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Córdova, E., (2021). Concesión del tramo de la carretera regional Pe- 5na, Oxapampa [Pontificia Universidad Católica del Perú]. http://hdl.handle.net/20.500.12404/19532
Córdova, E., Concesión del tramo de la carretera regional Pe- 5na, Oxapampa []. PE: Pontificia Universidad Católica del Perú; 2021. http://hdl.handle.net/20.500.12404/19532
@misc{renati/22718,
title = "Concesión del tramo de la carretera regional Pe- 5na, Oxapampa",
author = "Córdova Lavado, Erick Rafael",
publisher = "Pontificia Universidad Católica del Perú",
year = "2021"
}
Title: Concesión del tramo de la carretera regional Pe- 5na, Oxapampa
Authors(s): Córdova Lavado, Erick Rafael
Advisor(s): Benavides Vargas, José Félix Alejandro
Keywords: Carreteras--Diseño y construcción; Carreteras--Perú--Oxapampa (Pasco : Provincia); Ingeniería del tránsito
OCDE field: https://purl.org/pe-repo/ocde/ford#2.01.01
Issue Date: 22-Jun-2021
Institution: Pontificia Universidad Católica del Perú
Abstract: Uno de los grandes problemas que aqueja al Perú es la brecha de infraestructura que permita el
desarrollo económico. En el caso de la provincia de Oxapampa, el alto potencial de desarrollo
de la ciudad se ha visto limitada por la infraestructura vial que conecta las zonas Oxapampa-
Huancabamba-Pozuzo. Mediante un Análisis de Costo Beneficio (ACB), se ha encontrado
muchas razones positivas por las cuales podemos indicar que el mejoramiento de la carretera
PE-5NA de 73 kilómetros es una de las soluciones idóneas para mejorar la conectividad e
impulsar el desarrollo de la región. La primera razón es que se produce un ahorro en el
mantenimiento de la vía. La segunda razón es que se produce un ahorro en el tiempo de viaje.
La tercera es el ahorro en el costo de operación vehicular COV. La cuarta es la reducción de
accidentes vehiculares de la zona. Por último, se potencia el flujo comercial entre ciudades e
incrementa el turismo de la región. En este estudio de ACB se han considerado las tres primeras
variables y se ha obtenido un VANS de $ 6,168,998.62 y el “TIRS” de 13.40%. Estos valores
son aceptables y obtienen el calificativo de “Se realiza el proyecto”.
Por otro lado, se ha realizado un estudio de impacto ambiental durante las distintas fases del
proyecto.
Por medio de una inversión de 67.5 millones de soles (IGV no incluido), se espera que este
mejoramiento pueda beneficiar a más de 92 mil habitantes. Se estima que a través de esta vía
haya una circulación de alrededor de 249,660 vehículos al iniciar sus operaciones en el año
2027, y esta demanda de vehículos tendrá un incremento del 2.9 % anual.
El modelo de contratación elegido en este trabajo es de Asociación Pública Privada (APP) bajo
el esquema de Cofinanciamiento durante un periodo de 2 años de construcción y 23 años de
mantenimiento. Una de las razones por la cuales se ha optado por esta modalidad es que cumple
con el resultado del documento de “Lineamientos para la aplicación de los criterios de
elegibilidad de los proyectos APP”, obteniendo un puntaje de 15.9 sobre 20; por otro lado, la
modalidad de APP tiene muchas ventajas para la administración, puesto que brinda una mayor
eficiencia en desarrollo del proyecto y permite la transferencia de riesgos. Con respecto a la
distribución de riesgos, el concesionario asumirá los riesgos de construcción (sobrecostes y
plazo), demanda, explotación, mantenimiento, tipo de cambio y financiación.
Para asegurar la viabilidad financiera del proyecto, se ha estimado que la administración
cofinanciará mediante pagos anuales máximo de 2.5 millón de dólares durante la explotación
de la concesión y los usuarios pagarán una tarifa de peaje al concesionario. De acuerdo con el modelo económico-financiero que se ha elaborado bajo ciertas hipótesis
financieras, contables, fiscales y macroeconómicas de Perú, se ha obtenido los valores de los
indicadores de rentabilidad (TIR del accionista 11.34%, TIR del proyecto 11.48%).
El presente trabajo es una primera aproximación del análisis de la viabilidad que exige un
proyecto bajo esta modalidad de contrato.
One of the major problems facing Peru is the infrastructure gap that allows economic development, in the case of the province of Oxapampa, the high development potential of the city has been limited by the road infrastructure that connects the cities of Oxapampa,Huancabamba and Pozuzo. Through a Cost- Benefit Analysis (CBA), we have found many positive reasons why the improvement of the 73- kilometre PE-5NA highway is one of the ideal solutions to improve connectivity and promote development in the region. The first reason is that there is a saving in track maintenance. The second reason is that there is a saving in travel time. The third is the savings in the cost of vehicle operation COV. The fourth is the reduction in vehicle accidents in the area. Lastly, it boosts the flow of trade between cities and increases tourism in the region. In this CBA study, the first three variables have been considered and a VANS of $ 6,168,998.62 and the "TIRS" of 13.40% have been obtained. These values are acceptable and qualify as "the project will be undertaken". In addition, an environmental impact study has been carried out during the various phases of the project. Through an investment of 67.5 million soles (taxes not included), this improvement is expected to benefit more than 92 thousand inhabitants. It is estimated that around 249,660 vehicles will circulate on this road when it starts operations in 2027, and this demand for vehicles will increase by 2.9% per year. The recruitment model chosen in this work is Public Private Partnership (PPP) under the Co-financing scheme for a period of 2 years of construction and 23 years of maintenance, one of the reasons why this modality has been chosen is that it meets the result of the document "Guidelines for the application of the eligibility criteria of PPP projects", obtaining a score of 15.9 out of 20; on the other hand, the PPP modality has many advantages for the administration, since it provides greater efficiency in project development and allows the transfer of risks. About risk sharing, the concessionaire shall assume the risks of construction (over-costs and term), demand, operation, maintenance, exchange rate and financing. To ensure the financial viability of the project, it has been estimated that the administration will cofinance through maximum annual payments of $2.5 million during the operation of the concession and users will pay a toll fee to the concessionaire. In accordance with the economic-financial model that has been developed under certain financial, accounting, fiscal and macroeconomic assumptions of Peru, the values of the profitability indicators have been obtained (shareholder IRR 11.34%, project IRR 11.48%). This paper is a first approximation of the feasibility analysis required by a project under this type of contract.
One of the major problems facing Peru is the infrastructure gap that allows economic development, in the case of the province of Oxapampa, the high development potential of the city has been limited by the road infrastructure that connects the cities of Oxapampa,Huancabamba and Pozuzo. Through a Cost- Benefit Analysis (CBA), we have found many positive reasons why the improvement of the 73- kilometre PE-5NA highway is one of the ideal solutions to improve connectivity and promote development in the region. The first reason is that there is a saving in track maintenance. The second reason is that there is a saving in travel time. The third is the savings in the cost of vehicle operation COV. The fourth is the reduction in vehicle accidents in the area. Lastly, it boosts the flow of trade between cities and increases tourism in the region. In this CBA study, the first three variables have been considered and a VANS of $ 6,168,998.62 and the "TIRS" of 13.40% have been obtained. These values are acceptable and qualify as "the project will be undertaken". In addition, an environmental impact study has been carried out during the various phases of the project. Through an investment of 67.5 million soles (taxes not included), this improvement is expected to benefit more than 92 thousand inhabitants. It is estimated that around 249,660 vehicles will circulate on this road when it starts operations in 2027, and this demand for vehicles will increase by 2.9% per year. The recruitment model chosen in this work is Public Private Partnership (PPP) under the Co-financing scheme for a period of 2 years of construction and 23 years of maintenance, one of the reasons why this modality has been chosen is that it meets the result of the document "Guidelines for the application of the eligibility criteria of PPP projects", obtaining a score of 15.9 out of 20; on the other hand, the PPP modality has many advantages for the administration, since it provides greater efficiency in project development and allows the transfer of risks. About risk sharing, the concessionaire shall assume the risks of construction (over-costs and term), demand, operation, maintenance, exchange rate and financing. To ensure the financial viability of the project, it has been estimated that the administration will cofinance through maximum annual payments of $2.5 million during the operation of the concession and users will pay a toll fee to the concessionaire. In accordance with the economic-financial model that has been developed under certain financial, accounting, fiscal and macroeconomic assumptions of Peru, the values of the profitability indicators have been obtained (shareholder IRR 11.34%, project IRR 11.48%). This paper is a first approximation of the feasibility analysis required by a project under this type of contract.
Link to repository: http://hdl.handle.net/20.500.12404/19532
Discipline: Ingeniería Civil
Grade or title grantor: Pontificia Universidad Católica del Perú. Facultad de Ciencias e Ingeniería
Grade or title: Ingeniero Civil
Juror: Brioso Lescano, Xavier Max; Benavides Vargas, José Félix Alejandro; Zapata Carreño, Jaime Francisco
Register date: 22-Jun-2021
This item is licensed under a Creative Commons License