed. 1977 FRUTIKA began. 1998 The district was founded. z Classification of size of farmers Grand : 100ha and more Middle : 20-100ha Small : smaller than 20ha z Major participants are small size farmers and they participate exportation of their product indirectly. z Classification of Poverty Rich : 5,000,000 Gs/month and more Middle : 800,000-5,000,000Gs/month Poor : 300,000-800,000Gs/month Very poor : Less than 300,000Gs/month z Major participants recognized to be classified in poor category. z One transporter addressed his opinion that the road should serve smooth flows for heavy trucks without any obstacles such as intersections at grade. z They prefer the route alternative closing to the town center. z They need the improvement of access road to the town and village.

9) Workshop with community people in Major Otaño(3)

Date 4 May2006 Place Municipality of Major Otaño Participants Municipal congressman and 61 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the progress of the Study. 3) Discussion on the route alternatives 4) Discussion on land acquisition 5) Analysis of the Project purpose Comments z More participants than former workshop z Absence of the mayor. z Classification of size of farmers Grand : 100ha and more Middle : 10-100ha Small : smaller than 10ha z Half of the participants have lands to be cultivated and 10 persons participate

12-31 exportation indirectly. The participants are small size farmers. z Classification of Poverty Rich : 1,500,000 Gs/month and more Middle : 600,000-1,500,000Gs/month Poor : 300,000-600,000Gs/month Very poor : Less than 300,000Gs/month z Major people say they belong to poor category. z One old man asked the possibility that the route passes through upper area of Major Otaño. z They prefer the route alternative which passes near the town to the existing western route. z In the case of land acquisition, there is no problem to sell their land.

10) Workshop with community people in Ciudad del Este

Date 5 May2006 Place Junta Municipal of Ciudad del Este Participants 13persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) Explanation on the progress of the Study 4) To write down the history of the community 5) Analysis of the problems. 6) Discussion on the route alternatives Comments z Few participants z Absence of the mayor and urban plan staffs. z Major participants live along Avenida Amado Gamarra. z 1966 Km4 Avenida Amado Gamara was constructed 80s Construction of streets began. 1990 The bridge over the stream Amanbay was constructed. 2000 ITAIPU constructed stone pavement. z All of the participants prefer the route alternative 4(Ave. Amando Gamarra) to other alternatives. z They expect that the new road will develop these area along Av. Amado Gamarra..

12-32 11) Workshop with community people in Presidente Franco

Date 5 May2006 Place Municipality of Presidente Franco Participants The mayor and 93persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) Explanation on the progress of the Study 4) Discussion on the route alternatives 5) Discussion on the Project purpose Comments z A lot of participants z Major participants live along existing Avenida Monday z Future plan of 2nd Amistad brdge. z The city should be developed to southern direction. z All of participants want to assign the road route on the existing Avenida Monday. z They do not mind that heavy trucks would enter into the urbanized area. z The mayor proposed one alternative the mixture of alternative 1 and alternative 4.

12) Workshop with community people in Presidente Franco

Date 23 May 2006 Place Municipality of Presidente Franco Participants The mayor and 54persons Activities 1) Explanation on the antecedent workshop and the meeting of JICA team and the mayor. 2) Explanation on the outline and progress of the Study 3) Discussion on the route alternatives 4) Confirmation on land acquisition Comments z Major participants live along the new alternative. z The city congressman requested to set sidewalks on the road in order to prevent traffic accidents, because there exist schools. z One participant proposed sufficient width of the road in the urban area in order to prevent noise and vibration for residents. z One participant proposed to take care of design on gradient and curve in order to prevent traffic accidents. z The purpose of the road would be to improve local commerce, rapid

12-33 communication, creation of jobs and landvalue. z All of participants selected new alternative (Alt5). And they will cooperate to the acquisition of land for right of way.

13) Workshop with community people in Domingo Martinez de Irala

Title Workshop with community people in Domingo Martinez de Irala Date 24 May 2006 Place Municipality of Carlos Antonio Lopez Participants The mayor and 23 persons Activities 1) Explanation on the necessity of the publicity of the Project and the participatory planning. 2) Presentation of the outline of the Study. 3) Explanation of the progress of the Study 4) To write down the history of the community 5) To draw the map of the community 6) Discussion on the route alternatives 7) Discussion on land acquisition Comments z Participants live mainly in the area Colonia Ypopypjy along the main road. They are Brazilian colonials. z 1973 the district was founded. 2001 the bridge over Arroyo Ytuti was constructed.. z The district has about 50,000ha and half of it belongs to the company IVP. This company lends its land to tenant farmers. z There are two silos in Colonia Ypopypjy and IVP has its silo. z Classification of size of farmers Grand : 250ha and more Middle : 15-250ha Small : smaller than 15ha z Major participants are middle size farmers. z Classification of Poverty Rich : 10,000,000 Gs/month and more Middle : 200,000-10,000,000Gs/month Poor : less than200,000Gs/month, Very poor : no exist z Major participants recognized to be classified in middle category. z The land under the ANDE line belongs to ANDE, but farmers cultivate. When the road is constructed, MOPC can use it. z The participants expect economic development along the road.

12-34 Upon the Basic Environmental Questionnaire the agreement of implementation with local governments along the Project is necessary. For that purpose the explanation on the Project was done to the all of local authoritiess related the Project.

12.5 LEGAL PROCEDURE ON ENVIRONMENTAL ASPECT

The Law 294/93 of “Evaluation of Environmental Impact” establishes the obligatory nature of the Study of Environmental Impact (EIA) for all public or deprived work projects that by nature, magnitude or location could cause alterations to the Environment.

The conditions that determine if a EIA for certain projects is required are established in the regulating instrument, that in its Article fifth, numeral 11 mentions that the EIAs for road works will be subject to the procedures and norms of the construction of the same ones.

According to Article 8 to 12 of Regulation Decree N° 14281/96, which regulates Law 294/93, the Basic Environmental Questionnaire - CAB regarding the Project, shall be submitted to SEAM, who will issue in a minimum term of 30 days to be counted as from the fulfillment of all the requirements provided in Article 12 of the Decree.

MOPC has Environmental Unit which is in charge of matters related to environment.

The CAB (Basic Environmental Questionnaire) shall be accompanied by the following information to be collected by the Environmental Unit of the MOPC.

࡮ Title showing the ownership or right in which the application is based; ࡮ Authorization of the Municipalities where the project, work or activity will be carried out; ࡮ Interest Statement of the Departmental Governments on the enterprise;

The CAB was already prepared and submitted by the Environmental Unit to SEAM.

SEAM shall decide whether EIA is necessary or not.

The flow chart of the environmental study shows in Figure 12.5-1.

12-35 Study on existing situation Road development planning Feasibility Study

JICA

Initial environmental examination No Consideration of (IEE) countermeasures

Basic TOR Environmental impact MOPC environmental of EIA assessment (EIA) Yes questionnaire

Decision Approval SEAM for EIA

Figure 12.5-1 Flow of Environmental Study

12.6 SOCIAL AND ENVIRONMENTAL IMPACT CONSIDERATION

In this section social and environmental impacts are estimated and their mitigations are described. The items were selected already in previous section.

(1) Social Impact

1) Involuntary resettlement a) General sections

࡮Width of road The main road, access roads to the ports and the extension of Route15 have same road width of 11.5 m. In case if the roads are constructed within this 11.5m width, in existing road section almost of all houses along the roads would not be affected by the construction.

࡮Right of Way There would not exist such problems as the compensations of houses and lands along the existing roads, however, if the right of way such as 50m width are established, many houses and lands would be affected. Upon the right of way, some certain width should be defined and announced to the public, then MOPC shall negotiate with the people concerned to reach consensus to use the land of the right of way. b) Area of Carlos A. Lopez and Mayor Otaño.

࡮Route alternatives

12-36 There are two route alternatives in the area of Carlos A. Lopez and Mayor Otaño. One is a same alignment of the existing road (Project 1418 PA) and the other is new alignment close to the two community centers. The latter one is the route which the people of Mayor Otaño recommended in the former workshop of Mayor Otaño on 21 October 2005.

The latter one was chosen.

࡮Area for land acquisition The transition section between the existing road and the route under the ANDE transmission line is necessary to be developed in the agricultural fields of Carlos A. Lopez and Mayor Otaño. This means the necessity to secure the land and compensate the property. The section under the ANDE transmission line close to the center of Mayor Otaño should be constructed newly.

࡮Consensus of the communities The workshop with the community of Carlos A. Lopez was held on 3 May 2006. Then the route alternatives were discussed. All of the participants selected the route alternative 2 which alignment is close to the city center. It was confirmed that the land acquisition for the right of way also will not cause any problem.

The workshop with the community of Major Otaño was held on 4 May 2006. Originally the route alternative 2 is preferable to the people of Major Otaño, but once more it was confirmed. All of the participants selected the route alternative 2. For the land acquisition of the right of way, it was also confirmed that there is no problem. c) Area of Presidente Franco and Este

࡮Route alternatives In the section M-8 where the road is located in Los Cederales, Presidente Franco and Este, four route alternatives are proposed.

Alt.1 is onto the existing road, Avenida Monday

Alt.2 is always just under the ANDE extension lines.

Alt.3 is onto the future alignment of the connection of the second Amistad bridge.

Alt.4 is the route starts under the ANDE lines and changes the alignment to Avenida Amado Benitez Gamarra (Kilometro Cuatro Street in Este city).

Among the alternatives Alt.4 was once selected and recommended in the interim report of the Study.

࡮Area for involuntary resettlement Among the alternatives Alt.4 will cause some several houses resettlement. The route will affect the residential area in Barrio Sangrado Corazon de Jesus and in the south of Santa Ana.

12-37 ࡮Consensus of the communities For the selection of the alternatives workshops were held with the inhabitants of the communities in Este and Presidente Franco. In advance of the Ciudad del Este, the meeting with the mayor and his staffs was held and the route alternatives were discussed. Alt.4 was most preferable route for them. Alt.4 was confirmed also as the most desired route in the workshop with the people of Ciudad del Este. However in the workshop with the community of Presidente Franco the people want the route passes through urbanized area and prefer Alt.1 which locates existing Avenida Monday. Then a new alternative mixed Alt.1 and Alt.3 was propsed as Alternative5. Finally this alternatve was chosen by the people of Presidente Franco in the workshop on 23 May 2006.

2) Local economy

࡮Agricultural Production The road will cause the rationalization of good transport, the structural change of agricultural production. Now the region concerned to the project the bipolarization of landownership is progressing such as expansion of big holdings and increasing of small holdings. But the positive economic impacts should not be allocated into only large sized farmers, but also small sized farmers.

࡮Creation of Michinoeki as a development core of the area In Japan there is one kind of project of road side station so called “Michinoeki”. Along principal roads, usually on national roads, in certain intervals Michinoeki is located. It has wide parking space, restaurants, shops where local products are sold and information corner etc. Michinoeki can be a model of development of the region along the new road.

3) Social institution

To realize the project many kinds of procedures are necessary. Relationship with local people is very important and especially announcement of the information on the project to department governments, district governments and community organizations is important, therefore the meetings with local authorities were held and many times of workshops with communities were held in the course of the Study. These kind of workshops should be continued in future.

4) Existing social infrastructure

Along the main road and the access there are schools, churches, cemeteries and community centers etc.. In order to preserve good circumstances for such facilities the design of the roads should be prepared.

5) Vulnerable social infrastructures

In this region many communities of indigenous people locate as described in the previous section. There is no inhabitants of indigenous people close to the road, however it is necessary to take care of

12-38 such people always, because some of them are nomad and to move frequently.

Other type of people who request the land from the government live in the section M-6, but they live there temporarily during the negotiation.

6) Equality

It is ideal that the final benefit of the project should be distributed into all people related in the region. It is necessary to take care of the occurrence that small part of people solely can enjoy the most of benefit of the project.

7) Infectious diseases

There are some phenomena in the world that new roads bring new infectious diseases such as HIV. Even in the construction stages many staffs and workers will live this area and have opportunities to touch with local people. After the completion the completion of the construction also many people visit the region and will be same situation. Education for prevention of such kind of diseases is necessary.

8) Accident a) Main corridor I (M-1,2,3)

The section which passes urbanized area should be prepared same as urban streets considering placing sidewalks, traffic signals and traffic control. b) Main corridor II (M-4,5,6,7)

The section which passes urbanized area should be prepared same as urban streets considering placing sidewalks, traffic signals and traffic control. c) Main corridor III (M-8)

This section of Main corridor has principally a linear alignment on the existing avenue in the urbanized area, therefore the function of the road should be different from other sections. For this section the road should have additional functions such as urban street, sidewalk, parking space and landscape objects. Also the countermeasures to eliminate possibilities of traffic accidents should be considered. Speed control should be introduced, for example, reduction of velocity from 100km/h to 50km/h. Main intersections should be canalized and signalized, if necessary. Four lane carriageways, parking spaces, sidewalks and mid mount-ups should be considered in geometric structure of the typical cross-sections. d) Port access road I (PAR-0,1,3)

At the intersections of Main Corridor with Port Access Roads, it should be considered to introduce

12-39 canalization or traffic signals. In the sections through the urbanized areas, the sidewalks and mid mount-up should be considered. e) Port access road II (PAR-4,5,6,7)

At the intersections of Main Corridor with Port Access Roads, it should be considered to introduce canalization or traffic signals. In the sections through the urbanized areas, the sidewalks and mid mount-up should be considered. f) Port access road III (PAR-8)

Since this road is located in the urbanized area of Presidente Franco, the geometric structures should be designed as an urban avenue with sidewalks and considered to introduce traffic control to prevent traffic accidents.

(2) Natural Impact

1) Ecosystem and biodiversity

Forest Almost 50years ago the oriental region of Paraguay was covered by forests. Recently because of agriculture development especially expansion of big sized farms of soy beans, in Itapua and Alto Parana deforestation area are increasing. The main road crosses many groups of forest. Therefore some countermeasures should be considered to preserve groups of forest along the road.

Wild animals Although many forests were disappeared, a lot of groups of natural plants exist along the Main Corridor. These kind of forest are used for wild animals like a passage so called “animal corridor”. For the reservation of animal corridors in the forest, some underground structures like pipe culverts, box culverts and small bridges should be established. In many cases such kind of structures can be used as multiple purposes for water flows and animal corridors.

2) Landscape

The design of the road, especially bridge designing close to the parks should be considered from the view point of landscape.

(3) Pollution

1) Air pollution

Today the people close to the existing road are suffering dusts caused by big vehicles on earth Roads. In that sense the improvement of the road with the pavement of asphalt concrete will give positive impacts to the surrounding people.

12-40 2) Water pollution

During the construction of the bridges crossing Yacuy guazu River, Nacunday River and Monday River, it is necessary to take care of construction method to prevent the pollution of river water because in the lower streams of the road crossing there are scenic falls in the parks.

3) Noise/Vibration

There is not big problem upon noise and vibration in general sections and in major part of sections noise and vibration will not affected so much because of small traffic volume. However in the urbanized area surface design should be considered as to reduce noise and vibration.

12-41 Υ IMPLEMENTAION PLAN 13. ROAD PRELIMINARY DESIGN

13.1 DRAWINGS FOR USE

Due to the absence of survey drawings, this road floor plan was prepared based on aerial photos obtained from the “Military Geographic Service Directorate”. The aerial pictures, on a scale of 1:25,000, were taken in 1994.

13.2 ROAD DESIGN FOR THE PARANA RIVER

The AASHTO Design Standard was applied to this road design. Road construction was completed in a section of Natalio-Otaño within this section on the basis of a road detail design conducted in 1980. Concrete bridges and box culverts were placed at individual rivers crossing the section.

13.2.1 M-1㧦Natalio-Tembey River 㨪 M-2㧦Tembey River-Gurapay Stream

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) A horizontal alignment of this section was basically adapted to that of an existing road. 2) An existing small curve section that did not meet the design standard was improved based on a curve radius meeting the standard for a design velocity of V=100km/h (minimum curve radius R=460m). 3) Alignments of crossing structures such as bridges and box culverts are fully available in the future, so they were adapted to the alignment of the existing road.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) A vertical alignment was designed basically in conformance to a current road height. 2) An existing steep slope section that did not meet the design standard was improved to a gentle and vertical inclination meeting the standard for a design velocity of V=100km/h (Steepest vertical inclination I=6.0%). 3) This road is a high grade road in which a design velocity V=100km/h was adopted, so importance was placed on an alignment for easy running while special consideration was being given to impacts on surroundings. 4) Alignments of crossing structures such as bridges and box culverts are fully available in the future, so they were adapted to the alignment of the existing road.

13-1 13.2.2 M-3㧦Gurapay Stream - Intersection

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) The alignment of the section up to near NO.54 was designed using that of an existing road. 2) For the section of near NO.54 to Intersection, as described in Chapter 10.3, we decided to employ a floor plan in which a planned road passes near the towns of Otaño and Lopez. 3) An existing small curve section that did not meet the design standard was improved based on a large curve radius meeting the standard for a design velocity of V=100km/h (minimum curve radius R=460m). 4) Existing bridges and box culverts in the section up to near NO.54 are fully available in the future as described above, so they were adapted to the alignment of the existing road. 5) The section of near NO.54 to Intersection forms a section for a new road away from the current road, so an alignment of the section was planned, treating private houses as a control point.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) A vertical alignment was basically adapted to current ground. 2) An existing steep slope section that did not meet the design standard was improved to a gentle and vertical inclination meeting the standard for a design velocity of V=100km/h (Steepest vertical inclination I=6.0%). 3) This road is a high grade road in which a design velocity V=100km/h was adopted, so importance was placed on an alignment for easy running while special consideration was being given to impacts on surroundings. 4) Existing bridges and box culverts in the section up to near NO.54 are fully available in the future as described above, so they were adapted to the alignment of the existing road. 5) The section of near NO.54 to Intersection was designed based on the results of the structure outline design.

13.2.3 M-4㧦Intersection-Yacuy Guazu River

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) A high-voltage cable site will be used for the section of Intersection to near NO.67+750. An alignment of the section was almost in parallel with a high-voltage cable. 2) For the section near NO.67+750 to Yacuy Guazu River, the design was adapted to the alignment

13-2 of the existing road that was constructed on a high-voltage cable site. 3) An alignment of the section, which bypasses a torrent and a mountain part in a semicircle, was modified to a shortcut alignment.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) A vertical alignment was basically adapted to current ground. 2) An existing steep slope section that did not meet the design standard was improved to a gentle and vertical inclination meeting the standard for a design velocity of V=100km/h (Steepest vertical inclination I=6.0%). 3) This road is a high grade road in which a design velocity V=100km/h was adopted, so importance was placed on an alignment for easy running while special consideration was being given to impacts on surroundings. 4) Alignments of crossing structures such as bridges and box culverts are fully available in the future, so they were adapted to the alignment of the existing road.

13.2.4 M-5㧦Yacuy Guazu River – Nacunday River

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) An alignment of this section was adapted to that of an existing road that was constructed on a high-voltage cable site. 2) In the section of near NO.75+500 to near NO.80+750, an existing road greatly bypasses a torrent, so it was planned that the section would cross the torrent to be almost in parallel with the high-voltage cable as examined in Chapter 10.3. 3) In the section of near NO.94+500 to near NO.96+250, an existing road bypasses a mountain part in a semicircle and in a short distance. For this reason, a horizontal alignment that meets the standard cannot be applied. Consequently, a mountain shortcut was planned 4) Nacunday River has a large river-width. A horizontal alignment crossing the river was planned to be perpendicular to the river to reduce a bridge length.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) Vertical alignment design was basically adapted to current ground. 2) The section of near NO.94+500 to NO.96+250 was planned to pass through a mountain area, so it forms a large cut section even if the vertical inclination of 6.0% was applied. It is necessary to plan a horizontal alignment so that a cut slope avoids a high-voltage line steel tower.

13-3 3) A vertical alignment crossing Nacunday River was designed based on a height planned in the structure outline design. 4) An existing steep slope section that did not meet the design standard was improved to a gentle and vertical inclination meeting the standard for a design velocity of V=100km/h (Steepest vertical inclination I=6.0%). 5) This road is a high grade road in which a design velocity V=100km/h was adopted, so importance was placed on an alignment for easy running while special consideration was being given to impacts on surroundings.

13.2.5 M-6㧦Nacunday River - Los Cedrales 㨪 M-7㧦Los Cedrales-Prte.Franco

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) A horizontal alignment of this section was adapted to that of an existing road that was constructed on a high-voltage cable site. 2) A horizontal alignment of the section, in which an existing road bypasses a mountain part in a semicircle and in a short distance, was modified to a shortcut alignment.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

13.2.6 M-8㧦Prte.Franco-Super Carreter

This section passes through Ciudad del Este and Presidente Franco. Therefore, houses in a planned area are much more dense than those in the past sections. In addition, the route passes through parts of existing roads with continuous private houses as planned in Chapter 10.3. For this reason, an alignment in this section was planned not to form a smooth alignment for easy running but to conform to current road or ground in order to minimize impacts on surroundings. Furthermore, a level of the design velocity was put in a lower rank (V=80km/h) in the point with an existing steep and vertical inclination.

(1) Horizontal alignment design

13-4 The design of a horizontal alignment was conducted in consideration of the following matters.

1) As reviewed in Chapter 10.3, special consideration was given to impacts on surroundings while importance was placed on an alignment for convenience. 2) This section passes through an area crowded with private houses, so it was planned to form a horizontal alignment that minimizes obstructions without higher priority to road alignments. 3) A horizontal alignment crossing Monday River was planned to perpendicular to the river to reduce a bridge length.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) This section passes through an area crowded with private houses, so a vertical alignment of the section was designed to conform to current ground where possible without consideration for easy running. 2) In principle, a vertical inclination meeting the standard of the design velocity V=100km/h is e employed. However, a level of the design velocity was put in a lower rank in a certain part of the section, giving greater importance to an inclination that should be adapted to current ground (steepest vertical inclination I=7.0%).

13.3 DESIGHN FOR NATIONAL ROUTE 15 EXTENSIONS

The AASHTO Design Standard was applied to the design standard. In the part of Route 6 to Furtika of this section, stone pavement was completed by MOPC. The subsequent section of Furtika to Main corridor forms an earthen road.

13.3.1 R15E-1㧦Route6-Furtika

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) Stone pavement was improved in this section as described above, so a horizontal alignment of the section was designed to conform to that of an existing road where possible. 2) An existing small curve section that did not meet the design standard was improved to a curve radius meeting the standard for a design velocity of V=50km/h (minimum curve radius R=90m).

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) This section was improved, so a vertical alignment of the section followed that of a current road

13-5 (the alignment provides its vertical inclination that meet the standard of a design velocity of V=80km/h, with the steepest vertical inclination I=7.0%).

13.3.2 R15E-2㧦Furtika-Main Corridor

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) This section includes an existing road, so a horizontal alignment was designed based on the road. 2) An existing small curve section that did not meet the design standard was improved to a curve radius meeting the standard for a design velocity of V=80km/h (minimum curve radius R=260m.

(2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) This section includes an existing road, so a horizontal alignment was designed basically in conformance to a current road height. 2) An existing steep inclination section that did not meet the design standard was improved to a gentle and vertical inclination meeting a design velocity of V=100km/h (Steepest vertical inclination I=7.0%). 3) A vertical height at an end point was in conformance to a planned height for Main Corridor.

13.4 ROAD DESIGN FOR PORT ACCESS

The AASHTO Design Standard was applied to the design standard. A port access road has all 9 routes, all which start at Main Corridor and end at entrances to individual ports. Most of the access road forms an earthen road, but the access road at the following 3 points was paved partially or totally. ࡮ Paredon Port 㧦 The section of a starting point to an about 4.0km point forms a stone pavement. The subsequent section forms an earthen road. ࡮ Triunfo Port 㧦 The full section forms a stone pavement. ࡮ Tres Fronteras Port㧦 The full section forms a asphalt or stone pavement.

(1) Horizontal alignment design

The design of a horizontal alignment was conducted in consideration of the following matters.

1) Existing roads were improved for all routes of the access road. 2) An existing small curve section that did not meet the design standard was improved to a curve radius meeting the standard for a design velocity of V=80km/h (minimum curve radius R=260m).

13-6 (2) Vertical alignment design

The design of a vertical alignment was conducted in consideration of the following matters.

1) A vertical alignment of the section was designed to conform to current ground where possible. 2) An existing steep inclination section that did not meet the design standard was improved to a vertical inclination meeting a design velocity of V=50km/h (Steepest vertical inclination I=9.0%). 3) A vertical height at a starting point was in conformance to a planned height for Main Corridor.

13.5 QUANTITY CALCULATION

The quantities as to the following works were calculated based on the design drawings. ࡮ Tree and root clearing ࡮ Earth cutting and banking ࡮ Drainage system work ࡮ Curbing ࡮ Safety system work ࡮ Environmental preservation ࡮ Paving ࡮ Number of houses in the project sites ࡮ Area of land required

The summary of the work quantities per project road is provided on the next page.

13-7 Table 13.5-1 Summary of Quantities

㪨㫌㪸㫅㫋㫀㫋㫐 Segment 㪥㪸㫋㫀㫆㫅㪸㫃㩷㪟㫀㪾㪿㫎㪸㫐㩷㪥㫆㪅 Unit 㪩㫀㫆㩷㪧㪸㫉㪸㫅㪸㩷㪚㫆㪸㫊㫋㩷㪩㫆㪸㪻㪟㪸㫉㪹㫆㫉㩷㪘㪺㪺㪼㫊㫊㩷㪩㫆㪸㪻㪞㫉㪸㫅㪻㩷㪫㫆㫋㪸㫃㪈㪌㪜㫏㫋㪼㫅㫊㫀㫆㫅㩷㪩㫆㪸㪻 Description 㪫㫆㫋㪸㫃㩷㫈㫌㪸㫅㫋㫀㫋㫐㪫㫆㫋㪸㫃㩷㫈㫌㪸㫅㫋㫀㫋㫐㪫㫆㫋㪸㫃㩷㫈㫌㪸㫅㫋㫀㫋㫐

㩿㪈㪀㪜㪸㫉㫋㪿㩷㪤㫆㫍㫀㫅㪾䋭䋭䋭䋭䋭䋭

Site clearing䋨Heaby䋩 m2 㪉㪊㪈㪃㪏㪐㪇 5,400 0 237,290

Site clearing䋨Normal䋩 m2 㪈㪃㪊㪍㪏㪃㪌㪋㪋 633,392 187,850 2,189,786

Cut 䋭䋭䋭䋭䋭䋭

Excavation of no Classification m3 㪊㪃㪋㪇㪉㪃㪏㪏㪊 439,527 253,2224 ,095,632

Embankment m3 㪊㪃㪊㪎㪉㪃㪌㪌㪇 395,440 237,849 4,005,839

Guter 䋭䋭䋭䋭䋭䋭

Gutter of Crush Stone m 㪌㪃㪇㪋㪇 3,680 1,5201 0,240

㪛㫉㪸㫀㫅㪸㪾㪼㫃㫆㪺㪸㫋㫀㫆㫅㫊㪌㪐 52 19 130

Segregation space m 㪋㪃㪏㪉㪌 0044,825

Appurtenances 䋭䋭䋭䋭䋭䋭

Guardrail m 㪋㪊㪃㪍㪌㪏 598 2,090 46,346

Sign 㫃㫆㪺㪸㫋㫀㫆㫅㫊㪈㪍㪈 110 55 326

Traffic Paint m 㪋㪎㪉㪃㪎㪉㪌 322,710 163,290 958,725

Environmental Preservation Measures 㫃㫆㪺㪸㫋㫀㫆㫅㫊㪉㪉 10223

Parking 㫃㫆㪺㪸㫋㫀㫆㫅㫊㪈㪍㪉 110 55 327

㩿㪉㪀 Asphart Pavement 䋭䋭䋭䋭䋭䋭

Road Pavement Tipe1 m2 㪇 408,980 192,595 601,575

Road Pavement Tipe2 m2 㪊㪏㪋㪃㪏㪐㪏 210,275 0 595,173

Road Pavement Tipe3 m2 㪌㪐㪐㪃㪏㪇㪈 005599,801

Shoulder Pavement Tipe1 m2 㪇 314,600 148,1504 62,750

Shoulder Pavement Tipe2 m2 㪉㪐㪍㪃㪇㪎㪌 161,750 0 457,825

Shoulder Pavement Tipe3 m2 㪋㪉㪊㪃㪏㪏㪌 004423,885

Shoulder for sidewalk 䌭㪋㪃㪏㪉㪌 0044,825

Road Pavement of Stone Pave. Tipe1 m2 㪇 28,600 161,2001 89,800

Road Pavement of Stone Pave. Tipe2 m2 㪇 0000

Road Pavement of Stone Pave. Tipe3 m2 㪌㪏㪃㪌㪉㪎 28,763 0 87,290

Shoulder Pavement of Stone Pave.Tipe1 m2 㪇 22,000 124,0001 46,000

Shoulder Pavement of Stone Pave.Tipe2 m2 㪇 0000

Shoulder Pavement of Stone Pave.Tipe3 m2 㪊㪌㪃㪎㪐㪇 22,125 0 57,915

㩿㪊㪀㪟㫆㫌㫊㪼㫊㩷㫀㫅㩷㫋㪿㪼㩷㫇㫉㫆㫁㪼㪺㫋㩷㫊㫀㫋㪼㫊㪬㫅㫀㫋 452148

13-8 Table 13.5-2 Area of Land to be Purchased

㪮㫀㫋㪿㩷㪿㫀㪾㪿㪄㫍㫆㫃㫋㪸㪾㪼㩷㫃㫀㫅㪼㩷㪆㪮㫀㫋㪿㩷㪿㫀㪾㪿㪄㫍㫆㫃㫋㪸㪾㪼㩷㫃㫀㫅㪼㪮㫀㫋㪿㫆㫌㫋㩷㪿㫀㪾㪿㪄㫍㫆㫃㫋㪸㪾㪼㪮㫀㫋㪿㫆㫌㫋㩷㪿㫀㪾㪿㪄㫍㫆㫃㫋㪸㪾㪼㪧㫉㫆㫁㪼㪺㫋㩷㫉㫆㪸㪻㫌㫅㫀㫋㪮㫀㫋㪿㩷㫉㫆㪸㪻㪆㪮㫀㫋㪿㫆㫌㫋㩷㫉㫆㪸㪻㫃㫀㫅㪼㩷㪆㪮㫀㫋㪿㩷㫉㫆㪸㪻㫃㫀㫅㪼㩷㪆㪮㫀㫋㪿㫆㫌㫋㩷㫉㫆㪸㪻

㪩㫀㫆㩷㪧㪸㫉㪸㫅㪸㩷㪚㫆㪸㫊㫋㪿㪸㪍㪈㪅㪎㪉㪎㪅㪈㪉㪊㪌㪅㪏㪊㪎㪅㪏㪩㫆㪸㪻㪟㪸㫉㪹㫆㫉㩷㪸㪺㪺㪼㫊㫊㩷㫉㫆㪸㪻㪿㪸㪇㪇㪉㪈㪍㪅㪉㪇㪥㪸㫋㫀㫆㫅㪸㫃㩷㪟㫀㪾㪿㫎㪸㫐㪥㫆㪅㪈㪌㩷㪜㫏㫋㪼㫅㫊㫀㫆㫅㪿㪸㪇㪇㪈㪉㪉㪅㪉㪇㪩㫆㪸㪻㪫㫆㫋㪸㫃㪿㪸㪍㪈㪅㪎㪉㪎㪅㪈㪌㪎㪋㪅㪉㪊㪎㪅㪏

Table 13.5-3 Number of Land Owners

No. of Land Section Unit Owners M-1 person 86 M-2 person 107 M-3 person 141 M-4 person 81 M-5 person 3 M-6 person 124 Main Corridor M-7 person 25 M-8 person 17 Subtotal person 584 R15E-1 person 0 R15E-2 person 66 Route 15 Extension Subtotal person 66 PAR-0 person 227 PAR-1 person 193 PAR-2 person 75 PAR-3 person 130 PAR-4 person 132 PAR-5 person 202 Port Access Road Road Access Port PAR-6 person 61 PAR-7 person 11 PAR-8 person 0

㩷 Subtotal person 1,031 Total person 1,681

13-9 14. PRELIMINARY DESIGN OF STRUCTURE

14.1 DRAINAGE FACILITIES

As described before, drainage facilities with span of more than five meters were determined as bridges and are discussed here, while smaller facilities are discussed in another section. Smaller drainage facilities were standardized to two types; box culverts measuring 4.5 m X 3.0 m (the largest) is shown in Table 10.6-4, and pipe culverts with a diameter of 1.0 m. The required number of pipe culverts is shown in Table 10.5-1

14.2 STUDY OF BRIDGE STRUCTURE

14.2.1 Required Bridge Structure of the Optimum Route

The list of recycle bridges and reconstruction bridges are shown in Table 14.2-1 - Table 14.2-2

Table 14.2-1 List of Recycle Bridges

Component Basin Station River Name Length Width Type of No No (m) (m) Bridge M-1 3 12+093 Tembey River 70.00 8.50 3 Span RCT M-3 7 35+989 Guarapay River 48.00 8.50 2 Span RCT 8 47+616 Yhaca Guazu Stream 35.70 8.50 2 Span RCT M-6 24 117+337 PiraPyta Afl3 Stream 16.00 8.00 Simple RCT 25 126+177 Y-tuti Stream 25.70 8.00 Simple RCT

Table 14.2-2 List of Reconstruction Bridges

Component Basin Station River Name Length Width No No (m) (m) M-4 12 64+562 San Juan Stream 20.00 10.00 M-3 13 70+447 Yhaca Mi Stream 20.00 10.00 14 72+250 Yacuy Guazu River 75.00 10.00 16 88+291 Imperial Stream 15.00 10.00 19 94+240 Carpincho Stream 20.00 10.00 M-6 20 97+048 Nacunday River 100.00 10.00 23 114+575 Pira Pyta Stream 20.00 10.00 26 134+683 Yta Coty Stream 15.00 10.00 M-8 28 149+845 Monday River 150.00 10.00 PAR-0 32 0.0+6.2 Curi-Y Stream 15.00 10.00

14.2.2 Bridge Type for Small-scale Bridges

Bridge type shown in Table 14.2-3 is adapted to small-scale bridges less than 30m in consideration with the cost, construction and past experiences in Paraguay. Optimum bridge types of 3 Bridges with more than 30m at Monday River, Nacundy River and Yacuy Guazu River will be decided through

14-1 further comparison study.

Table 14.2-3 Bridge Categorization of the Objective Road

Bridge Length L(m) Type of Bridge 10 meters< L < 15 mters Reinforced Concrete Bridge 15 meters< L < 30mters Prestressed Concrete Bridge

14.2.3 Optimum Type of 3 Bridges at Monday, Nacunday and Yacuy Guazu

(1) Planning for Monday River Bridge

The formation level of the bridge is determined from a result of hydrographical analysis (shown in Appendix IV-5). Clearance between the bridge structure and the river water level is determined as 1.2 meter against the Design High Water Level.

The width of the river is approximately 140 meters on the selected optimum route according to the topographical survey; however, it is recommended to extend the length of the bridge to more than 150meters given the flood discharge according to the hydrographical analysis.

Spread foundation is adopted because bearing layer comes up to the surface of the earth.

(2) Optimum Type of Monday River Bridge

1) Alternative types

3 alternatives are selected for Monday River Bridge considering necessary bridge length. The formation Level of the bridge is determined by girder height, and it will affect to the volume of earthwork for access road.

Table 14.2-4 PC of alternative Bridge Type

Division of Total Height of Proposed Alternative Type of Superstructure Span(m) Length(m) Girder(m) Height(m) 1st PC 3 Span Continuous box 42.0+66.0+42.0 150.0 4.0㨪2.0 180.100 2nd PC 5 Span Continuous T Girder [email protected] 150.0 1.7 177.830 3rd PC 6 Span Continuous Composite [email protected] 150.0 1.45 177.335

2) Comparison of Bridge Type

3 alternatives mentioned above have been examined from the view point of structure, construction, and maintenance. The result of the comparison is shown in Table 14.2-5

Alternative-1 has an advantage to construction because of small number of piers, however, has disadvantage in construction period and in cost comparing with other 2 alternatives.

14-2 Alternative-2 has an advantage to construction of sub-structure due to small number of piers in the river comparing with alternative-3, however, disadvantage in construction of superstructure comparing with alternative-3.

Alternative-3 has a disadvantage in construction of sub-structure comparing with other alternatives due to 3 piers in the river. However, construction of superstructure is easier after election work. More than that, construction period is shorter than other alternatives and cost is lower in alternative-3.

Through the examination mentioned above, alternative-3 is recommended for Monday River Bridge.

Additionally, there is no problem in construction of piers in the water because of similar work at the 3.6km downstream of the Monday River in the past.

(3) Optimum Bridge Types for Nacunday River Bridge and Yacuy Guazu River Bridge

Bridge length of Nacunday River Bridge and Yacuy Guazu River Bridge is 100m and 75m respectively. PC Continuous T Girder and PC Continuous Composite Girder are selected as alternatives of bridge types for these 2 bridges.

Regarding the foundation, spread foundation is adopted because bearing layer comes up to the surface of the earth.

Accordingly, PC Continuous Composite Girder is adopted to these 2 bridges because the result of the examination was same as in case of Monday River Bridge.

14-3 Superstructure Structure㧦Continuous structure with adva Construction㧦 Advantage to construction work of sub-st small number of piers comparing to Alt-1

Possible to construct superstructure in ra using cantilever election.

Longest construction period among 3 superstructure with concrete in site by bo 㧔Const. Period: approx 24 months㧕 Maintenance㧦Maintenance free except and expansion joint Cost㧔Ratio㧕㧦1.15

Structure㧦Continuous structure with adva Construction㧦 Number of piers is larger than Alt-1 and Alt-3

Possible to construct main girder in fab parallel to construction of sub-structure..

Possible to construct superstructure in ra using election girder for the construc girder 㧔Const. Period: approx 21 months㧕

Maintenance㧦Maintenance free except and expansion joint Cost㧔Ratio㧕㧦1.05

Structure 㧦 Continuous structure with driving. Modified Alternativ reduction Construction㧦 Number of piers is largest among 3 alt.

Possible to construct main girder in fab parallel to construction of sub-structure..

Possible to construct superstructure in ra using election girder for the construc girder

Number of main girders and Volume of PC is smallest among 3 alt. Advantage in superstructure 㧔Const Period: approx 21 months㧕 14.3 PRELIMINARY DESIGN OF BRIDGES

14.3.1 Design Conditions for Bridges

1) It is not necessary to consider a seismic coefficient for bridge design in Paraguay. 2) Concrete strengths have been decided according to Paraguay's current conditions, and steel strength is based on the ASTM1 standards. The strengths of principal materials are shown in Table 14.3-1

Table 14.3-1 Material Strength

Material Item Strength Concrete RC Superstructure fc = 280kg/m2 Pier fc = 240kg/m2 Foundation fc = 210kg/m2 Prestressed Concrete fc = 350kg/m2 Reinforcing Bar Grade 40 fy= 2,800 kg/cm2 Prestressing Cable Grade 270 fy = 161 kg/mm2 Note: fc; Specified compressive strength of concrete at 28 days fy; Specified yield strength of steel material

14.3.2 Type of Bridge

(1) Superstructure

The adopted superstructure types of the proposed bridges are shown in Table 14.2-2.

Table 14.3-2 Superstructure Types of the Proposed Bridges

Component Basin Station River Name Length Width Type of Bridge No No (m) (m) M-4 12 64+562 San Juan Stream 20.00 10.00 PC Simple Composite Girder M-3 13 70+447 Yhaca Mi Stream 20.00 10.00 PC Simple Composite Girder 14 72+250 Yacuy Guazu River 75.00 10.00 PC 3 Span Composite Girder 16 88+291 Imperial Stream 15.00 10.00 PC Simple Composite Girder 19 94+240 Carpincho Stream 20.00 10.00 PC Simple Composite Girder M-6 20 97+048 Nacunday River 100.00 10.00 PC 4 Span Composite Girder 23 114+575 Pira Pyta Stream 20.00 10.00 PC Simple Composite Girder 26 134+683 Yta Coty Stream 15.00 10.00 PC Simple Composite Girder M-8 28 149+845 Monday River 150.00 10.00 PC 6 Span Composite Girder PAR-0 32 0.0+6.2 Curi-Y Stream 15.00 10.00 PC Simple Composite Girder

1) Girder Height and Number

The cross section of a bridge is shown in Figure 14.3-1. The simple composite prestressed girder with a 1/17 height to span length ratio is the most economic. In this study, 1.0m, 1.15m and 1.45m girder

1 American Society for Testing and Materials

14-5 heights will be adopted, corresponding to the 15.0m 20.0m and 25.0m span lengths respectively. The number of girders used is 4 main girders for the 2-lane roadway (width 10 m ), with a 2.35m and 2.5m space between girders.

Figure 14.3-1 The cross section of a bridge

(2) Substructure

1) Subsoil Characteristics

The subsoil at the planned bridge site consists of silt to clay type sand layer and rock.

The bearing layer for foundations is planned based on the soil layer at a depth of 1.0 m to 5.0m from the ground surface with an "N" value of over 30 according to the standard penetration test.

2) Foundation Type

Concerning the determination of the foundation type, the conditions of superstructure, subsoil, construction method, etc., should be previously analyzed with accuracy, in order to select the most economical and reliable foundation. At present, a soil stratum with "N" value of over 30 has been taken as the bearing stratum, taking into consideration the economical aspects, ease of construction, water table level, width of work, etc. A spread foundation will be used when the solid stratum reaches around 4.0m of depth, and in case it gets deeper, a pile foundation will be used. According to the geological survey, the solid stratum reaches around 4.5m of depth in the study area. Therefore, a spread foundation will be adopted.

3) Abutments

The type of abutment will be subject to their applicable heights as shown in Table 14.3-3. The type of abutment chosen for a given bridge varies depending on the bearing subsoil condition of the site, height of abutment and economic priorities.

Since the planned heights of abutments are 5.0 to 12.0m, a cantilever type abutment will be adopted.

14-6 Table 14.3-3 Abutment Types and Standard Height

Abutment Type Height (m) Remarks 㪈㪇㪉㪇㪊㪇 Gravity Type Semi-gravity Type Cantilever Type Counterfort Type Rigid Frame Type

(3) Pier Type

Since Paraguay has no seismic effects, it allows the adoption of smaller piers. Concerning the type of pier it should also be aesthetically pleasing and economize the use of materials as much as possible. The structural type of piers should be determined to satisfy the surrounding conditions as well as the structural requirements. The type of pier in this study is determined based on the above description. The wall type pier will be adopted as shown in Figure, for river flow is not disturbed by the pier.

㪪㫀㪻㪼㩷㫍㫀㪼㫎㩷㩷㩷㩷㩷㩷㩷㪚㫉㫆㫊㫊㩷㪪㪼㪺㫋㫀㫆㫅㩷㪘㪄㪘

㩷㩷㩷㪪㪼㫄㫀㪺㫀㫉㪺㫌㫃㪸㫉㩷㫅㫆㫊㪼㩷㪸㫅㪻㩷㫋㪸㫀㫃

㪘㪘

㩷㩷㩷㩷㪫㫉㫀㪸㫅㪾㫌㫃㪸㫉㩷㫅㫆㫊㪼㩷㪸㫅㪻㩷㫋㪸㫀㫃

Figure 14.3-2 The wall type pier

14.3.3 Designs

(1) Location of Proposed Bridges

The location of proposed bridges are shown in Figure 14.3-3

(2) Results of Preliminary Design

The results of preliminary design are shown in Figure 14.3-4 to Figure 14.3-8.

14-7 Figure 14.3-3 Location of Proposed Bridges

14-8 㪈㪅㪉㪌㪘㪈㩿㪘㪉㪀㫋㪉㩿㫄㪀㪈㪅㪇㪇㪈㪅㪇㪇㪈㪅㪇㪇㪈㪅㪉㪌㪈㪅㪌㪇㪋㪅㪌㪇㪍㪅㪌㪇㪘㪈㪘㪉㪈㪅㪉㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪥㫆㪈㪊㪋㪂㪍㪏㪊㪥㫆㪈㪋㪐㪂㪏㪋㪌㪥㫆㪅㪇㪂㪍㪅㪎㪈㪅㪌㪇㪏㪅㪏㪇㪈㪅㪉㪇㪘㪈㩿㪘㪉㪀㪘㪈㩿㪘㪉㪀㪉㪅㪉㪌㪉㪅㪉㪌㪉㪅㪉㪌㪈㪅㪌㪇㪈㪅㪌㪇㪐㪅㪊㪇㪈㪇㪅㪊㪇㪈㪅㪉㪇㪪㪘㪣㪠㪧㪇㪅㪊㪇㪇㪅㪊㪌㪇㪅㪊㪌㪇㪅㪊㪇㪇㪅㪊㪇㪇㪅㪊㪌㪇㪅㪊㪌㪇㪅㪊㪇㪘㪈㩿㪘㪉㪀㪘㪈㩿㪘㪉㪀㪠㫄㫇㪼㫉㫀㪸㫃㪚㪸㫉㫇㫀㫄㪺㪿㫆㪥㪸㪺㫌㫅㪻㪸㫐㪧㫀㫉㪸㩷㪧㫐㫋㪸㪰㫋㪸㩷㪚㫆㫋㫐㪤㫆㫅㪻㪸㫐㪚㫌㫉㫀㪄㪰㪥㫆㪅㪏㪏㪂㪉㪐㪈㪥㫆㪅㪐㪋㪂㪉㪋㪇㪥㪦㪅㪐㪎㪂㪇㪋㪏㪥㫆㪈㪈㪋㪂㪌㪎㪌㪘㪈㪘㪉㪘㪈㪘㪉㪏㪅㪇㪇㪎㪅㪌㪇㪎㪅㪇㪇㪌㪅㪏㪇㪈㪈㪅㪇㪇㪐㪅㪌㪇㪎㪅㪇㪇㪍㪅㪌㪇㪌㪅㪇㪇㪇㪅㪊㪇㪇㪅㪊㪌㪇㪅㪊㪌㪇㪅㪊㪇㪈㪉㪅㪇㪇㪈㪊㪅㪇㪇㪍㪅㪌㪇㪍㪅㪌㪇㪊㪅㪌㪇㪋㪅㪇㪇㪐㪅㪇㪇㪐㪅㪇㪇㪋㪅㪌㪇㪋㪅㪌㪇㪈㪅㪇㪇㪈㪅㪇㪇㪈㪈㪅㪌㪇㪍㪅㪌㪇㪊㪅㪌㪇㪐㪅㪇㪇㪋㪅㪌㪇㪈㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㪘㪈㪘㪉㪸㫉㫌㫋㪺㫌㫉㪙㫋㪈㪅㪍㪇㪋㪅㪈㪇㪇㪅㪇㪇㪈㪅㪍㪇㪇㪅㪏㪇㪋㪅㪇㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪍㪇㪇㪅㪏㪇㪇㪅㪏㪇㪋㪅㪇㪇㪈㪅㪋㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪇㪅㪏㪇㪌㪅㪈㪇㪈㪅㪋㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪈㪅㪇㪇㪋㪅㪍㪇㪈㪅㪋㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪌㪇㪇㪅㪏㪇㪈㪅㪇㪇㪋㪅㪎㪇㪉㪅㪉㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪍㪇㪇㪅㪏㪇㪇㪅㪏㪇㪊㪅㪋㪇㪉㪅㪇㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪇㪅㪏㪇㪎㪅㪐㪇㪈㪅㪎㪇㪇㪅㪏㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪈㪅㪉㪇㪍㪅㪋㪇㪈㪅㪋㪇㪈㪅㪌㪇㪇㪅㪇㪇㪈㪅㪍㪇㪈㪅㪉㪇㪈㪅㪉㪇㪋㪅㪍㪇㪊㪅㪊㪇㪈㪅㪌㪇㪇㪅㪇㪇㪈㪅㪌㪇㪈㪅㪇㪇㪇㪅㪏㪇㪋㪅㪉㪇㪉㪅㪌㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪇㪅㪏㪇㪉㪅㪋㪇㪈㪅㪎㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪐㪇㪇㪅㪏㪇㪇㪅㪎㪇㪈㪅㪐㪇㪈㪅㪋㪇㪈㪅㪇㪇㪇㪅㪇㪇㪈㪅㪌㪇㪇㪅㪎㪇㪇㪅㪎㪇㪋㪅㪉㪇㪈㪅㪊㪇㪈㪅㪇㪇㪇㪅㪇㪇㪇㪅㪎㪇㪇㪅㪏㪇㪈㪅㪊㪇㪈㪅㪇㪇㪇㪅㪏㪇㪈㪅㪋㪇㪍㪅㪌㪇㪍㪅㪋㪇㪍㪅㪋㪇㪥㪸㫄㪼㩷㫆㪽㩷㪙㫉㫀㪻㪾㪼㪈㪇㪅㪇㪇㪈㪇㪅㪇㪇㫊㪘㪈㩿㪘㪉㪀㪼㪪㪸㫅㩷㪡㫌㪸㫅㪰㪿㪸㪺㪸㪄㫄㫀㪰㪸㪺㫌㫐㩷㪞㫌㪸㫑㫌㩷㩷㪈㪊㩷㩷㩷㪰㪸㪺㫌㫐㩷㪞㫌㪸㫑㫌㩷㩷㪉㪇㩷㩷㩷㪥㪸㪺㫌㫅㪻㪸㫐㩷㩷㪉㪏㩷㩷㩷㪤㫆㫅㪻㪸㫐㪥㫆㪅㪍㪋㪂㪌㪍㪉㪥㫆㪅㪎㪇㪂㪋㪋㪎㪥㫆㪅㪎㪉㪂㪉㪌㪇㪹㫌㪪㪪㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩿㫄㪀㩷㪦㪼㪙㪻㪠㩷㪸㪩㫉㪣㪟㪙㪊㪅㪉㪇㪊㪅㪉㪇㪊㪅㪉㪇㪋㪅㪇㪇㪊㪅㪏㪇㪊㪅㪌㪇㪊㪅㪇㪇㪍㪅㪇㪇㪌㪅㪇㪇㪊㪅㪌㪇㪊㪅㪉㪇㪊㪅㪇㪇㪊㪅㪇㪇㪊㪅㪉㪇㫌㪫㪹㪋㪇㪅㪊㪇㪇㪅㪊㪇㪿㪈㪿㪉㪿㪊㪿㪋㪹㪈㪹㪉㪹㪊㫋㫃㪪㪘㪜㪜㫊㫋㫉㫀㪹㫆㫊㪧㫀㫃㪸㫊㪪㫋㪸㫋㫀㫆㫅㩷㪥㫆㪅㪥㫆㪅䇭㪎㪉㪂㪉㪌㪇㪥㫆㪅䇭㪐㪎㪂㪇㪋㪏㪥㫆㪅㪈㪋㪐㪂㪏㪋㪌㪟㩿㫄㪀㪙㩿㫄㪀㪣㩿㫄㪀㪙㪹㩿㫄㪀㪹㪈㩿㫄㪀㪹㪉㩿㫄㪀㪹㪊㩿㫄㪀㪿㪈㩿㫄㪀㪿㪉㩿㫄㪀㪿㪊㩿㫄㪀㫋㪈㩿㫄㪀㪪㫋㪸㫋㫀㫆㫅㩷㪥㫆㪅㪥㪸㫄㪼㩷㫆㪽㩷㪙㫉㫀㪻㪾㪼㪘㪹㫌㫋㫄㪼㫅㫋㪋㪋㪋 Figure 14.3-4 PC Composite Girder PC Composite Figure 14.3-4 㪇㪅㪍㪎㪈㪅㪇㪉㪇㪅㪍㪎㪇㪅㪇㪌㪇㪅㪈㪇㪇㪅㪈㪇㪈㪅㪋㪌㪈㪅㪇㪉㪇㪅㪌㪉㪉㪋㪅㪊㪇㪈㪌㪅㪉㪌㪇㪅㪈㪇㪇㪅㪇㪌㪇㪅㪈㪇㪇㪅㪇㪉㪇㪅㪉㪇㪈㪅㪇㪇㪈㪅㪇㪉㪈㪐㪅㪐㪇㪈㪐㪅㪉㪇㪉㪅㪌㪇㪉㪇㪅㪇㪇㪉㪇㪅㪇㪇㪎㪌㪅㪍㪇㪈㪈㪌㪅㪇㪇㪈㪉㪇㪅㪇㪇㪊㪉㪇㪅㪇㪇㪈㪉㪇㪅㪇㪇㪉㪇㪅㪇㪇㪈㪉㪌㪅㪉㪇㪈㪌㪅㪇㪇㪈㪐㪅㪐㪇㪈㪌㪅㪇㪇㪉㪌㪅㪇㪇㪈㪉㪇㪅㪇㪇㪈㪐㪅㪉㪇㪈㪌㪅㪇㪇㪈㪋㪅㪐㪌㪈㪉㪋㪅㪊㪇㪈㪐㪅㪐㪇㪉㪇㪅㪇㪇㪇㪅㪇㪌㪈㪋㪅㪉㪌㪈㪈㪌㪅㪇㪇㪈㪐㪅㪉㪇㪈㪐㪅㪐㪇㪇㪅㪇㪊㪇㪅㪇㪌㪈㪋㪅㪐㪌㪈㪌㪅㪇㪇㪇㪅㪇㪌㪈㪐㪅㪉㪇㪇㪅㪇㪉㪈㪋㪅㪉㪌㪈㪌㪅㪐㪌㪇㪅㪇㪌㪇㪅㪇㪌㪇㪅㪇㪌㪇㪅㪇㪊㪇㪅㪇㪌㪇㪅㪇㪉㪈㪇㪇㪅㪏㪇㪋㪈㪌㪈㪅㪈㪉㪉㪌㪅㪉㪇㪍㪉㪌㪅㪇㪇㪉㪌㪅㪉㪇㪉㪋㪅㪊㪇㪉㪌㪅㪇㪇㪇㪅㪈㪇㪇㪅㪈㪇㪈㪅㪇㪇㪉㪅㪌㪇㪈㪅㪉㪌㪈㪅㪉㪌㪥㪦㪠㪚㪠 Width Spacing Girder Slab Girder 㪪㪦㪥㪸㫄㪼㩷㫆㪽㩷㪙㫉㫀㪻㪾㪼㪧㪤㪦㪚㩷㩿㫄㪀㪙㩿㫄㪀㪹㪈㩿㫄㪀㪹㪇㩿㫄㪀㪪㪇㩿㫄㪀㪪㪈㩿㫄㪀㪪㪉㩿㫄㪀㪻㩿㫄㪀㪿㩿㫄㪀㪹㫌㩿㫄㪀㪹㪽㩿㫄㪀㫅㪘㪞㪠㪈㪌㪅㪇㪇㪉㪇㪅㪇㪇㪈㪇㪅㪇㪇㪉㪌㪅㪉㪇㪈㪇㪅㪇㪇㪏㪅㪇㪇㪈㪇㪅㪇㪇㪏㪅㪇㪇㪏㪅㪇㪇㪈㪅㪇㪇㪈㪅㪇㪇㪉㪅㪌㪇㪈㪅㪉㪌㪈㪅㪉㪌㪈㪅㪉㪌㪈㪅㪉㪌㪇㪅㪉㪇㪇㪅㪉㪇㪈㪅㪈㪌㫋㪿㪭㪪㫋㪸㫋㫀㫆㫅㩷㪥㫆㪅㪥㫆㪅䇭㪍㪋㪂㪌㪍㪉㪥㫆㪅䇭㪎㪇㪂㪋㪋㪎㩷㩷㪈㪉㩷㩷㩷㪪㪸㫅㩷㪡㪸㫅㪥㫆㪅䇭㪎㪉㪂㪉㪌㪇㩷㩷㪈㪊㩷㩷㩷㪰㪸㪺㪸㪄㪤㫀㩷㩷㪈㪋䇭㩷㪰㪸㪺㫌㫐㩷㪞㫌㪸㫑㫌㪥㫆㪅䇭㪏㪏㪂㪉㪐㪈㩷㩷㪈㪍㩷㩷㩷㪠㫄㫇㪼㫉㫀㪸㫃㪥㫆㪅䇭㪐㪋㪂㪉㪋㪇㩷㩷㪈㪐㩷㩷㩷㪚㪸㫉㫇㫀㫅㪺㪿㫆㪥㫆㪅䇭㪐㪎㪂㪇㪋㪏㪥㫆㪅㪈㪈㪋㪂㪌㪎㪌㩷㩷㪉㪇㩷㩷㩷㪥㪸㪺㫌㫅㪻㪸㫐㪥㫆㪅㪈㪊㪋㪂㪍㪏㪊㩷㩷㪉㪊㩷㩷㩷㪧㫀㫉㪸㩷㪧㫐㫋㪸㪣㪥㫆㪅㪈㪋㪐㪂㪏㪋㪌㩷㩷㪉㪍㩷㩷㩷㪠㫋㪸㩷㪚㫆㫋㫐㩿㫄㪀㪥㫆㪅䇭䇭㪇㪂㪍㪅㪎㩷㩷㪉㪏㩷㩷㩷㪤㫆㫅㪻㪸㫐㪥㫆㪅㪪㫇㪸㫅㩷㩷㪇㪄㪊㩷㪚㫉㫀㪄㪰㪣䌢㩿㫄㪀㪣䌣㩿㫄㪀㪣㫊㩿㫄㪀㪡㩿㫄㪀㪡㪉㩿㫄㪀㪾㩷㪚㪧㪞㫀㫉㪻㪼㫉㪣㪼㫅㪣㪺㪔㪣㪺㪔㪣㪺㪔

14-9 Figure 14.3-5 General View of Yhaca-mi Bridge of View Figure 14.3-5 General

14-10 Figure 14.3-6 General View of Yacuy Guazu Bridge Guazu Yacuy of View Figure 14.3-6 General

14-11 Figure 14.3-7 General View of Nacunday Bridge View Figure 14.3-7 General

14-12 Figure 14.3-8 General View of Monday Bridge of Monday View General Figure 14.3-8

14-13