Urgent need to develop ground infrastructure, port and air also

Perú

Each department, region or municipality in our country, you can easily make a road inventory in order to have real and valid numbers than it really is and how much they needed, that quality is their way and if these are appropriate to the demands oftransportation.
However, if we resort to government information, inventories denote large inequalities in quantity and quality of roads between regions, poor road network in mountain and jungle areas is overwhelming, travel times have been lengthened with consequent discomfort and injury, and this must be attended to without delay.
In developed countries the percentage of paved roads suitably designed and is about the order of 75%, while in our country this percentage would be approximately 12% along and insists on having a level of said road even knowing that its deterioration is imminent in the short term.
This scenario creates a serious problem to the general transport, travel times increase compared to roads that are deteriorating and maintenance and that raises the cost of operating units for passengers and cargo, take advantage of this aircraft operators not found competition in transport and charge exorbitant prices on their tickets, and all this extra cost is transferred to the user.
The differences in transport costs for a paved road in front of an asserted or a dirt road are interesting and seriously affect the movement of users and assets
Taking into account the results of a study by the University of the Pacific, on the coast (between 0 and 1,000 meters above sea level) the costs of freight transport can be increased to 58% if the road is only asserted and at 115% when the road is dirt road.
At an intermediate level (between 1,000 and 2,500 meters above sea level (masl), this cost increases by 110% and 190% secure road on trails.
For altitudes above 2,500 masl, freight increases by 80% dirt road and 290% on trails.
Thus, at the expense the cost per mile for a truck with capacity of 19 to 30 tons can be increased from $ 0.87 to $ 1.37, going from asphalt to state and up to U.S. $ 1.87 if you come to a dirt road. In the mountains these costs increase to U.S. $ 3.83 for runs affirmed and $ 5.4 in trails (U.S. $ / KM.).
80% of the transport burden in Peru is done by road, so it is essential to maintain in good condition roads in the country, both in longitudinal and wide network of rural roads and neighborhood.
A study by the Peruvian Institute of Economy estimated that road investment needs for Peru amounting to about U.S. $ 7.684 million. Source: MTC Pro investment
What to do?
Populations with poor road infrastructure, some major cities in each department, are not integrated properly, this problem is also reflected in some major production centers suffer from interconnection road which leads to many inconveniences for the production, marketing and supply.
The transportation infrastructure deficiency not only results in lack of roads but also in the deterioration that is the existing road network, lack of upkeep and maintenance; adding that in some cases, road design and its elements and its implementation have been made poorly, not adapt to new characteristics of vehicles and the climates of the region, so life is very short, and as unfortunate fact we can add that that permitted subcontracting of works this type, in which the winning bidder does not directly execute the work, results in the quality and quantity of work is less than the original planned target, to the detriment of the population, the state and region.
If that is the road, talking about alternative means such as ports and airports, is even more tragic.
We are concerned that there is a bi-modal transport, air-land, Port-land, the lack of conditions, the precariousness of our infrastructure, it limits the development of our regions.
One factor to consider, to carry out any program or infrastructure project is the existence of a slow and unmotivated bureaucracy, no update and especially with clear signs of corruption act as well as slow down any process works with this nonsense as if the result sought was only justify spending without seeking quality and durability of work.
There are examples galore in every region and it could explain how the program works with serious deficiencies in their technical files? This motivates the return of these to be corrected, resulting in delays and higher costs. Or how to explain that once awarded works have to start coming just as the rainy season?, Which ultimately generate stoppages, higher overhead, when not performing justifications for items that "water carried them away" . Or how explain the transfer of funds for execution of works "On Agreement" with entities that lack of technical capacity and operational? What will cause spending to no avail, that is waste of public money, only facts point to justify the "national demand" to show "Running costs" variable that serves only to deceive when the goal or objective is to show "Execution of Works ".
Doing the right thing means: Hiring companies that do research with the participation of specialists with experience and not high school graduates who work in the form, exploited and subcontractors. Here is a first requirement for the controllers or inspectors of government, requiring consultants and consulting companies, demonstrating the participation of professionals who have in their technical proposals, demanding their pay stubs or form involved. This will ensure at least the collegial participation of trusted professionals and study quality.
Another aspect to consider in these studies is to consider what is efficient delivery of basic studies in the field, carefully made, and continue with close monitoring to prevent unscrupulous companies to proceed with the "copy and paste" of data and technical descriptions only to fill the technical files.
Since a good education, better execution of work under the same concept, honesty in acting professionally.