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Based on the above analysis and the national freight transportation model developed, 22 logistics corridors and a main node, Lima-Callao, have been identified, along which most of Peru's freight traffic moves. The table below shows the codification and description of each of the logistics corridors identified.

Identified Logistics Corridors
No.CodeNameDescription
1EE01Structuring Axis 01Lima to Piura (Panamericana Norte)
2EE02Structuring Axis 02Lima to Arequipa (South Pan-American Highway)
3CL01Logistics Corridor 01Chiclayo - Moyobamba - Tarapoto - Yurimaguas - Iquitos
4CL02Logistics Corridor 02Paita - Piura - Dv. Olmos
5CL03Logistics Corridor 03Lima - La Oroya - Huánuco - Tingo María - Pucallpa
6CL04Logistics Corridor 04Nazca - Abancay - Cusco
7CL05Logistics Corridor 05Matarani - Arequipa - Juliaca - Pte. Inambari
8CL06Logistics Corridor 06Arequipa - Moquegua - Tacna - La Concordia (Border with Chile)
9CL07Logistics Corridor 07Matarani - Ilo - Moquegua - Desaguadero (Border with Bolivia)
10

CL08

Logistics Corridor 08Cusco - Puerto Maldonado - Iñapari (Border with Brazil)
11CL09Logistics Corridor 09Ayacucho - Pisco
12CL10Logistics Corridor 10La Oroya - Huancayo - Ayacucho - Abancay
13CL11Logistics Corridor 11Cusco - Juliaca - Puno - Desaguadero (Border with Bolivia)
14CL12Logistics Corridor 12Tarapoto - Aucayacu - Tocache - Tingo María
15CL13Logistics Corridor 13Pativilca - Conococha - Huaraz - Carhuaz
16CL14Logistics Corridor 14Ciudad de Dios - Cajamarca - Chachapoyas
17CL15Logistics Corridor 15Piura - Tumbes - International Bridge (Border with Ecuador)
18CL16Logistics Corridor 16Chiclayo - Cajamarca
19CL17Logistics Corridor 17La Oroya - Tarma - La Merced - Satipo
20CL18Logistics Corridor 18Chimbote - Huacrachuco - Tocache
21CL19Logistics Corridor 19Salaverry - Trujillo - Shorey - Huamachuco
22CL20Logistics Corridor 20Dv. Quilca - Matarani - Ilo - Tacna
23NP01Principal Node 01Metropolitan Area of Lima and Callao


The description of the conceptual model of logistics development, the best alternative being a mixed development model (international-domestic). For this purpose, it is necessary to describe in more detail the selected model. The mixed model of development of the national logistics system, as its name suggests, is a model that combines the development of all components of the logistics system - infrastructure, services and processes - in support of the international market for these services and the domestic market.

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The domestic market segment, on the other hand, demands infrastructure to support domestic distribution of goods and urban or last mile logistics. Services are associated either with support for the preparation of products for final consumption or for their export.


Table N° 2 - Components to be developed in a Mixed Logistics Model 

Infrastructure

  • Ports and airports well integrated to the global cargo distribution network.
  • Network of logistics platforms associated with the main foreign trade nodes.
  • Trunk cargo highways
  • Road border crossings
  • Logistics infrastructure to support maritime, air and land border operations.
  • Specialized nodal infrastructure to support distribution and last-mile logistics
  • National network of truck centers on concessioned roads
  • Secondary road networks serving national trunk movements
  • Tertiary networks providing access to major rural production centers

Services

  • International quality standards
  • Consolidation and deconsolidation
  • Warehousing under customs custody of goods in transit or under temporary regime
  • Service to empty containers
  • International transportation
  • Cross-docking,
  • Customs brokerage and freight forwarding
  • Cold storage facilities, Service to international carriers
  • Packaging
  • Palletizing and unitizing
  • Labeling
  • Warehousing and inventory management
  • Cross-docking
  • Express parcels
  • Return logistics
  • Transportation, removals and deliveries
  • Postponement
  • Assembly
  • Transportation and refrigerated facilities
  • Order preparation
  • Purchasing and invoicing

Processes

  • Simplification of customs procedures, harmonization of border procedures and single windows for foreign trade.
  • Reduction of non-tariff barriers applicable to the transportation sector (standardization of limits, weights and dimensions, transit facilitation for third-country operators).
  • Security management and security monitoring

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This means, for example, that investment in high-capacity port infrastructure alone is not enough to ensure a high standard; such a standard would be ensured with a smooth and efficient integrated system: fluid access, segregation of local flows from international flows, adoption of state-of-the-art information technologies to ensure port movement. A port that does not have the relevance of El Callao would not need to meet such high standards, not only because the demand is lower, but also because the investments involved are also lower.


HISTORICAL MAP OF CRITICAL POINTS OF THE NATIONAL ROAD NETWORK

According to the map of critical points that the Ministry of Transport and Communications has identified through Provias, the sections of the national road networks, with high probabilities of being affected by natural phenomena (landslides, mudslides and platform erosion) are concentrated in the central zone from the country.

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