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10

This first section of the corridor comprises only roads. There are 2 alternative routes.

The top-most through Campo Novo do Perecis, is already in use (according to

Estradeiros studies from IMEA/APROSOJA), and has the advantage of being shorter

although it goes through an Indigenous Toll, as it crosses an indigenous land. The

bottom-most route, through Posto Gil, is an option to avoid the toll while presenting a

similar road condition and it’s encouraged as an option on the CNI studies. All the roads

in this stretch are paved (with the exception of one unknown road condition of the

strech numbered 6). However, most parts of the paved road are damaged. There are

cracked pavement and patches on the stretches 2 and 5, this last one with some small

holes. Also, some damages on the pavement on the stretch 8 and on the end of 4.

Nevertheless, the worst damages, presenting huge holes, are located on the stretches 3

and 7. There is not much information about the signaling other than for three of the

stretches: 1 (with good signaling), 2 and 5 (with poorly signaling).

Two warehouses are located on this 1st section. One of them, a bulk warehouse, is

located near Posto Gil – MT and is public, admnistrated by Conab, having a storage

capacity of 13.8kt. The other one is private, located on Campo Novo do Perecis – MT,

administrated by the Amaggi group and with a capacity of 24.2kt.

11

This second section of the corridor comprises only paved roads, however between

Vilhena and Coacal the pavement presents some damages, such as cracks and holes.

Four warehouses are located on this 2nd section. One of them, located in Sapezal – MT,

is admnistrated by Amaggi group, having a storage capacity of 100kt. The second one is

public, located in Vilhena – MT, administrated by CONAB with a capacity of 43.6kt. The

third one is private, also located in Vilhena – MT, and is administrated by Amaggi group

having a capacity of 3.7kt. The last one is located in Cacoal – RO, administrated by

CONAB and with a capacity of 2.2 kt.

12

In the third section the roads are mainly paved with damages. From Cacoal to Ji Paraná

some restoration works are taking place, and from the latter to Porto Velho the paved

road is in a bad condition, with cracks and holes. There is not information about the

signling of this section.

There are two public warehouses administrated by Conab on Cacoal – RO and on Porto

Velho – RO with storage capacity of 2.2 and 7.1kt, respectively.

In the end of the section, the public port of Porto Velho is located, which is

administrated by Sociedade de Portos e Hidrovias de Rondônia (SOPH). In Porto

Velho – RO, there are also 2 transshipment terminals (road and waterway) from

the private companies Cargill and Amaggi, the latter with storage capacity of

40kt.

13

This 4th section of the river Madeira waterway has a minimum depth of 2 meters on

period of ebb. It presents some bottlenecks along its course, such as rapids, rocks,

shoals, indigenous lands and preservation areas, although this bottlenecks don’t

compromise the navigation of the river, since some shipping companies already operate

in this waterway to drain the production of Mato Grosso through this waterway.

14

<57

The 5th section on the River Madeira has a its shallower depth of 3 meters on the

period of ebb. Several transitionaries bottlenecks are located on the stretch from

Itacoatiara to the border between Manicoré and Novo Aripuanã – AM, comprising

rapids, rocks and shovels. Ther river also cuts through some indigenous lands.

In the city of Itacoatiara – AM, near the river mouth, a private port is administrated by

Amaggi group with storage capacity of 302kt.

15

This last section comprising the river Amazonas waterway presents a minimum depth,

on ebb periods, of 3 meters. One Port is located in this section: the port of Santarém.

This port is administrated by the CDP company. In Santarém 2 storages are located. One

private grain terminal administrated by Cargill, having a storage of 60kt (recently

increasing to 114kt). The other storage is public and administrate by CONAB and has a

storage of 2.2kt.

16

17

The north corridor comprises only the BR-163 from Lucas do Rio Verde - MT to

Santarem - PA. From the beginning of first section to Sinop the road is paved and

with signaling, with exception of one small stretch that is under works. The

stretch from Sinop to the intersection with the MT-320 is also under work.

In this first section of the north corridor there are 3 accesses from many of the

main production areas of Mato Grosso. The accesses are from Lucas do Rio

Verde, Sorriso and Sinop, three cities which are also part of the main production

areas. The cargo from Nova Mutum and Diamantino have an access right on the

beginning of the corridor in Lucas do Rio Verde, while the cargo from Nova

Ubirata comes from Sorriso and the cargo from Juara and Ipiranga do Norte enter

the corridor near Sinop.

These 3 cities, which are access points to the corridor, have private warehouses

and the last two have also a public one. The private warehouses are

administrated by the Amaggi group, with capacity of 42, 122 and 103 thousands

of tons. The public warehouses at Sorriso and Sinop have storage capacity of 13.8

thousands tons each.

18

The second section shows the border of the states of Mato Grosso and Para.

Until the border, the BR-163 is either under construction or paved, however, after

the border there are no works and several non-paved stretches.

There is one last access point to the corridor from the main production areas of

Mato Grosso near Garanta do Norte, which receives the flow from Alta Floresta.

19

The road condition on the third section is the same as described for the state of

Para: some paved and some non-paved stretches. The signaling variates from

non-existent to in a good condition on the end of the section. There is located

the Port of Santarem,with the same characteristics as described on the West

corridor.

20

21

This first section of the corridor comprises only roads. Starting in Lucas do Rio

Verde-MT through BR-163 until Sorriso-MT the road is paved but damaged and

the signaling is poor. From Sorriso-MT until Nova Ubiratã-MT the road used is the

BR-242 and in this stretch the conditions are good both for the pavement and the

signaling. The next stretch is from Nova Ubiratã-MT to Querência where the road

BR-242 is under construction. Then the last stretch of the first section comprises

the Roads BR-242 and BR-158 between Querência-MT and Ribeirão Cascalheira-

MT where they are paved.

22

This second section of the corridor consists of using a multimodality network in 2

alternative routes. Till Alvorada – TO the path remain the same. There are three roads

used, the first one is BR-080, which has its preparatory actions ongoing for being

constructed, and it goes from Ribeirão Cascalheira till the border of the states of Mato

Grosso and Goiás. The stretch of road in Goiás is paved but, most of it is damaged.

Another point that should be stressed is that there are animals crossing the road, which

requires attention, so the speed is low. The path continue till Alvorada – TO with a good

signalling and a paved road, however the pavement is damaged. From there on, there

are 2 alternative routes. The top-most route continue by road reaching a transhipment

terminal in Vila Quixaba and from there on, the cargo continue its flow by the Ferrovia

Norte-Sul (North-South Railway). The stretch 2 is the connection to reach the railway. Its

condition is not so good, requiring pavement in half of the course. The stretch

numbered 3 till Palmas – TO is under construction and the following trajectory is already

in operation. The bottom-most route reaches Peixes – TO by road, which is under

construction. In the fifth stretch, the cargo goes by the Tocantins River with a minimum

depth of 1,5 m on the period of ebb.

23

The 3rd section of the east corridor consists in two different modals, railway

(FNS) and waterway (Tocantins River). The Raiway FNS (North South Railway)

from Palmas-TO to Açailandia-TO is in operation. In this section the waterway of

the Tocantins River starts at UHE Ipueiras, future project on the river that was

choked by the IBAMA (Brazilian Institute of Environment and Renewable Natural

Resources) and goes through the UHE Serra Quebrada, future project of the PAC .

Along its course the minimum depth known is 0,9m on the period of ebb with

the presence of rapids, rock and shoals in almost all this stretch. In certain parts

it has indigenous land and preservation areas. Also on the course there are two

existing hydroelectric, UHE Lajeado and UHE Estreito, both without lock and one

planned, UHE Tupiratins.

24

The fourth section reaches Barcarena – PA by two different routes, that is by railway

(Ferrovia Norte e Sul) and by waterway (Tocantins River). The Tocantins River in this

section has a minimum depth of 0,9 m during the period of ebb till UHE Marabá.

Nevertheless, the depth is unknown on the second stretch between UHE Marabá and

UHE Tucuruí. And following its course till Barcarena, the depth is 3m. The river crosses

several protected areas and also indigenous lands. On the top-most route the Ferrovia

Norte-Sul, from Açailândia – MA till Barcarena – PA, has already concluded its studies

(EVTEA).

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30

The table above represent the percentage of those 4 goods in the total goods

exportation of Mato Grosso state. As shown the soy has the highest volume flow and in

value. Also the goods selected, together, represent more than 93% of the total volume

and value of the Mato Grosso exportations.

31

This table represents the current exportation flow of the goods of Mato Grosso. The

corridor with the higher volume flow is the southern representing 76% the volume of

Mato Grosso exportations.

32

In this map are representing the Southern main ports of exportation among which

Santos export 76,18%, Paranaguá 15,05% and São Franscisco do Sul 8,17% of the

Southern Exportations. The main modal in this region is the Highway what supports 90%

of the flow in the region.

33

This map shows the North main ports of exportation among which Manaus has a share

of 56,58% and Santarém 43,29% of the North exportations. Both corridors are being

used to reach Santarém and Manaus. On the west one the cargo goes by road (BR-364

represented in yellow) than change modal in Porto Velho to barge transportation until

Manaus or Santarém. The other one (represented in green) is the road BR-163 that

mainly supports the cargo flow from Lucas do Rio Verde to Santarém.

34

This flow is manly directed to Vitoria Port (79,04%) using the roadway. The other flows

go to São Luis Port (19,93%) and also using roadway modal to transport, for the last the

other corridors are directed to unexpressive terminals.

35

From the defined 4 core corridors of Mato Grosso state a cost analysis was made. For

each city on the state a corridor providing the better cost-benefit was established. Based

on this analisys, a hinterland was defined for each corridor comprising all the associated

cities. Then with the volume of goods exportation of the hinterlands it was possible to

calculated the corridor volume flow. With this parameters was possible to create a

scenario of cargo flow within the new infrastructure. Finally a comparison was made

between the current corridor use and this possible use on these new corridors.

36

To create the corridor hinterland a cost analysis was made and for that 22 cities were

chosen considering its production and region on the state. So the cities with the biggest

productions were chosen (Alta Floresta, Aripuanã, Campo Novo do Perecis, Campos de

Julio, Diamantino, Ipiranga do Norte, Juara, Lucas do Rio Verde, Nova Mutum, Nova

Ubiratã, Querência, Sapezal, Sinop, Sorriso, Vila Bela da Santíssima Trindade, Vila Rica,

Cáceres, Primavera do Leste, Itiquira, Campo Verde, Juína, Rondonópolis) and for each

city was calculate the transport cost to every corridor considering all the alternatives

(waterway, roadway and railway), then it was determined which was the core corridor

alternative of less cost for each city. For each of 22 cities it was associated a corridor

based on this cost analysis and for the cities with similar geographical distance the same

corridor was attributed.

37

As shown on the tables the Southern corridor transported 76% of the goods volume

exportation of Mato Grosso, but based on the cost analysis the new freight flow would

be rerouted for the new corridors, in value this could reach 17 552 369 tons from the

Sothern corridor to the others. What can make the North corridor as main route of

cargo transport of Mato Grosso with 52% of the total goods freight flow.

38

This Section will present the forecast considerations and value of the Mato Grosso

Exportations. The infrastructure of the corridors was considered existing and in good

conditions of use and they were chosen according the core projects in process in that

region.

39

The follow considerations were used for calculating the forecast:

• The future values were taken from the FIESP (Industrial Ferderation of São Paulo

State) report, “Outlook FIESP 2023, Projeções para o agronegócio brasileiro”

http://www.fiesp.com.br/publicacoes-agronegocio/tendencias-do-agronegocio-em-

2023/.

• For each good the FIESP has a forecast per region (North, Middle-West, Northeast,

Southern and South) of the production area, production volume, exportation volume

and domestic consumption based on values of 2013.

• Using the same growth percentage for the Middle-West region, the exportation

volume for each good was calculated for the Mato Grosso State. The results are

shown in the table above.

40

Considerations to calculate the flow for each corridor:

• First was determined the hinterlands of the corridors as is explained in one of the

previous slide;

• For each city on the hinterland was calculated the exportation volume.

• The exportation volume was calculated in 2 steps:

• First it was taken the city share of the production (Maize, Soy, Cotton and

Cattle) of Mato Grosso state on 2012 according to IBGE (Brazilian Institute of

Geography and Statistics),

• Second the share was multiplied by the exportation forecast of 2023

(according to FIESP projections) of each good. Then the value was adopted as

the exportation volume of the city in 2023 for each good.

• With the exportation volume of each city from the hinterlands of corridors the sum

of it was considered as the volume flow of the corridor.

41

The core of the North corridor is from Lucas do Rio Verde to Santarém. Its hinterland is

the green area, region of great production of Mato Grosso state. The good of highest

volume flow will be the soy with 59,2% of the corridor volume.

42

The core of the West corridor is from Cuiabá and Nova Motum to Santarém. Its

hinterland is the red area. The good of highest volume flow will be the soy with 60% of

the corridor volume. Is important to note that this corridor uses around 1600 Km of

inland waterway.

43

The core of the East corridor is from Sorriso to Barcarena. Its hinterland is the orange

area. The good of highest volume flow will be the soy with 73,3% of the corridor

volume. Is important to note that this corridor uses around 1600 Km of inland waterway

through the Tocantins River and the alternative corridor but with less cost beneficial is

the Railway Ferrovia Norte Sul with 1430 Km of length from Figueirópolis to Barcarena.

44

The core of the Southern corridor is from Rondonópolis to Santos. Its hinterland is the

grey area. The good of highest volume flow will be the soy with 57,1% of the corridor

volume. Is important to note that this corridor uses only the Railway Ferronorte with

1580 Km of length, because according to the cost analysis it is the cheapest modal for

this corridor (Mato Grosso – Santos). Also this corridor represents according this

forecast situation 23% of the volume flow. This is a very different scenario compare the

current one, that the Southern region is responsible for 76% of the Mato Grosso goods

exportation.

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46

To calculate cost we first discovery the distances between the interesting cities

for the project and the final terminal, through the corridors that we describe

previously, we got this information on google maps and MapInfo. With this

information we multiply the distance for a factor that we find on Sifreca

concerning the cost per ton per kilometer per modal. To calculate time we used

the average velocity per modal and divided for the proper distance for each

route, this number we divided for the amount of hours each modal can operate

per day, with this we discovery the amount of day the cargo needs to go from the

producer city to the port to export. With the cost and time we calculate the

efficiency, for each route, by multiplying them, the lowest value indicates the

most efficiency route. However, the most efficient route will be replaced by the

cheapest one, even if this one took more time to complete the journey, because

the nature of the cargo (commodity) allow the shipping companies to choose this

option.

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The capacity requirement in tons was calculate for each node/terminal by attributing to

the node/terminal the total cargo flow of each corridor it is located on. For example, in

the case of the Santarém Port, which is located both on the West and the North corridor,

their flow is added in order to define the capacity requirement of Santarém. However, in

the case of Figueirópolis, which is located on the East corridor, the flow of this corridor is

not predicted to go through the railway Norte-Sul, so the required capacity for this

terminal which would connect the road to the railway is zero.

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