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Peru National Transport System - History

Peru National Transport System - History


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number of registered air carriers: 7 (2015)
inventory of registered aircraft operated by air carriers: 35 (2015)
annual passenger traffic on registered air carriers: 13,907,948 (2015)
annual freight traffic on registered air carriers: 223,643,434 mt-km (2015)
Civil aircraft registration country code prefix: This entry provides the one- or two-character alphanumeric code indicating the nationality of civil aircraft. Article 20 of the Convention on International Civil Aviation (Chicago Convention), signed in 1944, requires that all aircraft engaged in international air navigation bear appropriate nationality marks. The aircraft registration number consists of two parts: a prefix consisting of a one- or two-character alphanumeric code indicating nationality and a registration suffix of one to fi . more Civil aircraft registration country code prefix field listing
OB (2016)
Airports: This entry gives the total number of airports or airfields recognizable from the air. The runway(s) may be paved (concrete or asphalt surfaces) or unpaved (grass, earth, sand, or gravel surfaces) and may include closed or abandoned installations. Airports or airfields that are no longer recognizable (overgrown, no facilities, etc.) are not included. Note that not all airports have accommodations for refueling, maintenance, or air traffic control. Airports field listing
191 (2013)
country comparison to the world: 30
Airports - with paved runways: This entry gives the total number of airports with paved runways (concrete or asphalt surfaces) by length. For airports with more than one runway, only the longest runway is included according to the following five groups - (1) over 3,047 m (over 10,000 ft), (2) 2,438 to 3,047 m (8,000 to 10,000 ft), (3) 1,524 to 2,437 m (5,000 to 8,000 ft), (4) 914 to 1,523 m (3,000 to 5,000 ft), and (5) under 914 m (under 3,000 ft). Only airports with usable runways are included in this listing. Not all . more Airports - with paved runways field listing
total: 59 (2017)
over 3,047 m: 5 (2017)
2,438 to 3,047 m: 21 (2017)
1,524 to 2,437 m: 16 (2017)
914 to 1,523 m: 12 (2017)
under 914 m: 5 (2017)
Airports - with unpaved runways: This entry gives the total number of airports with unpaved runways (grass, dirt, sand, or gravel surfaces) by length. Only airports with usable runways are included in this listin . more Airports - with unpaved runways field listing
total: 132 (2013)
2,438 to 3,047 m: 1 (2013)
1,524 to 2,437 m: 19 (2013)
914 to 1,523 m: 30 (2013)
under 914 m: 82 (2013)
Heliports: This entry gives the total number of heliports with hard-surface runways, helipads, or landing areas that support routine sustained helicopter operations exclusively and have support facilities including one or more of the following facilities: lighting, fuel, passenger handling, or maintenance. It includes former airports used exclusively for helicopter operations but excludes heliports limited to day operations and natural clearings that could support helicopter landings and takeoffs. Heliports field listing
5 (2013)
Pipelines: This entry gives the lengths and types of pipelines for transporting products like natural gas, crude oil, or petroleum products. Pipelines field listing
786 km extra heavy crude, 1526 km gas, 679 km liquid petroleum gas, 1033 km oil, 15 km refined products (2013)
Railways: This entry states the total route length of the railway network and of its component parts by gauge, which is the measure of the distance between the inner sides of the load-bearing rails. The four typical types of gauges are: broad, standard, narrow, and dual. Other gauges are listed under note. Some 60% of the world's railways use the standard gauge of 1.4 m (4.7 ft). Gauges vary by country and sometimes within countries. The choice of gauge during initial construction was mainly in resp . more Railways field listing
total: 1,854 km (2014)
standard gauge: 1,730.4 km 1.435-m gauge (34 km electrified) (2014)
narrow gauge: 124 km 0.914-m gauge (2014)
country comparison to the world: 76
Roadways: This entry gives the total length of the road network and includes the length of the paved and unpaved portions. Roadways field listing
total: 140,672 km (18,699 km paved) (2012)
note: includes 24,593 km of national roads (14,748 km paved), 24,235 km of departmental roads (2,340 km paved), and 91,844 km of local roads (1,611 km paved)
country comparison to the world: 36
Waterways: This entry gives the total length of navigable rivers, canals, and other inland bodies of water. Waterways field listing
8,808 km (8,600 km of navigable tributaries on the Amazon River system and 208 km on Lago Titicaca) (2011)
country comparison to the world: 14
Merchant marine: This entry provides the total and the number of each type of privately or publicly owned commercial ship for each country; military ships are not included; the five ships by type include: bulk carrier - for cargo such as coal, grain, cement, ores, and gravel; container ship - for loads in truck-size containers, a transportation system called containerization; general cargo - also referred to as break-bulk containers - for a wide variety of packaged merchandise, such as textiles, furniture . more Merchant marine field listing
total: 98
by type: bulk carrier 1, oil tanker 10, other 87 (2019)
country comparison to the world: 91
Ports and terminals: This entry lists major ports and terminals primarily on the basis of the amount of cargo tonnage shipped through the facilities on an annual basis. In some instances, the number of containers handled or ship visits were also considered. Most ports service multiple classes of vessels including bulk carriers (dry and liquid), break bulk cargoes (goods loaded individually in bags, boxes, crates, or drums; sometimes palletized), containers, roll-on/roll-off, and passenger ships. The listing le . more Ports and terminals field listing
major seaport(s): Callao, Matarani, Paita
oil terminal(s): Conchan oil terminal, La Pampilla oil terminal
container port(s) (TEUs): Callao (2,250,200) (2017)
river port(s): Iquitos, Pucallpa, Yurimaguas (Amazon)


Peru National Transport System - History

The Inca civilization was the largest Pre-Columbian civilization in the Americas and Cusco was its capital. The best kept example of its architecture is Machu Picchu.

The Sacred City is one of the most significant archeological sites left by the Incas

Fascinating culture and Inca heritage of this beautiful country

Lake Titicaca is the highest navigable lake in the world. It occupies an important place in Inca mythology.

Animals in Peru have specialized and adapted to the conditions of its geography. At higher altitude levels, few animals and plants can survive because of the lack of oxygen.


PH releases national transport policy IRR

The National Economic and Development Authority (NEDA) has released implementing rules and regulations (IRR) of the National Transport Policy (NTP), the policy that embodies the government’s intended reforms in the transport sector.

Among policies pushed under the IRR are the use of ports outside Metro Manila, provision of alternative truck routes, harmonization of traffic ordinances, and establishment of a seamless intermodal transport logistics network.

The IRR sets the direction and parameters of the integrated development and regulation of the Philippine transport sector pursuant to the NTP, which was adopted by the NEDA Board in June 2017. The IRR took effect last January 14, 2020 after it was announced in a general circulation publication on December 30, 2019.

The NTP was formulated to help achieve the government’s vision of a “safe, secure, reliable, efficient, integrated, intermodal, affordable, cost-effective, environmentally sustainable, and people-oriented national transport system that ensures improved quality of life of the people,” according to NEDA.

It noted that the absence of a single encompassing policy document for the transport sector has manifested recurring challenges, including the lack of an integrated and coordinated transport network overlapping and conflict of the functions of transport agencies transport safety and security concerns and inadequate transport facilities particularly in conflict-affected and underdeveloped areas.

The authority noted that until legislative policies are passed, policy changes and reforms that can be administratively undertaken under existing laws need to be adopted and implemented to be able to respond to the urgent transport demands and requirements of the national economy.

The NTP IRR applies to all elements of the transportation system and all its sub-sectors, including passengers, operators, service providers, investors, and transport-related agencies and instrumentalities of government, as well as to those involving the movement of people, goods, and services, and the provision of transport infrastructure, facilities and services.

The IRR should also be observed and used as a guide in transport planning, development, implementation, management, and operations.

Under the IRR, the NEDA Board Committee on Infrastructure, through its transport planning arm, Inter-Agency Technical Committee on Transport Planning, should, consistent with the government’s planning cycle, periodically identify, review, and address the strategic resource needs of the transport sector for the short, medium, and long term, including the assessment of the previous fiscal allocation or cost-sharing.

It noted that in assessing people’s needs and reviewing government interventions, the inputs of stakeholders and target beneficiaries will be solicited and reflected in the plans and programs.

Adoption of transport master plan

The IRR also mandates the formulation and adoption of the Philippine Transportation System Master Plan (PTSMP) “to guide the rational development of intermodal/multimodal transport network in the country through coordinated planning and operation of projects and programs as an integrated network of intermodal sub-systems.”

The PTSMP will guide the implementing agencies and local government units (LGUs) in their planning and programming exercises. Stakeholders in other productive sectors are also enjoined to refer to the PTSMP in preparing their sector development plans and programs.

To decongest the roads of Metro Manila, utilization, modernization, and capacity expansion of ports outside of Metro Manila will be promoted.

Shipment of more cargo from ports outside of Metro Manila, (e.g., Batangas, Subic Ports, etc.) will be encouraged to optimize the investments in the ports, toll roads, and railways. Locators and shippers will also be enticed to use these ports through the provision of adequate ancillary services.

Recognizing that carriage of goods is the life-blood of urban economy, the IRR states that any proposal to restrict the movements of trucks in urban areas to ease traffic and reduce traffic accidents must take into account economic impacts.

Alternative routes for trucks should be planned, provided, and constructed as needed.

The Department of Transportation and the Department of Interior and Local Government (DILG) should also assist LGUs in reviewing such proposals and in formulating corresponding strategic action/implementation plan.

All traffic rules, regulations, ordinances and issuances in each metropolitan area shall be consolidated and harmonized into a comprehensive regulatory framework for land-based traffic management in the metropolis.

In each metropolitan area, a single unified ticketing system for imposing and collecting fees and penalties for all kinds of traffic violations for motorists and pedestrians should be administered.

Moreover, DOTr should, in coordination with the appropriate agencies of government and the private sector, establish a seamless and demand-responsive intermodal transport logistics network to ensure efficient logistics and supply chains and an unimpeded flow of people, goods, services, disaster response equipment, relief goods, and basic commodities in times of emergencies.

Eliminating arbitrary LGU charges

Pursuant to the relevant provisions of the Local Government Code, passenger and goods carried into, out of, or passing through LGUs should not be burdened by LGU-imposed transport procedures and costs.

DILG, in coordination with DOTr and Department of Public Works and Highways (DPWH), should “pursue measures to eliminate any arbitrary charges/toll-like fees levied by LGUs on goods and people passing through their jurisdictions.”

Transport agencies must also strengthen support for agriculture, industry, trade, and tourism development by ensuring adequate transport infrastructure support and services for these economic sectors through the implementation of Convergence Programs.

Cargo shipments

For cargo shipments, DOTr will work with the Department of Trade and Industry, Department of Agriculture, Department of Finance, Bureau of Customs, and other appropriate government agencies in establishing systems and procedures to ensure transparent and expeditious processing of cargo shipments.

These include a single transport document for customs, immigration, quarantine, safety, environmental protection, and security purposes that can be used in all transport modes, thereby facilitating multimodal freight transport and enhancing the framework offered by multimodal waybills or manifests.

A Single Access Point (One-Stop Shop) should also be established for administrative processes and procedures in all modes to simplify and decentralize exchanges of freight-related information and substantially reduce the cost of regulatory requirements, making best use of ICT.

To facilitate transhipment between modes and reflect technological developments, national standards for intermodal loading units must be introduced. The IRR noted that “transaction costs in handling operations between modes shall be reduced by standardizing certain handling characteristics of intermodal loading units.”

As transport logistics involves distribution in urban areas, the IRR said efficient interfaces between truck deliveries over longer distances and distribution to the final destination over short distances should be developed, fully considering land use and transport network plans, environmental impacts, and schematic traffic engineering/management system plans.

In the freight/trucking sector, consolidation of operators with smaller fleets by forming cooperatives or consortia shall be encouraged in order to better manage fleet movement and overall operations.

When warranted, consolidation/distribution centers such as truck terminal and rail-served inland container depots (ICDs) should be established outside of urban and metropolitan areas, with provision for the necessary transport access and mode interchange cargo handling facilities, in order to facilitate the interface between long-distance deliveries and short-distance distribution in urban areas.

Logistic hubs should also be strategically located, considering connectivity with each other, route optimization for logistics service providers, and use of IT tools/services for freight matching and load consolidation.

The NTP IRR also moves that all transport-related agencies should reorganize transportation agencies under them or attached to them in order to separate regulatory and operating functions, and eliminate overlapping, conflicting, or redundant functions. – Roumina Pablo


Peru: An interesting route to develop its air transport

In 2018, inbound tourism in Peru grew above the South American average with 4.4 million international tourists (Promperú) and, in 2019, foreign exchange income from inbound tourism reached close to 5 billion dollars, up 6.2% compared to 2018 (MINCETUR). When we look internally, domestic tourism positioned itself as one of the economic sectors that had been thriving the fastest with very interesting prospects for the near future.

Peru has significant natural, historical and cultural attractive that draw people from all over the world and create 7.5% of the jobs in the country and contribute with 9.3% of the GDP (WTTC). With 60% of visitors to Peru arriving by air, the pandemic and its consequent mobility restrictions largely impacted this important sector of the economy.

In order to learn a more about the impact of the measures and what we need to work on to support the resumption of the travel and tourism sector in the country, I talked to Carlos Gutiérrez Laguna, General Manager of AETAI – Association of International Air Transport Companies from Peru. I invite you to read the interview below:

Have the measures and protocols implemented in Peru been effective?

Since we are facing a pandemic scenario, whose impact has not been seen in the history of aviation, the main thing is to watch over public health. The entire economy has been hit, although step by step certain safety measures and protocols are being made more flexible.

Looking back, we consider that some measures were taken without foreseeing the real impact and their implementation. For example, the imposition of a quarantine for passengers entering the country when there was no appropriate follow-up control.

What is the main challenge at the moment?

Achieving a steady and sustainable recovery of the industry both domestically and internationally. Considering in the latter case that unfortunately there are no uniform access measures (presenting negative COVID-19 tests with different dates in advance, conducting quarantines, specific travel insurance, among others) to the territories of the different countries, this recovery process will go at different speeds depending on the country in question.

However, the good news from all this is that a robust advance in the vaccination process is being reported, which opens up other challenges and chances and, most importantly, helps to regain traveler’s confidence. We have recent measures in several countries where those passengers who are vaccinated will not have to present a negative test or enter quarantine. The cancellation of these requirements will contribute to regaining demand.

It is worth noting that, if we face the emergence of new variables, AETAI will respect and support the measures implemented by the government to ensure the health and safety of both passengers and crew.

What will determine the recovery and growth of the commercial aviation market in the country?

Mainly, not to have any major setbacks on the road to recovery. That is, Peru’s air operations were closed from March 16 to July 14. As of July 15, local flights started, and in October, international flights started. However, during this process we experienced different restrictions and changes that impacted our way of working and the recovery of the commercial aviation market. For example, on January 4, a mandatory 14-day quarantine was imposed on anyone entering Peru, and in February, a negative test was required for domestic flights. As a consequence, in February -compared to January- we had a 38% and 63% drop in international and domestic flights, respectively.

Therefore, it is necessary to emphasize that the measures taken at short notice were not the most strategic ones, causing a great impact on the sector.

The industry needs to recover not only because it is the engine of connectivity but also because of its contribution to the tourism and foreign trade chain. Furthermore, according to studies conducted by IATA and Harvard University, air transport is the safest means of travel and the likelihood of a contagion inside an aircraft is less than 0.00001%.

How can the joint work between ALTA and AETAI be expanded?

We have been working along with ALTA for years. This is why our permanent aim is to deepen the relations between our associations, since the issues impacting the industry are common and the contribution provided by ALTA is invaluable thanks to the regional expertise and experience it has to offer. For example, in the reactivation processes, passenger control procedures, tariff conditions revisions, and others.

Given the international nature of air transport, we must seek for uniformization and consistent measures to support aviation.

Again, the need for harmonization is clear. A key to regaining the confidence in travelers lies in implementing proven protocols in a standardized manner and providing predictability in order to plan ahead. Peru has a lot to offer to travelers: a State committed to health and safety, an industry prepared to serve travelers with all the protocols and a wonderful destination, recognized by the World Economic Forum (WEF – 2019) as the third country with the highest number of species worldwide.

Peru has an interesting route to develop its air transport. There is demand and interest, and together we can achieve it.

About the author: José Ricardo Botelho, Executive Director and CEO of the Latin American and Caribbean Air Transport Association (ALTA), has a law degree from the Catholic University of Salvador (Brazil) and has postgraduate degrees in Criminal Sciences from the Jorge Amado University and in Public Security Management from the National Police Academy.


The Inca Road System

The Inca road system formed a network known as the royal highway or qhapaq ñan, which became an invaluable part of the Inca empire. Roads facilitated the movement of armies, people, and goods across plains, deserts and mountains. They connected settlements and administrative centres, and provided an important physical symbol of imperial power and control.

Inca roads were well-built and lasting with many incorporating bridges, causeways, and stairways. Many also had small stations (chaskiwasi) and sometimes larger, more luxurious complexes (tambos) dotted along every 20 km or so, where travellers could spend the night and refresh. The Andean road system is listed by UNESCO as a World Heritage Site.

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The Inca Road Network

Inca roads covered over 40,000 km (25,000 miles), principally in two main highways running north to south across the Inca Empire, which eventually spread over ancient Peru, Ecuador, Chile, Bolivia, and Argentina. One highway ran down the coast, and the other wound through the highlands. Another important route ran east from Quito (Ecuador) across to Mendoza (Argentina), and there was also a major route along the plains of the northern coast. Criss-crossing these main roads were some 20 other secondary routes and many smaller trails besides. Roads were also built which went beyond Inca-controlled settlements and led to outside territory, perhaps to facilitate trade with, or military operations against, neighbouring peoples. Along some of the more important highways, milestones marked each Inca unit of distance, the topo, equivalent to 7 km.

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Although some Inca roads used older routes such as those built by the earlier Wari, Tiwanaku, and Chimu cultures, the Incas were also creative in their positioning of routes and were not afraid to cross new and unpopulated terrain. Inca engineers were also undaunted by geographical difficulties and built roads across ravines, rivers, deserts, and mountain passes up to 5,000 metres high.

Engineering Methods & Materials

Inca roads were built without the benefit of sophisticated surveying equipment using only wooden, stone, and bronze tools. As they were built in different geographical zones using local populations, the roads are, consequently, not uniform in construction design or materials. The width of most roads varies from one to four metres, although some could be much bigger, such as the 15-metre wide highway in the Huanuco Pampa province. Sometimes there are also two or three roads constructed in parallel, especially near the larger urban centres. Flattened road beds - often raised - were usually made using packed earth, sand, or grass. The more important roads were finished with precisely arranged paving stones or cobbles. Roads were typically edged and protected with small stone walls, stone markers, wooden or cane posts, or piles of stones. Drainage was provided by frequent drains and culverts, which drew off rainwater from the road surface, channelling it either along or under the road. When crossing wetlands, roads were often supported by buttress walls or built on causeways. Bridges of stone or reeds were also constructed to cover distances in a more direct route as were large, stone, llama-friendly staircases in mountainous terrain. There was even an appointed official, the Chaka Suyuyuq, responsible for inspecting the empire's bridges.

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Generally, and despite their reputation for Roman-like long straight roads, Inca roads tended to follow natural contours as the straight stretches of road are rarely more than a few kilometres long. It is also noteworthy that Inca roads are very often more elaborate and well-constructed than was actually necessary. This attention to detail was almost certainly in order to impress travellers and conquered peoples of the superiority of Inca culture as felt by the lords of Cuzco.

Surely one of the most impressive sights and showcases for Inca engineering must have been the many rope suspension bridges which crossed perilous ravines. These were built using braids of reed or grass rope with wooden and fibre flooring. Perhaps the most famous crossed the Apurimac River near Cuzco and measured 45 metres in length. Suspension bridges were often built in pairs perhaps with one bridge for commoners and one for nobles. An alternative to such bridges was the oroya, a suspended basket which transported two or three people at a time over a greater distance than could be reached with a rope bridge. Local populations were given the responsibility of maintaining these perishable structures each year as part of their imperial tribute.

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Road Users

The extensive reach of the road network allowed the Incas to better move armies across their territories in order to further expand the empire or maintain order within it. Trade goods and tribute from conquered peoples - both goods and people - could also be easily transported to and from the major Inca centres, typically using llama caravans and porters (there were no wheeled vehicles). Inca administrative officials also travelled along the roads in order to dispense justice or maintain records such as local agricultural production, tribute quotas, and censuses. Ordinary people were not permitted to use the roads for private purposes unless they had official permission. They also sometimes had to pay tolls for the privilege, especially at bridges.

Another interesting feature of Inca roads was the use of runners (chaski or chasquis). Moving as fast as they could, they operated in relays, passing information to a fresh runner stationed every six to nine kilometres. However, it was not only messages that were carried between population centres but also such perishable items as fresh fish and seafood for the tables of Inca nobles. With this system, information (and fish) could travel up to 240 km in a single day. Messages carried over long distances would have involved hundreds of oral exchanges, and to preserve the correct meaning of the original message, quipu - a coded assembly of strings and knots - were probably used to help the memory of the runners.

Legacy

Many sections of the Inca road network survive today and are still used by pedestrians, especially near such sites as Machu Picchu, where large stone stairways and bridges give access to the site for modern tourists. In addition, some of the original Inca routes have had modern roads built directly over them, illustrating the skills and vision for crossing terrain and distances possessed by Inca engineers and road builders.


Peru Population History

Peru is a very multiethnic country and its population has been formed by various groups for more than 500 years. The area was inhabited by Amerindians for thousands of years prior to the Spanish Conquest in the 1500s, and their population decreased from 5 to 9 million in the beginning of the 16th century to just 600,000 one hundred years later due to infectious disease. Spaniards and Africans then moved into the area, mixing with each other and indigenous people of the region, with European immigration from Italy, Germany, Britain and France following behind. Peru freed its black slaves in 1854, then Chinese immigrants began moving into the region to replace the slave workers.


Spanish

About 84 percent of the Peruvian population speaks Spanish (known as Castellano or Espanol), making it by far the most widely spoken language in Peru. It is also the principal language of the Peruvian government, the media, and the education system.

However, Spanish-speaking travelers in Peru will come across some slight regional variations in the language, such as changes in pronunciation and common expressions. As with so many things in Peru, these variations correspond with the nation’s three geographic regions of coast, mountains, and jungle. A coastal resident of Lima, for example, can usually identify a Peruvian from the jungle by his or her way of speaking.

Ever-evolving Peruvian slang is also common across the country, particularly among the nation's urban youth.


Lomo saltado

There’s nothing more Peruvian than lomo saltado. As a country that hosts diverse cultures, the birth of this dish could only have been possible because of culture clashes in the kitchen. For example, lomo saltado got its special flavor from the woks brought by Chinese immigrants. Combine sliced steak, red onions, french fries, ají amarillo or chili and you’ve got the basic recipe. This dish is considered the father of many other traditional Peruvian dishes such as tallarín saltado (noodle with lomo saltado), tacu tacu (beans and rice) with loin, among others.


Peru National Transport System - History

In 2019, only 0.9% of all trips made in Lima were made by bicycle. What would happen if this percentage increases to 15% by 2050?

Around 20 million jobs will be destroyed in the region this year, of which about half of them are formal.

How we are coordinating to accelerate the international response and support countries to manage the global pandemic.

Peru At-A-Glance

Over the past decade, Peru has been one of the region’s fastest-growing economies, with an average growth rate 5.9 percent in a context of low inflation (averaging 2.9 percent). A favorable external environment, prudent macroeconomic policies and structural reforms in different areas created a scenario of high growth and low inflation. The strong growth in employment and income have sharply reduced po.


Peru National Transport System - History

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Watch the video: 1o Σεμινάριο Λημματογράφησης στη Βικιπαίδεια Εθνικό Ιστορικό Μουσείο - 1122015 (May 2022).


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