With a network of more than seven thousand kilometers through 14 provinces northern and central China, the Belgrano Cargas has extraordinary potential, but today is the most inefficient branch system.
The lack of investment and political maneuvering that made various governments were decisive for this road linking the port of Buenos Aires to Salta (in points bordering Bolivia and Chile), through the pampa gringa, now covers only 25 percent of demand. "It would have to reach four million tons a year and just 1.1 million charge," says Julian Echazarreta, deputy general manager of the Asociación de Cooperativas Argentinas (ACA), one of the main customers of the railroads.
The Belgrano Charges is in the hands of a private consortium integrated by 80 percent by a business association comprised of the Macri Group, Roggio, and signature Emepa Sonho Hepefull China. The remaining 20 percent was divided equally between the Union of Railways (UF), the union of brotherhood and union truckers Hugo Moyano.
Chinese Project. Last July, the Government signed an agreement with China, for which the Asian giant would provide 10 billion dollars to renovate roads, purchase locomotives and wagons. But many industry executives not believe in the promises China.
So far, the only thing concrete is a credit already approved by the Andean Development Corporation (CAF) for $ 326 million, with a counterpart Argentina's nearly 80 million dollars for the renovation of branches.
As private operators, this pocket, which would be effective next year, would break the deadlock. "If you take advantage of this injection, in three years the Belgrano Cargas could reach four million tons," a senior executive evaluates another company.
The line performance reflects inefficiency: in 2009 carried 1.1 million tonnes, despite the demand that has reached four million tonnes. In
20.7 million tons moved by rail last year, the Belgrano was 1.1 million, representing 5.3 percent of the pie, according to the National Commission for Regulation of Transport.
From January to September this year, transported 848,956 tons Belgrano. In the same period, the Nuevo Central Argentino (NCA)-whose majority stake is controlled by General Deheza Cordoba Oil-loaded 6,298,700 tons, almost seven times indicate the latest data from the House Argentina Freight Railway.
Regarding prices, the Belgrano Cargas is an average rate of 67 pesos per ton and nearly 10 cents per ton-kilometer, while the NCA manages an average rate of 53.80 pesos and 11 cents per mile.
When income, Belgrano charges last year netted 74.3 million dollars while the NCA came to 296.8 million.
For exporters of grains, the train has a huge advantage, because while the railway has an average tariff of 10 cents per ton-kilometer, the cost per truck climbs to six dollars, 60 times, but has the advantage to be point to point.
"We have a low rate, would be nine dollars, the railways are heavily subsidized and we do not receive a weight, "complained Eduardo Marcle, head of the Federation of Automotive Transportation Cordobesa Load (Fecotac). For Belgrano Cargas, like other railroads, is subsidized by the state but in consultation with the consortium was not possible to get the amount of state contributions.
Pedraza and Moyano. side numbers and the underutilization of the potential of the Belgrano Cargas is explained by an intricate story that mixes a cocktail of politics, trade unionism and to alleged corruption.
Led by José Pedraza, Railway Union played a key role, and still retains, to a lesser extent in the management of that railway charges. In 1999, former President Carlos Menem gave control to Pedraza, with a direct grant that included the State's commitment to a millionaire construction and investment allowance. Lively, the dealership had led the union to be led by Graciela Coria, Pedraza's wife, unbeknownst to the subject. The Belgrano Cargas
failed to take off, because the government did not provide the funds it had promised. After a failed attempt to re-privatization in 2006, the controversial former Secretary of Transportation, the Nation, Ricardo Jaime, shifted to the union and handed the operation of the Belgrano Cargas an employer-union partnership. "When I had the UF as the majority owner, was a stage in which the decline was marked, "evaluates Echazarreta.
The manager emphasized that the Belgrano Cargas is an "extraordinary tended that any country would have", but says he hears "complaints from all sides" about his performance.
Meanwhile, the national deputy Fernando "Pino" Solanas (South Project) did not believe in the benefits of a Chinese landing. He points out that Asians are behind a "negotiated" Franco Macri. "Argentina does not need the Chinese," he says, and is in favor of nationalizing the entire railway network.
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