1.- INTRODUCTION.

The city is a space for interaction among people, where contact,

Coexistence and communication constitute the essence of collective life. For
any civilization, cities and towns have always constituted the
drivers of their social and economic development.
Traditionally, cities have concentrated their offer of activities and
services in a limited space in order to prevent citizens
they travel great distances to meet their most basic needs,
being therefore more efficient and effective. This urban organization is known
as a compact city, in contrast to the diffuse city that distances uses and
activities and that, as a consequence of this, forces people to invest
greater time and effort in their daily mobility.
The economic costs derived from the negative effects of the impacts
environmental and social issues associated with it –pollution, noise, consumption
of fossil fuels, traffic accidents, loss of time, etc., many
of which are still outsourced in the overall balance of the territories, have
has been increasing to the point of highlighting the unsustainability of the
system. As a result, the debate has arisen about the urgent need for
move towards a more sustainable mobility model, which aims to
the objective is to meet the needs of today's society as long as it does not
affect future generations.
The culture of sustainability in urban mobility focuses on
peaceful coexistence of all modes of transport and equitable distribution
of public space.
ROAD SYSTEM

The road system of a city is made up of all the infrastructure that

It serves as support for the transportation system. It is composed of the
following:

a)Local roads: They contribute to the movement of flows within the

activity areas whose fundamental role is the integration between the road and the
property. Local scope. Direct access to the property. Intersections to
level. The speeds of the movement are disregarded.

Collector roads: They contribute to the movement of trips between roads

arterial and local. Metropolitan and local area. Direct access to the
property. At-grade and signalized intersections.
c)c) Arterial roads: They contribute to the movement of trips between roads
expressways and collectors. Metropolitan area. Minimum number of
shortcuts. At-grade intersections and signalized.
Expressways: Large volumes and fast movements. Scope
metropolitan and regional. Without direct access. Road exchanges.

ROAD CAPACITY

In the planning, study, project, or operation phases of roads and

streets, the demand for traffic, present or future, is considered as a
known amount. A measure of efficiency with which a road system provides
service to this demand is its capacity or offer.

Aside from the study of the capacity of roads and streets, the purpose that
generally the process involves determining the quality of the service provided
certain stretch, component, or artery. It is concluded that depending on the
type of road infrastructure to analyze, a procedure must be established for
the calculation of its capacity.

Red vial

The road network in thePeruIt

is composed of more than 78,000kmof roads,
organized into three main groups: the longitudinal roads, the roads
of penetration and linking roads. A characteristic of the roads
from Peru in relation to that of other countries not only in South America but of
The world is the lack of signage and the lack of names for the roads.
They are usually numbered to name the roads in any
country. In Peru, only some have a number that gives them a name [e.g. Road
Central (20), Pan-American Highway (1), Canta-Callao Highway (18)], but
the roads furthest from the main cities, especially in the mountains
and jungles do not even have a number that identifies them either on a map or
in a GPS.

The routes are managed by PROVIAS, a decentralized agency of the Ministry.

of Transport and Communications of Peru, this organization has the function
maintain and expand those roads. Due to the quality and type of vehicles that them
we can classify it into 3 categories: highways, paved roads
y roads affirmed:
The highways have tworailsprincipals and one ofsafetyin each
traffic direction, separated by a shoulder and have good signage.
In Peru, there are about 300 km of highways that correspond to the
north and south access sections toLimathrough thePan-American Highway.

The roadspavedthey only have one main lane and a shoulder of

safety in every direction of circulation, separated by a line spacing. In
On this type of road, the signage and basic services vary in relation to the
closeness of the cities main.
Most of the Peruvian roads are unpaved paths.
earth base and gravel. There are 3 types of stabilized roads in Peru: those that
They belong to the national network, the secondary and local roads, and the paths.
carriageways.

Red subway
The metropolitan network ofLimaIt is a road that began to be built in the year
2007by the mayor of Lima,Luis Castañeda LossioI would unite everythingLima
Metro. The project would be completed in 2010. Payments would be made using cards.
for pay, like the subway ofNew York.

State of roads
This is the state of the roads fromPeru, ordered according to theregion
natural:
Roads on the Coast: of average quality, little signage and mostly
with basic infrastructure services.
Roads in the Sierra: mostly very complicated due to the rugged nature of
thegeography, despite this, it has good services that maintain a
presence notorious of the road.
Roads in the Jungle: the roads in thisregionthey are somewhat scarce since
the jungle is very dense and there are too manyrivers, sometimes so big
that it would be impossible to cross them by a bridge.

THE NAMES OF THE ROADS IN PERU

The road network in Peru is composed of more than 70,000 km of roads.

organized into three main groups: the longitudinal roads, the roads
of penetration and the connecting roads. These routes are managed by
PROVIAS, decentralized organization of the Ministry of Transport and
Communications, which has the function of maintaining and expanding these channels.

Due to the quality and type of vehicles that travel through it, we can classify it into 3.
highways, paved roads, and unpaved roads.

Status of the main roads in Peru

1- Lima - Tumbes (Panamericana Norte): The route starts with a highway.

that goes to Huacho, which then leads to a paved road in its
totality and in very good condition, properly signposted and with the services
of basic infrastructure along the entire route.

2- Lima - Tacna (Panamericana Sur): This route also begins with a

highway the first 132 km, and a well-maintained asphalt road for
the rest. It is also very well marked and has basic services nearby.
the main cities.

3- Lima - Huancayo (Central Highway): It is a paved route in good

state, with the particularity that in its initial stretch the ascent is dizzying
from the plain of Lima to the 4,818 m above sea level of Ticlio.

4- Chiclayo - Tarapoto: This is a route in perfect condition, but that in

occasionally suffers due to the harshness of the weather. The route can be
do it in twelve hours when a few years ago I could take 30 hours.

5- Nazca - Cusco: This route is now quite busy due to the

completion of the paving that allows joining both cities in a third of the
usual time.

6- Arequipa-Cusco-Puno: This route is very complicated due to its ruggedness.

the geography in the initial stretch from Arequipa to Cusco. Already in the stretch Cusco -
The road is paved and services maintain a presence.
notorious.

MAIN ROADS OF PERU

Longitudinal Coastal Highway or Pan-American Highway (Route 001):

This road, approximately 2,470 km long (3,500 km with its

variants), links La Tina on the border with Ecuador, with La Concordia in the
border with Chile, along the coastal plain of the Pacific. Within the territory
Ecuadorian the road physically extends to the cities of Cuenca
and Quito. Within Chilean territory, the road physically extends to
the cities of Arica, Antofagasta.

In Peru, this road links the Peruvian ports of the Pacific and the
main cities like Piura, Chiclayo, Trujillo, Lima-Callao, Ica, Arequipa and
Tacna.

This highway has three North Variants (Pasamayo Serpentines,

Lambayeque-Olmos- Piura and Sullana-Tumbes-Aguas Verdes at the border with
Ecuador) and a Southern Variant (Camana-Matarani-Ilo-Tacna also known as
"costanera" in the departments of Arequipa, Moquegua, and Tacna.

2. Longitudinal Sierra Highway or Inca Trails (Route 003):

This road, approximately 3,580 km long (3,700 km including its
variations and branches) of which many sections are still to be built,
links Vado Grande on the border with Ecuador, with Desaguadero in the
border with Bolivia. Within Bolivian territory, the road extends
physically to the city of La Paz.

In Peru, this road connects important cities such as Huancabamba,

Cajamarca, Huaraz, Huánuco, Cerro de Pasco, Huancayo, Huancavelica,
Ayacucho, Cusco, Juliaca and Puno.
This road has a Variant (Stuart-Huancayo Bridge) and a branch.
(Izcuchaca- Huancavelica-Pámpano).

3. Longitudinal Jungle Road or Marginal Jungle (Route 005):

This highway, approximately 2,520 km in length (3,110 km with its
branches), many sections of which are still under construction,
should link Río Canchis on the border with Ecuador, with Puerto Pardo/River
Heath on the border with Bolivia.

This road where the section Puerto Prado (Junín)-Camisea is particularly missing.
(Apurímac)-Manú and Puerto Pardo (Madre de Dios) connects some cities
important like San Ignacio, Jaén, Bagua, Moyobamba, Tarapoto and Tingo
Maria.

This road has two branches: Paucartambo-Oxapampa Bridge and River

Puyen-Atalaya.

4. Cross Routes:
Twenty (20) routes are identified, of which the following can be mentioned:
next what link cities important:
- Route 002: Port Paita-Huancabamba.
Route 008: Pan-American Junction North-Cajamarca-Chachapoyas
Moyobamba- Tarapoto-Yurimaguas.
- Route 010: Port Salaverry-Trujillo-Huamachuco-Juanjui.
- Route 014 y 014A: Pativilca-Conococha-Huaraz.
- Route 016: Huacho-Huánuco-Tingo Maria-Pucallpa.
- Route 018: Lima-Hill of Pasco.
- Route 020: Lima-La Oroya-Tarma-La Mercy.
- Route 022: Saint Vincent of Cañete-Huancayo.
- Route 024: Port San Martín-Pisco-Ayacucho-San Francisco.
-
Route
026:
San Juan Port/San Nicolás-Nasca-Cusco-Maldonado Port-Iñapari.
Route 028: Arequipa-Yura-Patahuasi-Condorama-Dv. Sauri-El Descanso-Entry.
R 03S/
Combapata.
- Route 030: Port Matarani-Arequipa-Juliaca-Inambari.
- Route 034: Port Ilo-Moquegua-Ilave y Desaguadero.
- Route 036: Tacna-Tarata-Mazocruz.
The network to be studied, as described in the technical proposal and in the Report
Initial
approved includes basically:
The National Road Network (RVN), whether paved, unpaved, or unbuilt.
The sections of the Departmental Road Network (RVD) that connect the capitals
provincial.

Railway network

The railway network ofPeruit is very poor in infrastructure, as it has

just 1691kmThe Peruvian railway network is composed of three
railways

Central Railwaythis railroad is for commercial use. Its concessionaire

It is the company 'Central Andean Railways', thisrailwayit is the main means
oftransportationof mineral products from the central part of the country, as it travels through
important mining centers of the departments ofPasco, JunínyLima.
Your boarding points are: station ofCerro de Pascoand the La station
Oroya.

Railway Huancayo-Huancavelica:
Southern Railway: its concessionaire is the company Ferrocarril Trasandino, the
operator is the companyPerurail.

The Southern Railway Network has the following sections:

Southern section: for passenger transport covers the routes betweenArequipay

CuscoThe main relevant markets in this network are the
corresponding to the routeCusco-Juliaca/Full(338km) andJuliaca/Puno-
Cusco.

South-East Segment; this railway and section operate between Cuzco andMachu Picchu
with approximately 160 km. This railway is the main route that they take
tourists to access the citadel ofMachu Picchu.

Toquepala-Ilo Railway this railway is exclusively for mining use and

it belongs to Southern Peru, has a length of 240 km, and connects the
localities ofIlo, ToquepalayCuajoneIt has a tunnel of 15kmwhat occupies the
sixth place in area in the world.
Tacna-Arica Railroad : this is currently an international railway, with
about 70 km, which connects to the city ofTacnawith the Chilean port ofArica.
It was completed in 1855 by the government ofRamón Castillaand granted in concession
to the private company for 99 years. In 1954, after the term expired, it became property
of the Peruvian state. It currently belongs to theRegional Government of Tacna. It is
also
the more
ancient
in

functions, its use is for passengers and cargo.

MAIN RAILWAYS

Identification of the railway lines to study

The railway network included in the study covers the following sections (see Map
2.1 that is attached at the end of this chapter):

• The stretch Callao-Huancayo (592 km): Central Andean Railways S.A.

dealership since 1999 of the Central Railway infrastructure that
it extends from Callao to La Oroya, Cerro de Pasco, and Huancayo, it is
the service operator.
• The Huancayo-Huancavelica section (129 km): the Huancayo Railway-
Huancavelica (FHH) which became a Decentralized Public Institution of
MTC since 1997, is responsible for both the infrastructure and the
service.
• The Matarani-Cusco stretch (934 km): Trans-Andean Railway S.A., is
dealer since 1999 of the Southern Railroad infrastructure (Matarani-
Arequipa-Juliaca-Puno and Cusco) and Southeast (Cusco-Machu Picchu and the
Pachay-Urubamba branch). Peru Rail S.A. is the only operator of the
transport services on these railways.
• The Toquepala-Ilo-Cuajone section (258 km): the operator is Southern.
Peru Copper Co. (SPCC) that operates the railway used in its
mining operations.
• The Tacna-Arica section (63 km): the National Port Company (ENAPU)
He has been the administrator of the Tacna-Arica railway since the year 2000.

Air Transport

Air transport in Peru receives a large amount oftouristscoming from

South Americato the most remote places in the world.

Airports

Without a doubt, the main and most importantairportof thePeruit is the

Jorge Chávez International Airportlocated at theCallao.
Peru has, in addition to the airports controlled by private companies,
airports that were built and are used by the Ministry of
Defense Peru, especially for the forces armadas.
In thePeruthere are two types of airports, those mentioned at
continuation:
International Airports: they are the airports from where flights arrive and depart.
flights to all over the world or some nearby areas. In this country
Currently, there are five airports operating as international ones, which are
the airport ofLimain the capital, those ofCuzcoyArequipain
the south and those fromIquitosyPucallpain the east. However, there are others
airports that are designated as International:Chiclayo, Trujillo,
Piura, Juliaca, Puerto MaldonadoyTacnathere are no flights at these airports
scheduled internationals, but in case a charter flight arrives
international establishes a migration counter and the passengers enter
to the country over there.
Main Airports: they are the airports where arrivals and departures occur.
flights coming from and going to the main cities of Peru.
These airports are 11, from the cities ofLima, Pisco, Arequipa, Tacna,
Iquitos, Chiclayo, Pucallpa, Talara, Cusco, Cajamarca, Puerto Maldonado,
Tarapoto, Trujillo, Huancayo, JaujayJuliacaBut it is expected that soon it will
open more airports, since there are a large number of airports without
commercial activity such asJuanjui, etc.

MAIN AIR ROUTES

Identification of the airports

The airports included in the study, as described in the Report

Initial approved after the comments received from supervision, encompass
the following:

- Airport of Tumbes (department of Tumbes)

- Airport of Piura (department of Piura
- Airport of Chiclayo department of Lambayeque
- Airport of Trujillo (department of The Freedom
- Airport of Cajamarca department of Cajamarca)
- Airport of Tarapoto (department of San Martin)
- Airport of Iquitos (department of Loreto)
- Airport of Pucallpa (department of Ucayali
- Airport of Ayacucho (department of Ayacucho)
- Airport of Cusco (department of Cusco
Puerto Maldonado Airport (Madre de Dios department)
- Airport of Juliaca department of Lot
- Airport of Arequipa department of Arequipa
Tacna Airport (Tacna Department).

NAMES OF THE AIRPORTS IN PERU

Port Transportation

This type of transport includes all means of transportation that

they circulate through thesea, riversylagos.

Ports

The total number of existing and active ports in the country is 24, of which 19 are
maritime, 4 riverine and 1 lacustrine; and according to the docking system they are divided into
direct docking and landing ports. The Peruvian ports are under the
management of the National Port Company S.A. (ENAPU PERU),
decentralized entity of the Ministry of Transport and Communications of
Peru.

Ports are classified according to their mode of transport, which are those that
continue below:
Maritime Transport:

The network of seaports on the coast ofPeruthey are the following:

In thenorthCabo Blanco,Talara, Paita, Pacasmayo, Eten, Chicama,

Salaverry,Chimbote, Besique, Casma, and Huarmey.
In the center: I knew,Huacho,Chancay, Callaoand Blue Hill
In the south: General San Martín, Matarani andHello.
The Port of Callao, the most important in the country, is located in the central area.
Peruvian coast, within the Pacific Basin to which the routes
Interoceanic routes access by crossing the Panama Canal and the Strait of
Magallanes.

The Port of Callao is located in the Constitutional Province of Callao 15

km from the capital, Lima. It is interconnected with Lima through four routes of
land communication. Its facilities are currently insufficient
both in capacity and technology to handle the daily flow of
embarkation and disembarkation of domestic and foreign products. Thus,
example, the unloading of a ship with a capacity of between 18 and 30 thousand tons
minimum and maximum that the port can manage logistically) delay in
average a week, while this same activity takes two or three days
at any foreign port.

Water Transport

The rivers, also known as 'the highways of Peru,' are a means of transportation.
important for distributionphysics, for in this region many localities
they lack roads and airports. The main river ports of the
Amazonia are:IquitosyYurimaguasin theLoreto department; Pucallpa,
inUcayaliyPuerto MaldonadoinMother of God. Tocahe Nuevo, Juanjui and
Bellavista inSaint MartinThere are many navigable rivers in the Peruvian jungle,
but the main ones are theAmazonthe Ucayali, the Huallaga, theMarañón, the
Urubamba among others; these rivers can accommodate the traffic of vessels.
with a maximum tonnage of 10,000t.

The main vessels that travel through the rivers of the jungle are:
A) Peque-peques: they are canoes with stationary motors that have become
in public transportation (cargo and passengers). They can hold up to 30
people y loads minors no adults a the 300 kg.

B) Canoasconmotoroutboard: they are vessels similar to the small-

small, but they have an outboard motor that makes them faster. Their
capacity of load also is minimum.
C.) Heavy vessels: they are cargo ships or called "flatboats", that
they flow through the rivers with great current transporting up to 300 people; their
maximum capacity is 20 t.

Lakeside transport
An elkPerulake transport mainly occurs in theLake Titicaca, in
FullIt is precisely from the port of Puno where daily departures occur.
boats to the main islands and surrounding cities, such as the
that leave for Copacabana (Bolivia).

MAIN PORTS

Identification of maritime and river ports

The public marine and river ports included in the study, as they
described in the Initial Report approved after the comments received from
the supervision regarding the ports of Callao, Yurimaguas, Pucallpa, and Puerto
Maldonado includes the following:

Paita (department of Piura)

Salaverry (Trujillo, La Libertad department)

Chimbote (Ancash department),

Callao (Callao department)

General San Martín (Pisco, Ica department)

Matarani (department of Arequipa)

Ilo (department of Moquegua),

Iquitos on the Amazon River (department of Loreto),

Yurimaguas on the Huallaga River (Loreto department)

Pucallpa on the Ucayali River (Ucayali department),

Puerto Maldonado on the Madre de Dios River (Madre de Dios department).

TRANSPORTATION MODES

I. Walking Movements

1. Generalities

It is commonly accepted that man, and more particularly the citizen,

walks less and less, with the development of transportation means in
largely responsible for this.
 Apparent
evolution of the being
human, the
diversification of
ways of
transport
motorized and the
policies that to his/her
time favors their
use, joined to the
little habit of
to walk del
citizen
they make modern
that you or I
let's finish
like the last one
individual of this
evolutionary chain.
If we consider the congestion problems that arise in areas
centrics and the fact that the lack of exercise somehow affects the
Health, so what should be sought is to reduce the demand for transportation.
making certain displacements (the shortest) or certain portions on foot
of displacements.

Pedestrian crossing

Certain old streets, and therefore narrow, cannot allow traffic to circulate.
volume of vehicles more than reducing the sidewalks to nothing, becoming
It is dangerous to walk it. Only allowing pedestrians to circulate as it is.
due to this, accidents could decrease.

Downtown Lima -
Jr. Moquegua

Narrow street that

benefit the
vehicular transit
but what prevents
a correct
circulation
pedestrian. The
narrow path
only allows the
placement of
signals.
Favoring pedestrian circulation may seem to go against the
traffic circulation. A solution like this, which would consist for example,
to prevent circulation in certain very busy places that are not suitable for the
vehicle flow (the Historic Center of Lima), did not receive much attention for
part of the municipal authorities in the past. Now there are some
Municipality projects aimed at improving pedestrian traffic
Lima city center.

Jr. de la Unión, pedestrianization project of the Municipality of

Lima.

3. Pleasant environment

In a study conducted in Paris, the walking routes undertaken were presented.

in that city, where a strong propensity of the
Parisians walk to avoid the various inconveniences of transportation.
public. The walking range, defined as the distance that over 50%
The users' performance is always above 1000m and reaches almost 1500m.

This indicates that some walking paths are carried out more
easily on foot than by any other means. These movements are made
of better quality when they are more pleasant. Thus, the line to follow is clear:
If one wants to promote walking (setting aside the problem of the
transport) this is a very worthy goal of encouragement, but it is necessary to offer
a pleasant environment.

Capón Street (Chinatown) before and after pedestrianization.

It can be easily accepted that promoting walking does not

it constitutes an outrageous fact, but the reduction of the burden of the
transport should not be the only reason that justifies this effort.
 II. Buses

1. Generalities

In the large cities, the need to decongest the center originated the
suppression of the tramway, tending to have circulation carried out by means of
broad maneuvering elasticity that avoids, as much as possible, the formation of
vehicle blockages. For this, the bus is the most suitable means.

Except in lines that must be developed along narrow and traffic-heavy streets.
intense, the role of the bus must be that of a feeding and distributing organ of the
tram and subway traffic, and as an assistant during peak hours and for
special services.

Advantages and disadvantages

Advantages Disadvantages
The minimum cost of initial establishment. or Slowness in starting and braking, due to demanding
gear shift.
Maneuverability flexibility.
or fumes and gases from the
Ease of service during hours combustion.
traffic jam.
or Higher operating expenses and
o Suitable for providing services maintenance.
specials, due to the autonomy of each
unit. The pavement deteriorates quickly due to the
starting and stopping efforts.

The Transmilenio

The TransMilenio project, based on the use of buses, was designed in Bogotá,
inspired by successful experiences from other cities around the world, especially in
Brazil.

Public investment (around $195 million) and private investment (estimated at $100
millions) has allowed the mobilization of 640 thousand passengers per day in its first phase,
at an average speed of 26 km/h. It took 3 years to put in
operation of the first 24km. of trunk line and the eight services of
nutrition.
Transmilenio Limabus

4. The Limabus System

In Lima, under the management of Mayor Andrade, an attempt was made to implement a similar system.
to Transmilenio, which in this case would be called LIMABUS.

With the arrival of the new Mayor, Luis Castañeda, the project was left in
waiting period, until mid this year when the agreement was signed with
the IDB to get it up and running again.

III. METROPOLITAN

The Metropolitano is the new integrated public transportation system.

for Lima, which has high-capacity articulated buses that
they circulate through exclusive corridors, under the bus scheme of
fast transit BRT (Bus Rapid Transit in English).

The first Metropolitano corridor connects South Lima with North Lima,
traveling through 16 districts of the city from Chorrillos to Comas,
benefiting around one million users per day

The objective of this modern system is to elevate the quality of life of the
citizens, by saving them time on their daily commute, protecting the environment
environment, provide them with greater security, better quality of service and treatment
more humane, especially towards elderly people and with
disability.
 The BRT System (Bus Rapid Transit)

The Bus Rapid Transit system (BRT)

it is a term given to a wide variety of transport solutions
based in buses.
The purpose is to provide road infrastructure that allows to achieve
a high capacity of users and a high-quality bus service with
regarding the service traditional of bus urban.

It is a high-standard bus system that combines design of

stations, vehicles, technology, and user-oriented planning.
Environmental Management

The Metropolitano not only helps to improve the quality of life of the
Limeños, but it allows Lima to be a less polluted city:

• Reduction of CO2 emissions: It is the only system in the world that has
with a fleet of buses that use 100% natural gas as fuel; with it
that will reduce the emission of 185,000 tons of CO2 annually.

The Metropolitano seeks to be recognized by the Framework Convention on the

United Nations on Climate Change, as a development mechanism
clean to obtain carbon credits at an international level.

Energy saving: Another contribution of the Metropolitan to the environment is the

savings of up to 90% in electricity consumption due to having
implemented smart traffic lights with LED lighting, instead of
incandescent or fluorescent lighting that would increase warming.
global.
Water saving: Similarly, the water used in the stations of
bus washing is reused between 85% and 90%, reducing
significantly its consumption.

• Afforestation: Aiming at the same ecological objective, that is being

sowing along the route of the Metropolitano more than 18,000 species
among flowers and trees as part of urban insertion works.

• Permanent control: As a control mechanism for the aspects

environmental, the Metropolitano has 3 continuous monitoring stations
from the air to record the positive effect it will have on the reduction of the
pollution levels in Lima, the city of Lima.

Social Management

Awareness Campaign

During the first months of operations, the Metropolitano carried out a

intensive focused campaign aimed at promoting a more positive attitude
responsible and respectful of others and of the rules, among the citizens of
Lima

This campaign was worked on in an innovative and creative way on two levels:

• Education inside deleted Metropolitan

• Education Vial

A. Education within the Metropolitan

Through direct interventions with users of the Metropolitano, the aim is to

promote the formation of positive habits that allow for coexistence
harmonious interaction of users within the system. Through actors, of
hosts and facilitators, simple messages were conveyed such as:

Always walk on the right (to avoid people bumping into each other.
to walk)

Before entering, let them exit (to avoid people entering.

prevent the passengers from exiting.

Children holding hands always (to prevent small children from

lost in the stations

Respect the preferential seats (to accustom young people to

always give the seat to elderly people, people with disabilities,
pregnant women or with small children.

Be careful where you step when getting on or off the bus (to prevent tripping or
accidents due to carelessness when entering or exiting the bus.
The trash to the garbage can (with the aim of keeping a clean environment)
ordered).

Activations inside Metropolitan with actors

Hosts, yellow vest guides, and actors were teaching the

users interactively how they should behave within the system:
give up the seat to others, wait for people to get off the bus first
to enter, among other habits.

Thanks to the continuity of this campaign, the change can be pleasantly observed.
user behavior of the Metropolitano according to expectations

B. Education in Public Spaces

He sought to prevent traffic accidents through education of the population.

through direct means. At this level, there are two clear target audiences:
pedestrians and vehicle drivers. With each of them, an effort was made to seek
achieve the following:

Pedestrians

Promote the use of the pedestrian crosswalk. (it is the only safe space for the
which to cross).

Prevent them from crossing through the block.

Warning about the consequences of crossing from any side

Drivers

Avoid them invading the Metropolitano corridor.

The corridor is for the exclusive use of the metropolitan, it should not be invaded.
to avoid any traffic accident.

Mimos

Currently, actions are being carried out to raise awareness among pedestrians in the
north zone of the system. We can find a group of mimes in the
pedestrian crossings at some of the stations in the northern area; we see them
performing "mimodramas", in which they portray everyday situations.

These clowns also make visits to local schools, where they

playful way teaches the little ones how to cross the streets safely
safe.
Previously, campaigns were held with mimes at the intersections of Barranco and
Chorrillos (south), Cercado de Lima (Center) and also in the North.

Cruises

The signs with the phrase "Use the crosswalk" are carried by mimes.
located at the pedestrian crossings of the main intersections by
where the Metropolitano passes, in the northern area. These actors reinforce the
positive behavior of those pedestrians who cross properly.

IV. TRAMWAYS

1. Generalities

There was a time when public transport in almost all major

cities critically depended on the tram service, which
they extinguished about fifty years ago, for a number of reasons. Now,
 especially in the cities of the more developed world, the tram is making a comeback,
in a modern version, known as light rail.

Trams are an important means of transportation due to their capacity.

transportation. Advances in power electronics and the increase in
the capacity of the trams also increased their profitability

On the routes where building the Metro is not profitable, there

build the tram line. On the other hand, the tram is one of the means
more ecological and less costly transportation than the metro.

2. Advantages and disadvantages

Advantages Disadvantages
greater sturdiness than buses. They need the establishment of lanes and
posts for aerial wiring.
Greater commercial speed.
Decrease in traffic capacity of the
Greater regularity of circulation. sidewalk.

Absence of residual gases from It lacks movement elasticity.

combustion.
Little adaptability to oscillations
Great acceleration and braking speed. daily demands.

Traffic safety.

3. The application of tram/light rail technology in Latin America and Spain

The new generation tram/LRT option is not entirely unknown in

Latin America. A line operates in Buenos Aires, it has been implemented in Mexico,
is being installed in Maracaibo, and in Santiago de Chile it is being
implementing a line.

At different times, it has been proposed in other cities, such as its own.
Curitiba, where it did not become a reality due to its high costs and, at that time
So, the lack of having a national technology in the matter, being
replaced, effectively by the bi-articulated bus, which operates on tracks
segregated.

Similarly, in recent years many Spanish cities have come

implementing tram systems, among these cities we can
mention: Valencia, Bilbao, Alicante, Barcelona and La Coruña.
Valencia tram, the ground floor Tram of Bilbao, note that the
The tram makes the modernity of the vehicle unnecessary, not overshadowing but rather
construction of platforms, thus highlighting the beauty of the architectural
that does not require a greater classical investment of the city. Can you imagine one of
in the implementation of the bus stop. these vehicles circulating through the center
historical Lima?

4. The trams of Lima

In February 2004, Wolfgang Meyer, the President of the International Union

from Public Transport, I visit Lima accompanied by two executives from
public transport consulting companies in Germany, with the purpose of
hold meetings with the Mayor of Lima, Luis Castañeda Lossio. With this
German support, the Lima commune developed a Master Plan aimed at providing
comprehensive solution to the public transportation problem.

In the first week of June of that year, the company Rail Consult presented
said Master Plan, which conceived an integrated transportation system with
light rail urban trains (trams) and natural gas feeder buses. This
an integrated system would provide fluidity, avoiding pollution, because it
they use electrical and natural gas installations, which are their own resources
our country. This would save millions of dollars in importation of
diesel.

Despite the initial commitment and the preparation of the project, the
the integrated tram and bus system was cut short after the
 The Mayor of Lima will continue to bet on the unique bus system,
following the model of the Transmilenio in Bogotá.

V. METERS:

1. Generalities

Around the world, the subway has been the most efficient solution to the problems.
and demands for mass public transportation in large metropolises.

The Metro represents a railway line separated from the street, for the
passenger transport.

2. Advantages and disadvantages

Advantages Disadvantages
Minimum operating costs. The establishment costs are
maximums.
Maximum regularity in the service. Greater
commercial speed. Generally, you have to go up and down.
stairs.
Easier and more effective control of personnel
exploitation. Sometimes, unpleasant odors due to
poor ventilation.

3. The London Underground

The first underground railway, with trains pulled by steam locomotives,

It was inaugurated by the Metropolitan Railway Company on January 10, 1863.

Over the following years, the network was expanding. In 1890, it was inaugurated the
first electrified line (the current Northern Line).
 The First Metro or Railway London Underground Station
London Underground

Currently, London has a population of 8 million inhabitants and,

In addition to the Metro, it has a network of suburban railways.

The Lima Metro

The Lima Electric Train Project, in its 1st Stage, includes the Southern Axis.
North: Villa El Salvador - Central Lima - Comas, 43 Km
approximately of which a section of 9.8 km has been constructed, starting from
in the southern area of the city, in Villa El Salvador, and ends at the bridge
Atocongo, in San Juan de Miraflores.

Built section of the Lima metro. Car of the Lima metro

The transport capacity of a convoy of 6 cars is 1200 passengers.

passengers per square meter) and 7.5 trains during peak hour, representing
37,401 daily trips.

The amount of investment needed for the expansion of the section to the Center
de Lima would be around $600 million with an approximate construction period
two years old.
Although during the ten years of the previous regime, the first one was completed.
part of the section (up to Atocongo), gradually the budget allocated to the
the continuity of the works was reduced: from $50 million in 1990, it went down to
only six million invested during the last year. For this reason, the phase
initially concluded with a delay of five years. Only now in the present
seven initial stations are completed, they have platforms,
monitoring equipment, energy transformers, and even ticket booths.

Transport and the Environment

When talking about transportation and the environment, we are immediately transported to

theme of pollution, basically of the air we breathe. The air is a

mixture of gases such as nitrogen, oxygen, argon, carbon dioxide, among others
others, and plays a fundamental role in life systems. It is said that
environmental pollution when the atmosphere contains substances foreign to
its composition in sufficient concentrations to produce harmful effects
in man, animals, vegetation, and animals in general.

THE URBAN ROAD SYSTEM

Most urban transport is road-based. The road infrastructure

Congestion harms the economy of the city, increases pollution
environmental and harms the poor by slowing down public transport of
road type. Particularly in larger cities, however, it may not
It is neither socially nor economically acceptable to balance supply and demand.
only through the increase of road capacity.
A traffic strategy must consequently focus on the movement of
people more than in the movement of vehicles, through management of the
traffic and demand, as well as in the provision and maintenance of the
road infrastructure.
Functional Classification of Urban Road Systems
The four functional road systems for urban areas are the
main arteries and minor arteries (primary roads), the collectors
(secondary roads) and local streets.
a) Main Urban Arteries System
This type of system serves the major centers of activity in urban areas,
the corridors with the highest vehicle volumes, the travel desires
longer and accounts for a high proportion of the total urban trips to
despite constituting a small percentage of the total road network of the
city.
These types of systems include highways and main arteries with control of
partial access or uncontrolled access.
b) System of Minor Urban Arteries
This system interconnects and complements the previous system. It includes
all arteries not classified as main. This system puts more
emphasis on access and offers less traffic mobility than the system
immediately superior. This system can serve bus routes
locales and provide continuity between communities, but ideally, it should not
to penetrate neighborhoods.
c) Urban Collector System
This system provides access and traffic circulation within neighborhoods
residential, commercial and industrial areas. This system collects traffic from
local streets and channels them toward the primary road system.
d) Local Streets System
This system allows direct access to trip generators, connecting them
with the systems of elevated roadways. Offers the lowest level of
mobility and in general, it should not carry bus routes (for
deficiencies in the road systems of our cities, this often
is not fulfilled).
TYPES OF VEHICLES
In our country, we have a National Vehicle Regulation, which itself
which was approved by Supreme Decree No. 058-2003-MTC of October 12
from 2003, with the aim of establishing the requirements and technical characteristics
what vehicles must comply with to enter, register, and transit
operate and withdraw from the System
National Land Transportation.
The requirements and technical characteristics established in the regulations are
oriented towards the protection and security of people, the users of
transport and land transit, as well as environmental protection
the safeguarding of road infrastructure.
Any vehicle that circulates through the National Land Transport System
must be identified according to the parameters established in Annex I
From the standard, we present a brief summary below:
a) VIN (Vehicle Identification Number)
It is the Vehicle Identification Number consisting of 17 characters,
assigned and consigned by the manufacturer in accordance with the provisions of the Standard
ITINTEC Technique
383.031 and ISO standard 3780, according to the following:

b) Chassis or series number

Identify the chassis of the vehicles. The manufacturer must engrave this number in
the chassis, frame or bodywork and, additionally, must record it in a
fixed plate on the vehicle.
c) Engine Number
Identify the vehicle's engine, which must be recorded in the engine by the
manufacturer of the same.
d) Categories:
Category L: Motor vehicles with fewer than four wheels
Category M.- Motor vehicles with less than four wheels or more
designed and built for passenger transport.

M1 Vehicles with eight seats or less, excluding the driver's seat.

conductor
M2 Vehicles with eight seats or less, not counting the driver's seat.
conductor and
gross vehicle weight of 5 tons or less
M3 Vehicles with eight seats or fewer, not counting the driver's seat.
driver and gross vehicle weight of more than 5 tons.

Vehicles of categories M2 and M3, in turn according to the provision

Passengers are classified as:
Class I: Vehicles built with areas for standing passengers allowing the
frequent displacement of these.
Class II: Vehicles constructed primarily for the transport of passengers
seated and also designed to allow passengers to stand during transport
in the hallway and/or in an area that does not exceed the space designated for two
double seats.
Class III: Vehicles built exclusively for transportation of
seated passengers.

Category N.- Motor Vehicles with less than four wheels or more
designed and built for the transport of goods.

N1 Gross vehicle weight vehicles of 3.5 tons or less

N2 Vehicles with a gross vehicle weight greater than 3.5 tons up to 12
tons.
N3 Vehicles with a gross vehicle weight greater than 12 tons

Category O.- Trailers (including semi-trailers).

O1 Trailers with a gross vehicle weight of 0.75 tons or less
O2 Trailers with a gross vehicle weight of more than 0.75 tons up to
3.5 tons
Trailers with a gross vehicle weight of more than 3.5 tons up to 10
tons
O4 Trailers with a gross vehicle weight of more than 10 tons
Some Important Definitions
Truck: Motor vehicle of category N, intended exclusively for
the transport of goods with a gross vehicle weight greater than or equal to 4000
Kg. It may include a body or load-bearing structure.
Body: Structure that is installed on the chassis or self-supporting structure,
for the transport of people and/or goods.
Axle: A mechanical element that serves as the support of the vehicle, housing the wheels and
allows for its mobility.
Traction Axis: Axis that transmits the pulling force
Directional axis: Axis through which the steering controls are applied
vehicle.
Non-motor axis: Axis that supports load and does not transmit pulling force, it is
the wheels turn freely.
Retractable axle Axle that can stop making contact with the surface of the track
through mechanical, hydraulic, or pneumatic devices.
Simple axis: Axis that does not form a set of axes, that is to say, it is considered as
such that when the distance between the center and center of the nearest axis is greater than
2.40 m. It can be motor or not, directional or not, anterior, central or posterior.
Double axle: Set of two (2) driving or non-driving axles, separated by a distance
between wheel centers above 1.20 m and below 2.40 m.
Triple Axis: Set of three (3) driving or non-driving axes, separated by a distance
between the center of external wheels higher than 2.40 m and lower than 3.60 m.
Bus Motor vehicle of category M3, with a net weight not less than
a 4000 Kg and a gross vehicle weight exceeding 1200 Kg.
Medium vehicle capable of movement, which can be motorized or not, that
It is used to transport people or goods.
Articulated vehicle Set of coupled vehicles, one of which is
motorized.
Combined vehicle Combination of two or more vehicles, with the first being a
motor vehicle and the other trailers.
Service levels
To measure the quality of traffic flow, the concept of level of service is used.
What is a qualitative measure that describes the operating conditions of a
vehicle flow, and its perception by drivers and/or passengers.
These conditions are described in terms of factors such as speed and
travel time, freedom of maneuvers, comfort, convenience
and road safety.
The Highway Capacity Manual of 1985, Special Report 209 of the TRB,
translated into Spanish by the Technical Association of Highways of Spain, has
established six levels of service called: A, B, C, D, E, and F, which go
from best to worst. The operating conditions of these levels, for
continuous circulation road systems are illustrated below:
The service levels from A to D are defined based on certain values of
the speed or travel time and the i/c. Level E corresponds to situations
close to saturation, and the F occurs when it has been exceeded
track capacity, the conditions are unstable and both the speed and the
intensity can fluctuate considerably.
Level A corresponds to a fluid traffic situation, with intensity of
traffic is low and speeds are high, only limited by physical conditions of the
way. Drivers are not forced to maintain a certain
speed due to other vehicles.
Level B corresponds to a stable circulation, meaning that there are no occurrences
sudden changes in speed, although it is already starting to be conditioned by
the other vehicles, but the drivers can maintain speeds of
reasonable service, and in general they choose the lane they drive in. The limits
lower speeds and intensities that define this level are analogous to the
usually used for the sizing of rural roads.
Level C corresponds to a stable circulation, but the speed and the
maneuverability is already significantly conditioned by the rest of the
traffic. Overtaking and lane changes are more difficult, although the
traffic conditions are still very tolerable. The lower limit of
the speed that defines this level generally coincides with what is recommended
for the sizing of urban arteries.

Level D corresponds to situations that start to become unstable, that is,

in which sudden and unforeseen changes occur in speed, and the
the maneuverability of the drivers is already very restricted by the rest of the
traffic. In this situation, small increases in intensity force
important changes in speed.
Even if driving is no longer comfortable, this situation can be tolerable.
during not very long periods.
Level E assumes that the traffic intensity is already close to capacity.
the road, and the speeds cannot normally exceed 50 km/h. The
arrests are frequent, with conditions being unstable or forced.
circulation.
Finally, level F corresponds to a very forced circulation at speeds.
low and with frequent queues that force stops that can be
prolonged.
The extreme of this level F is the absolute congestion of the road, which
usually reaches during peak hours in many central roads of
the big cities.
A. Elements of the Road Strategy
Most urban transportation, whether public or private,
passengers or cargo, motorized or non-motorized, in wealthy countries or
The poor use the road system. The roads also provide easements for
step for public services, communications infrastructure and the
daily interaction of the population. The competitiveness of cities,
which increasingly depends on the prosperity and well-being of both its
poor people like their rich in a global economy, requires road transport
efficient.
Despite its economic significance, the road system is usually
managed in a fragmented and uneconomic way. The decisions
regarding the management, maintenance, and expansion of road infrastructure
about separate public organizations, while those
regarding the operations on that infrastructure fall
predominantly about the private sector. The increase in demand
private infrastructure is not reflected in the price charged for it and not
it does not generate any increase in revenue or fiscal obligation to meet it.
The juxtaposition of an extremely buoyant private demand
(exhibited at high levels of congestion) and supply agencies of
funding infrastructure is very common. The inadequate
road maintenance is pandemic. The most important requirement of a
road strategy in developing countries is to link those
decisions of the public and private sectors in an economically
rational.
A road strategy in urban areas to achieve this link must
recognize a number of main aspects, including:
• Organization and financing of road maintenance
• Traffic management to improve capacity, quality, safety of
transit system, or a mix of the three
• Management of demand to ensure the maximum social value of use
the network
• Planning and evaluation of infrastructure expansion

E. Road Maintenance
Cities have frequently made massive investments in their
road systems, which are often poorly maintained. The projects
World Bank funds generally show very high returns.
about maintenance costs; still, there is a trend
persistent in underfunding maintenance. In the context of roadways
interurban routes this has been confronted with the development of 'road funds'
"second generation" managed by the users, funded through
surcharges on fuel taxes and other direct charges. These
funds do not exist in all countries, however, and even where they do exist,
they do not necessarily solve the problem of urban road maintenance.
The creation of a systematic and secure basis for maintenance of
economically and socially viable pathways should be a top priority in the
urban transport strategy. When, as is commonly the case, the
maintenance is funded by general municipal revenues,
 some general allocation standard should be established as a starting point
reference. In countries that have a National Road Fund there should be
criteria and appropriate processes to ensure that an appropriate part of
the funds are allocated to urban roads. This has not been the case in some
of the first road funds.
In terms of funding sources, the philosophy of the road fund
the second generation is that the road infrastructure should be maintained
with funds collected from users. Ideally, direct charges or
Indirect costs to the users should be sufficient to cover the expenses.
total traffic, which includes the environmental impact and maintenance
vial. The charging of licenses according to the distance and weight could be
the most accurate instrument for distributing maintenance costs
among the categories of road users, although the allocation of taxes
the fuel or congestion fees can be an approximation for
these charges.
In practice, many countries do not have these road funds, and the
responsibilities for road maintenance are assigned among levels of
government, depending on whether the transit flows use specific routes
are considered national, regional, or local. Where these exist
agreements it is essential that the delineation of responsibility between the
authorities should be clear, and the funding structures should be stable and
sustainable, with considerable discretion given to the municipalities to
raise funds locally, if necessary.

F. Traffic Management
The aim of urban traffic management is to make use safer and
productive use of the existing resources of the transportation system (of type
vial). Seeks to adjust, adapt, manage, and improve the transportation system.
existing to meet specific objectives. By maximizing efficiency
From the existing facilities and systems, it is possible to avoid or defer expenses.
from capital to buy time during which measures are developed
longer-term policy. At the same time, it is possible to improve the
road safety and reduce the adverse impacts of urban traffic on the
city environment.
Many instruments for traffic management, such as systems
traffic light efficiency increases the efficiency of the
movements with insignificant adverse side effects. But the
traffic management policy also involves choices. The priority
Giving to pedestrians can reduce the capacity for vehicles or can
adversely affect bus operations. A scheme
Traffic management integration will require commitments between interests
in the competition of the multiple users of the road and traffic systems.
As a result, it is not only a technical issue but also needs to be addressed.
clearly in line with the global urban transport strategy.
In practice, in most cities both engineers and the
traffic police tend to focus on maintaining traffic in
movement. As a result, the roads widen, the vehicles
motorized vehicles are given priority, while pedestrians and bicycles are pushed aside.
In this process, the arterial system is reorganized to benefit the
automobile users, usually wealthy, at the expense of users of
 bus, cyclists, and pedestrians, generally poor. If it is a goal to
politics should focus on the needs of the poor, this objective should
also motivate the management of traffic and demand.
Traffic control
There are a large number of traffic management tools, which include
the management and control of parking on the streets; the design of the
traffic circulation; traffic light systems; priority to
public transport (bus) and enforcing traffic regulations.
These tools can be applied not only to increase the
movement speed of cars, but also, if desired,
to prioritize pedestrians, bicycles, and other non-motorized vehicles
or commercial.
The combination of coherent design of a circulation system and
An efficient traffic light system is essential.
Good traffic signal control technologies are available.
yet, the rapid advancement in the development of technologies for systems of
smart transit offers relatively poor countries the opportunity
to jump to the latest technology, just as some of them have done in
telecommunications. These systems are increasingly robust and
they require little maintenance, but they do require planning, a
maintenance minimum y good will for use them.
Unfortunately, many large cities even lack the
basic skills
Rural Road Development in Peru

Ten years of Peruvian experience

Physical achievements
11,300 km of rehabilitated rural roads
2,700 rehabilitated departmental roads;
5000 Km. of Improved Bridle Paths;
600 microenterprises of routine maintenance responsible for 14,000
Km
Technical standards aligned with the demands and needs of the population
A significant percentage of the roads have been in operation for more than 6 years.
good condition
Advanced decentralization process
Accumulated investment of US $400 million

Institutional Arrangements
Ministry of Transport responsible for national policy and its
monitoring and evaluation across all networks
Provías Rural, a specialized body within the Ministry with autonomy
administrative and budgetary.
From executor to provider of technical, institutional, and financial assistance.
as a custodian of the generated knowledge and its dissemination
Provincial and district municipalities establish Road Institutes
Provincial
Scope of intervention
Characteristics of Interventions
They are scheduled, not available on demand.
They are participatory. Local governments and communities intervene.
organized and civil society.
Mayors decide.
The workspace is the province
They have strict technical, social, and environmental standards
They are carried out with consultants and contractors selected by tender.
public
Rehabilitation is accompanied by a routine maintenance system.
employment intensive
It is complemented by another type of public and private investment: Window
for Local Development.
 Views of Horseshoe Roads

Transport and Rural Development

Isolation is one of the main factors of rural poverty.
The impact of transportation infrastructure is strong and multiple on the
rural development (families and businesses) Provías Rural figures
Transport is a necessary condition but other classes of it are required
infrastructure
Coordination of public investment in rural physical infrastructure is a
natural starting point
Coordination of existing capacities in the rural areas, public and
private, it is necessary and profitable. Window advances for the
Local Development
 Call to development organizations, from the road infrastructure, has been
successful
Participation of private enterprise in the provision, operation and
maintenance of rural economic infrastructure is necessary, for
magnitude of the task and by specific requirements

Provincial Road Institutes

The IVP takes over the road management of the entire province.
Improves the quality of road spending by municipalities
Identified interventions in the Provincial Road Plan, and framed in the
Departmental Development Plan
Achievements: road management has been transferred to 36 IVP. By the end of 2006, 109
Local Governments will take full control of road management.
neighborhoods (12,300 km.)
Perspectives: Transport and Rural Development
Need to expand interventions to the entire national territory.
We have substantially intervened in only 12 departments.
We estimate more than 100 thousand km of rural roads, compared to 47.
thousand registered.
Expand the conceptual scope of the program to the issue of transportation and to a
better coordination with other rural infrastructure investments.
It includes regulations for load and passengers, road safety, tolls in
tourist routes and others, business development of rural transport,
among others.
To have greater coverage of interventions on the road network, we
it raises the need for joint work with the private sector.
We have experience with coffee producer unions and companies.
mining companies.

The Rural Roads in Peru

The rural transport infrastructure in Peru is made up of the road network
neighborhood, the river system and its docks, small airfields and the roads
of horseshoe. Its main component, the neighborhood road network, has the following
characteristics:

It has a total length of 46,909 km, constituting more than 60 %.

of the road network in Peru.
Allows accessibility to 30% of the population and 90% of towns.
from Peru, to local and regional markets, to public services
(education and health fundamentally), to have information and
in other cases to improve the quality of the information with which
rural agents say. In that sense, it is the most
important from the point of view of connectivity and integrability
between populated centers of the country.
Allows for the articulation and formation of road networks in Peru.
The highest hierarchical road networks such as the departmental ones and
national routes lose importance without the presence of these roads.
They are paths located in the Andean world that
characterized by having steep slopes and great diversity
 geographical (rugged topography, unstable slopes, faults
geologicals, etc.)
In most cases, they are paths that are at the end of the fabric.
track. They are the tracks that mainly feed the tracks
secondaries.
Paths that connect district capitals with other district capitals and/or
province, district capitals with populated centers, hamlets, annexes,
communities, etc.
Routine maintenance (every day) of these roads requires
low rating and uses a labor-intensive technology
work.
In general, they are roads with low service levels that make it complex.
financial self-sustainability, therefore requires mechanisms of
subsidies and transfers.
It is a pure public good. It is very expensive to establish positions.
identification of users either to charge tolls or exclude from
consumption to those who do not do it, for example; and, when the way already exists,
that another person uses it, with a vehicle or another means of transport, not
reduce the consumption of another person, that is, one consumer does not compete.
with another.

THE RURAL ROAD MAINTENANCE SYSTEM

In Peru, the most important and impactful issue regarding roadways,
In general, and rural roads in particular, conservation must be the
recovered road heritage, that is to ensure the road maintenance of the most
of 11 thousand km of project.
Of approximately 28 thousand km of rural roads existing in the 12
departments where the project works and more than 46 thousand existing in the whole
In the country, the PROVIAS RURAL has rehabilitated and improved the passability of little
more than 11 thousand km. The evolution over time of this improvement of the
traceability through the project intervention can be seen in the
next chart
In Peru, PROVIAS RURAL has gathered several of the elements
aforementioned. Today, PROVIAS RURAL is an autonomous agency.
specialized in rehabilitation and maintenance of the rural road network, with
technical capacity and experience not only to consolidate what has been done so far
date otherwise, to expand and broaden its coverage of care.
TRANSPORT AND RURAL SOCIAL TRANSFORMATION
The issue of rural transport takes us, by definition, to the rural world,
but this world is not independent of the urban, but is found
closely interrelated with it. Each exists by the existence of the
Another. Its productive functions and population dynamics complement each other.
Transportation and communications are the elements that connect both.
worlds, that is why we include among the characteristics of our approach
the so-called Territorial Approach that, in our view, integrates what
urban and rural in a given space. It is usually interpreted as
Territorial approach that requires a multisectoral view in the same space,
especially important in our country, in which global policies and the
the articulation of the sectoral policies has been deficient, this being true
we consider interpretation as secondary.
Rural roads are almost pure public goods in the sense that a
once existing, it is impossible to exclude a claimant from its use and that the cost
to provide an additional use is practically zero. The issue of its
planning, investment, operation and maintenance is, therefore,
completely different from private goods, which are usually considered in
the so-called social programs, such as supplementation programs
nutritional, individual health, education, and housing. The provision of goods
the public has grown parallel to the development of towns in all
the nations
On the other hand, we have that transport is a condition of accessibility for the
towns, which is, in turn, a fundamental factor for the determination of the
possibilities of having productive dynamics or isolation and poverty.
Increase capacity and recover the trafficability of the road networks
considered priorities, allows integration into the rural area, reduce costs
logistics, promote the movement of goods and people, facilitate access to
public services and economic opportunities, develop cities
intermediate and support the development of productive and social activities that
will result in the emergence of economies of scale and agglomeration, that is to say the
creation and development of markets.

THE INTERVENTION MODEL

The intervention model of the program is summarized as follows: Improvement of the
transitability of rural roads in Peru, through the improvement of
horse paths, and the rehabilitation of local roads and
implementation of a maintenance system, based on
microenterprises formed with the inhabitants living along the
intervened roads. It is characterized by being sustainable, job-generating
in the rural and participatory context both from the institutional perspective and
decentralized and complementary finance, with productive initiatives
associated with the path.
Priority was given to the twelve departments for the area of intervention.
the poorest in the country. The interventions are planned by the mayors of
a province. Local authorities choose the sections to be rehabilitated and
improving. For the participation, the complete cycle of is taken into account
project, from the selection of priorities to operation and maintenance
of the intervened roads. Use appropriate technology for the volume of traffic
existing, as well as the available local capabilities.

ROAD DEVELOPMENT: NETWORKS AND SEGMENTS

The emphasis is on the rehabilitation of local roads and not on their
construction, because every year dozens of kilometers of roads are lost, due to
not having a permanent maintenance system. It is about recovering.
the trafficability of the roads in the rural area, ensuring their sustainability
financial, technical, and institutional in a decentralized manner with the
financial and management participation by local governments with
jurisdiction over the roads.
The technical characteristics of the rehabilitations include certain works.
focused improvements to eliminate drainage deficiencies and correct
the existing surfaces through a new application of gravel, which provides
a more durable rolling surface on poor soils and slopes
deep. The landslides are removed to build retaining walls and
create additional structures that control erosion and drainage. These
the work is aimed at restoring trafficability and ensuring the level of
access, designed for the specific transportation needs of the
local roads.
These technical standards are reflected in the investment per kilometer, which reaches, in
on average, 15 thousand dollars in the mountains and around 22 thousand in the jungle, for
rehabilitation, while routine maintenance costs, on average,
700 dollars per kilometer/year.
The improvement of horse paths, which provide a service to pedestrians,
acémilas, domestic animals and non-motorized vehicles, respond to the
mobility needs in rural areas. They are the last link in the network
vial that provides accessibility to the poorest and most vulnerable populations.
far from our country to basic social services and markets. The
improvement of bridle paths is carried out with the participation of the
beneficiaries, who are organized into Rural Road Committees, and have
support in the organization, direction of the work, and accounting administration
financial. The average investment per Km. is US$ 2,900, of which US$
750 is the contribution of labor from the beneficiaries.