Key Benefits:
RED VIAL INTERPROVINCIAL
Decree 1056/97
Study of technical and economic feasibility of a project presented by a company intended to integrate and communicate to the national territory.
Bs. As., 3/10/97.
B. O.: 13./10/97.
VISTO Issue No. 561-000150/97 of the Register of the MINISTERY OF ECONOMY AND ARTWORKS AND PUBLIC SERVICES and Decree No. 1105 of October 20, 1,989, modified by its similar No. 635 of July 11,977, and
CONSIDERING:
That, in the proceedings referred to in the View of this Decree, the proposal presented by the PARDO RABELLO CONSULTORA SOCIEDAD ANONIMA, in the framework of the provisions of article 58 (l) to (n), of Decree No. 1105 of 20 October 1,989, added by article 1 of its similar No. 635 of 11 July 1,997.
That the above-mentioned regulations provide for the possibility of the presentation by individuals of initiatives whose purpose is only, in a first phase, the study of technical-economic feasibility of the project and related engineering studies, for which the author must comply with the following precautions: to present the terms of reference of the studies, their time of execution and presentation and their estimated cost of realization; the complete history of the company and of the consulting firms that will be involved.
That the initiative presented by the actions cited in the View of this Decree proposes the realization of the study of technical and economic feasibility of a road interprovincial network aimed at integrating and communicating to the national territory.
That the proposal referred to in the previous consideration is in line with the policy of incentivizing and developing the economy that the National Government is promoting.
It is of the interest of the National Government to revitalize federalism through a real integration of the different regions that make up the country, communicating to the cities of the interior with the centers of production of goods and services.
That the stated objective will require the construction of a road network that one of the most important cities in the country, the main tourist centers, the overseas ports and the communication with the member countries of the MERCADO COMUN DEL SUR (MERCOSUR).
That the initiative proposed by the company PARDO RABELLO CONSULTORA SOCIEDAD ANONIMA opens up the possibility of significant investments of entrepreneurial risk, to the extent that, of the studies that are carried out, the feasibility of the project is justified, without the need to resort, directly or indirectly, to any kind of contribution, endorsement or guarantee of part of the NATIONAL STATE.
It is up to the NATIONAL EXECUTIVE PODER to resolve whether the studies proposed for their scope and interest deserve to be developed through the regime set out in article 58 (l) and (ll) of Decree No. 1105 of 20 October 1,989, added by article 1 of its similar No. 635 of 11 July 1,997.
That the General Directorate of Humanitarian Affairs of the MINISTERY OF ECONOMY AND ARTWS AND SERVICES PUBLICOS has taken the intervention that belongs to him.
That this measure is determined by virtue of the powers conferred by law No. 17.520, as amended by its similar No. 23.696, regulated by Decree No. 1105 of 20 October 1,989, as amended by Decree No. 635 of 11 July 1,997.
Therefore,
THE PRESIDENT OF THE ARGENTINA NATION
RIGHT:
Article 1- It should be included in the regime established by article 58 (l) and (ll) of Decree No. 1105 of 20 October 1,989, added by article 1 ° of its similar No. 635 of 11 July 1,997, for its scope and interest, to the initiative presented by the PARDO RABELLO CONSULTORA SOCIEDAD ANONIMA.
Art. 2°- Please refer to the terms of reference presented by the aforementioned signature under the conditions set out in the Annex as an integral part of the present.
Art. 3°- Accept the guarantee made by the company PARDO RABELLO CONSULTORA SOCIEDAD ANONIMA in the terms of subparagraph (l), subsection III, of article 58 of Decree No. 1105 of 20 October 1,989, added by article 1 of its similar No. 635 of 11 July 1,997.
Art. 4°- In view of the scope of the project, a CONSULTOR COMMITTEE FOR THE EVALUATION OF THE PROJECT, composed of the Lords Secretaries of Economic Policy, Public Works and Finance, under the MINISTERY OF ECONOMY AND OURS AND PUBLIC SERVICES, for the purposes set out in article 58 (m) of the decree. The Advisory Committee may dismiss the project, if the feasibility of the project requires, directly or indirectly, any kind of contribution, endorsement or guarantee by the NATIONAL STATE.
Art. 5°- The maximum contingent fee is provided for in the scale of subparagraph (ll), paragraph I, of article 58, of Decree No. 1105 of 20 October 1,989, added by article 1 of Decree No. 635 of 11 July 1,997, considering the amount of eventual reimbursement costs invalid.
Art. 6°- Please note that the time limit for the applicant to undertake and present the studies contained in his or her initiative is 180 days.
Art. 7°- Note the time limit of the VEINTE SCIENT (120) days, counted from the presentation of the project to make the NATIONAL EXECUTIVE PODER pronounced for its acceptance or rejection.
Art. 8°- Note that in the event that the NATIONAL EXECUTIVE PODER dismisses the project, whatever the cause, the PARDO CONSULTORS SOCIEDAD ANONIMA will not be entitled to receive any kind of compensation of expenses, reimbursement of costs or perception of fees.
Art. 9°- The dictation of this measure does not matter any limitation to the NATIONAL STATE regarding the eventual assessment, study and/or hiring of new road works and/or modification of existing ones.
Art. 10.- Contact, publish, give to the NATIONAL DIRECTION OF THE OFFICIAL REGISTRATION and archvese.- MENEM.- Jorge A. Rodríguez.- Roque B. Fernández .
Annex
INTERPROVINCIAL RED OF AUTOPISTS
TERMINS OF REFERENCE FOR THE STUDY
TECHNICAL FACTIBILITY - ECONOMIC
1. - OBJECT
The technical-economic feasibility study will refer to a project called R.I.A., (RED INTERPROVINCIAL DE AUTOPISTAS), whose general guidelines were partially contained in the proposals presented on 14 April of the current year, and their subsequent supplements at the exhibition.: 561-000150/97 and added.
The Terms of Reference contained in this document replace and leave without effect or legal value the versions of the previous Terms of Reference, added to this file.: No. 561-000150/97.
It is understood that the conceptual core of the project is to provide a solution to the need to balance the different regions of the country, providing the entire national territory with the service of highways to integrate it into a single network.
The study will cover the technical, legal and financial aspects, a technical-economic feasibility study, with the scope detailed in these Terms of Reference. It will not include an executive engineering project. Instead, the study will include the analysis of the conservation, maintenance and eventual exploitation of the service, as well as those legal-economic complexities derived from the different jurisdictional competences.
The projected R.I.A. will comprise 10 motorway modules, similar in length, totalling 10,837.14 km. of this total, the Autopista CORDOBA-ROSARIO will eventually be deducted, so the net length of the project will be 10,430 km.
The projected R.I.A. will also be divided into sections. The length of the proposed modules and sections is indicated in UNMEE 1 and 2, annexed to the present, and which are an integral part of these terms of reference.
The study will start from the realization of a VIAL INVENTARIO of the corridors existing between the cities mentioned and will be developed on the basis of similar solutions so that, as a general rule, the network to study will use, almost in its entirety, the roads already built as one of the roads (ascendant or descending) of the new highways.
The study will be governed by the general instructions for Studies and Road Projects of the National Roads Directorate.
The dimensioning of the works will consider the levels of transit for the calculation of the capacity of roads, intersections and resolution of conflicting points by adopting as hypothesis the projection at the time set at point 5.
The speeds of the highways will be the ones corresponding to the new Transit Law, the same must be adapted to the conditions of the terrain that goes through in each case.
The "VIAL INVENTARY", starting point of this study and described below, is intended to relieve all the existing facts collected from the corridor in study, after a thorough journey of the trace. These existing facts will, in most cases, be a faithful copy of what is to be built on the second road, to transform the corridor into a highway.
The final result of this study is the computation and budget with a good level of approximation of each km. which makes up the network, taking into account not only the double way to build, but also, as mentioned in the previous paragraph, the possible need to rehabilitate existing roads or their complementary works (repaviation of roadways, reconstruction of bridges or sewers, replacement of rails and fences, etc.).
Please note that the computations and budgets for this stage will not have greater scope than that required for a technical-economic feasibility study, and will eventually be perfected and/or supplemented at the stage of engineering studies and executive projects.
2. - VIAL INVENTARY
A VIAL, complete and detailed INVENTARIO of each of the ten modules that make up the projected R.I.A. will be carried out. It will detail all the existing facts collected "in situ".
The information to be found in the documentation will refer to: major and minor works of art, crosses, intersections, entrance to fields, defenses, lighting columns, interference with public services, (energy transmission lines, pipelines, aqueducts, etc.), state and type of road and banana, afforestation and other relevant accidents.
This detailed relay will turn into tables created for this purpose, then refer to each relevant fact of the corridor in a planimetry (see corresponding section).
The level of detail of this inventory will be necessary to obtain as a result the following two information:
1) Invent that element to then play the same thing functionally in the new highway; and
(2) To be able to technically determine the current state of the existing road and of each component of the road to the possibility of having to be rehabilitated or reconstructed.
2.1. - Trace tour.
Prior to the tour, the presenter will be able to obtain all the available information of the D.N.V. regarding the existing facts of the route (type of road, structural package, type of bridges and their structural conformation, etc.).
The presentation undertakes to perform a thorough journey of the existing trace to perform the VIAL INVENTARIO, the same will be carried out by professionals of high technical recognition in the area to be relegated.
All data taken in such relay will then be dumped on Excel-type grids. The corridor will also be photographed to relieve with the density of photos necessary to have a good representation of the corridor, in such a way that it contributes to the VIAL INVENTARIO not only a numerical information but also a visual.
Special attention will be paid to the dismounts and embankments of the existing layout as a similar solution will probably be used to build a new dual pathway, directly affecting the compute and budget to develop. Taking into account the importance of drainage, it will seek to obtain all possible existing data on the subject, to determine the altimetric solution of the new road.
3. - DOCUMENTATION TO PREPARE.
3.1. - General and Particular Planimetry.
A scale planimetry of 1:10.000 of each of the projected network modules will be developed in Autocad. In the same will be represented, at the level of chrome, all the facts collected as well as a new trace of the double route projected. A reference to the information flown in the Vial Inventory grids will also be placed.
In all cases, the structural and geometric conformation of the type planes (see corresponding section) will be used to adapt it to the particular situation being addressed.
This general planimetry will mark the current area of affectation as well as the ones required for the new highway.
In the cases of bridges, distributors or other high complexity art works, particular plans will be made in scale 1:1,000.
3.2. - Bridge.
3.2.1. - General
The aim will be to achieve a basic design of moderate light bridges, which can be adopted as many as possible, based on a project modulated by typical parts, which can cover a wide range of solutions, considering the various possible combinations.
The basic cases of project will be defined: road bridges, rail bridges or pedestrian bridges, the latter also called walkways. The loads and project guidelines for each case may be taken from the regulations of the D.N.V. or the Argentine Railways.
Executive projects of a limited number of bridges will only be carried out (10 maximum in the entire project) in order to determine a representative cost per square meter of structure, which will then be used on all the bridges that the project requires for the purposes of being included in the compute and final budget of each module.
3.2.2. - Superstructure.
It is understood that on a bridge, superstructure is the part that can most easily adapt to a repetitive basic solution, being primarily limited by the light to save.
A scheme of "n" isostatic sections will be adopted, as much as they are necessary to save the total light of the project (Lt.). In each case, the most desirable partial light (Lp.) will be defined, taking into account the technical and economic aspects.
The typology to be used, in the case of the road bridges, given its wide diffusion and proven efficiency, will be that of a joint of cross-sectional saws and the "in situ" concrete board slab. The beams will maintain in all cases the same rate of separation in the transversal sense, so the only variable depending on the partial light will be the main beam to adopt, and eventually the adequacy of the transverse beams.
In the design of the main beams certain dimensions of its cross section will be respected, so that the frames are easily adaptable to each need. In all cases, the slabs will have the same dimensions and armor.
In the case of railway bridges, a basic design with two pre-molded concrete beams will be sought, pre-stretched by way, with a closed lower panel. Again, the variable depending on the light and width of the trout will be the beam to adopt in each case. The board will depend primarily on the trout in question.
In all cases, unified designs will be achieved for rails, rails, joints, drains and other typical constructive details.
3.2.3. - Infrastructure
It is understood that, unlike the superstructure, the infrastructure is not so easy to typify, due to the high number of variables involved in its design: the carrying capacity of the soils, hydraulic aspects, terrain relief, proximity to other obstacles, etc.
However, for the three types of bridges mentioned above, different combinations of partial and total lights and gálibos will be studied and projected to be respected, foundations of batteries and stribes of the direct, indirect type, and on solids of mechanically stabilized soils. Certain obstacles, such as watercourses, will assess those resulting in viable alternatives.
In the case of typical bridges, therefore a glossary of basic elements will be formed from which, through some necessary adjustments, a structural project can be quickly obtained. The project of these constructive elements will be carried out in the light of the technological advances in the field, which will allow working with industrialized elements, in order to save time and costs.
As stated at point 3.2.1, the study of infrastructure solutions will also be limited to 10 typical cases.
The plans to present will be:
- General planimetry. Scale 1:200 or 1:250.
- Prefabricated beams. Frame and armor. Scale 1:50, details 1:20 or 1:25.
- Board. Frame and armor. Scale 1:100, details 1:20 or 1:25.
- Pilas for a standard case. Frame and armor. Scale 1:50, details 1:20 or 1:25.
- Stribes. Locked and armored. Scale 1:50, details 1:20 or 1:25.
Complementary details (barandas, lighting, wear folder, approximation slabs, dilation joints, drains, etc.) can be obtained from the typical planes of the D.N.V.
3.3. - Type distributors
Three distributors will be made type: diamond, trumpet and clover. These distributors will be distributed at the level of detail, as they can be used as a model for all the distributors that would contain the R.I.A.
The plans to present for such distributors are:
- General planimetry in Esc. 1:500.
- Longitudinal profile in Esc. H.: 1:1,000, Esc. V:1:100 (relative rates)
- Cross profiles along each of the axes of the roadways that make up the distributor every 20m, Esc. H: 1:200, V: 1:100.
It will be made in Excel or similar tables with the compute of all the elements that the distributor will carry.
3.4. - Type and Structural Package Profile
Plans will be made with the profiles types of the work to be projected as well as the preliminary project of the structural package to be built for the new double track. The structural package of the existing road will also be graphed.
It will depart from the assumption that the new road will have equal or similar structural conformation than the existing road.
3.5. - Compliments and budgets
It will be made in Excel or similar tables, detailing compute and budget.
For price analysis, information on similar works prices will be used mainly in the road, local or international market.
Among the elements that will comprise such compute and budget, the following general items of high interest for the R.I.A. will be highlighted:
- Forestry: the selection of plant species to be introduced in each area of the road will be listed, according to ecological, functional, economic and market availability criteria.
- Rest areas: Rest areas will be defined with the basic amenities of the case. They will be located in existing wooded areas or afforestation should be foreseen for that purpose.
- Areas of services: Of characteristics similar to rest areas, but with greater scope in terms of comforts to the service of the user (restaurants, emergency medical services, telephone services, etc.).
4. - SPECIAL SITUATIONS
4.1. - Urban areas
At the crossroads of urban or urbanized areas in fact, a new layout that surrounds the urbanization will be studied. Thus, an urban layout can be transformed into a new rural layout that works as by pass of the city or village, to achieve an efficient transit organization.
4.2. - Dangerous cures
It is understood that a cause of realignment of the existing trace is constituted by the current dangerous curves, so alternative solutions will be considered that may eventually require a new area of affectation to accommodate that variant.
4.3. - Buying the Earth
The cost of land acquisition will be weighted for the widening of the plot, the execution of distributors, and service areas based on land values by area, calculated on acceptable bases by the National Taxation Tribunal.
An analysis will be made of the possibility of implementing a plan to advance land acquisitions due to compromise during the bidding period, using a bridge credit, refundable when each concession is awarded.
5. - ECONOMIC ASPECTS
The proposal will be based on an approach that will not only project to the future a series of monetary benefits based on vehicle operating cost savings, but evaluates other types of private and social costs and benefits.
With regard to the projection of transit to use, the economic assessment will be carried out taking into account the projection of the demand for transit in the middle year of the useful life of the project, computed from the attempted date of the inauguration of the R.I.A.
The project will be evaluated as a single integrated system, and not disaggregated in partial sections. Therefore, the existence of stretches that currently have insufficient transit for their self-financing for tolling will not be obice for the feasibility of the set. What will be sought is whether the system ' s income set is sufficient to cover the recovery of all investments, with their financial costs.
Since the project will study a network project that reaches the entire territory and does not limit itself to providing the public motorway service exclusively in the richest areas of the country, the existence of promotional stages will not invalidate the project to the extent that total income covers the total costs.
The particular presentation understands that, if the evaluation criterion of the project was applied only on the basis of T.M.D.A. (Middle-Daily Transit) and its self-financing for toll, only highways could be built in the richest areas and the poorest regions should be left aside, thus increasing the development gap between the different regions over time.
The evaluation criterion will be comprehensive, taking into account, for example, the results achieved over more than thirty years with the implementation of the United States Interstate Highway System. In this regard, the following aspects shall be considered:
5.1. - Impact on accident reduction. It is understood that the high rate of sinisterness on the roads of our country is due to that almost all of them are only two lanes and are transited by a high number of trucks with reduced power / weight ratio. The importance these cargo vehicles acquire in transit stems from the fact that they mobilize at least 80% of the Earth's interurban cargo. On the other hand, as the railroad has been abolished in recent years as an alternative for the transport of passengers in most of the projected network, long-distance bus transit has increased, given its character as collective transport vehicles, one of the most sensitive security problems.
5.2. - Impact on freight reduction. Depending on the increased use of the transport park, achieved through increased truck speed; for the lower number of accidents that will result in lower insurance costs; lower fuel consumption.
5.3. - Impact on agricultural production costs. Whether for increased or reduced input and service prices, especially freight prices. It will take into account the decrease in the cost of road freights and the greater accessibility of producer areas to overseas ports.
5.4. - Impact on tax collection.
5.5. - Impact on future transit growth. Both cargo and passengers, in view of the new facilities, since the availability of an infrastructure capable of providing a high quality service stimulates the increase in the current traffic.
5.6. - Impact on time savings for users. Savings of crossing time will be evaluated, considering the importance of the road in the displacement of people.
5.7. - Impact on regional and social development with a 10-15-year horizon. The availability of a higher-quality transport infrastructure, by reducing transport costs, will tend to gradually relocation of activities to sites where labour availability is increased, or where other favourable conditions are given that cannot be fully utilized. This will mitigate in the long term the economic concentration in the Metropolitan Area of Buenos Aires.
5.8. Impact on the decentralization process, both urban and national, and prevention of internal migration.
5.9. - Impact on tourism growth. Attempt for new facilities and the integrity of the service (consider service areas every 100 km). The decrease in accidents, the possibility of travel in a lesser time, the decrease in the price of transport services, the widespread availability of services areas, will stimulate national and international tourism within the country, promoting the development of the hotel industry, promoting greater foreign exchange income at the national level and promoting better distribution of wealth between regions.
5.10. - Impact on exchange with MERCOSUR with a 10-15 year horizon. What will have an impact on improving the possibility that it will expand with the incorporation of Chile, as the proposed network will improve the linking of border points such as Paso de los Libres, Las Cuevas, etc.
5.11. - Impact on employment. The effect will be straightforward and immediate as constructions get started by creating jobs for the works themselves and in the stone, cement, asphalt and various services supplier industry. In a second phase, the greatest employment created by economic development induced by improvements will remain.
5.12. - Impact on the implementation of trails for cyclists and mopeds in semi-urban and/or semi-rural areas for lower-income families. This will make it easier for the modest sectors of the population to provide private mobility, which promotes the social growth of people.
In our understanding, national integration means taking into account the different contingencies that would originate since they would be on the I.A. projected almost all of the cities inhabited by 100,000 inhabitants or more and a very significant part of the smaller cities, which implies the political integration of all the provinces among themselves. It is clear that the project would attempt to communicate more directly to provincial capitals.
6. - LEGAL ASPECTS
6.1. - The study will include the analysis of the institutional legal aspects necessary for the implementation of the program, including a preliminary draft of the legal rules necessary to modify.
6.2. - The legal compatibility of the R.I.A. project with existing road concessions will be analyzed.
7. - FINANCIAL ASPECTS
The feasibility study will analyse financing and repayment alternatives that will enable the execution of works in accordance with national and international experiences.
8. ENVIRONMENTAL ASPECTS
The development of the project will take due consideration of appropriate environmental aspects.
9. - STUDY PLACE
The deadline for the execution and presentation of the study of technical and financial feasibility according to these terms of reference is one hundred and twenty (120) working days counted from the date of the Decree that approves such terms of reference.
10. - ADDITIONAL MODULE
It may also be considered within the feasibility study, the inclusion in the projected R.I.A. of the route 158 between Río Cuarto and San Francisco according to the following detail:
Route 158 I. Río Cuarto - Villa María: 127 km. II. Villa María - San 160 km. Francisco: 287 km.
11. - RESPONSIBILITY
It is stated that any technical and legal omissions and/or imprecisions containing these terms of reference should be interpreted as our sole responsibility.
