NATIONAL INTELLIGENCE SURVEY 94; BRAZIL; TRANSPORTATION AND TELECOMMUNICATIONS

• Document Type: CREST
• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200080021-4
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 50
• Document Creation Date: October 25, 2016
• Sequence Number: 21
• Content Type: REPORTS

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0
Brazil
September 1973
NATIONAL INTELLIGENCE SU[
El-
CONFIDEN i IAL
NO FOREIGN DISSL,..
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11
BRAZIL
[C
CONTENTS
This chapter supersedes
telecommunication
the transportation and
coverage in the General Survey
dated January 1970.
A. Appraisal
1
B. Strategic mobility
3
C. Fkailroads
4
D. Highways
7
E. Inland waterways
14
F. Pipelines.
G Ports
20
H. Merchant marine
23
I. Civil air
30
J. Airfields
32
K. Telecommunications
33
Glossary
36
CONFIDENTIAL
NO FOREIGN DISSEM
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FIGURES
Page
Page
Fig. 1
Highways in diversified terrain
Fig. 8
Rio de Janeiro and Santos, major
Fig. 2
(photos)
Rail- highway bridge over Rio Sao
2
ports (photos)
24
Francisco (photo)
7
Fig. 9
Major ports (table)
Fig. 3
Selected rail lines (table)
8
Fig. 10
The Horta Barbosa, large tanker
Fig. 4
Highways serving Sao Paulo (photos)
12
(photo)
29
Fig. 5
Selected highways table)
15
Fig. 11
Selected airfields table)
34
Fig. 6
Principal inland waterways (table).
18
Fig. 12
Terrain and transportation
Fig. 7
Principal pipelines table)
21
ma
p) follows
36
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9
Transportation and Telecommunications
A. Appraisal (C)
The development of transportation (Figure 12)
and telecornrnunication (telecom) systems in Brazil
has hecn hampered by the great size of the area,
unevenly distributed population centers, and a
diversified terrain which in many places is unfavorable
for highway and railroad construction (Figure 1). The
overall inadequacy of the transportation and telecom
facilities, most of which are located within a 300 -mile
belt paralleling the coastline, has been accentuated by
an expanding economy and population.
Brazilian railroad and highway systems compare
favorably with those of most other Latin American
countries. The highway system, the most important
means of domestic transportation, handles nearly i0
of all freight traffic. Railroads are used mainly for
long -hard of hulk freight and commuter passenger
traffic in the large cities.
Navigable waterways provide the major and often
the only means of access to sparsely settled and
underdeveloped sections, especially the vast western
interior. In the east and south, waterways are
important adjuncts to rail and highway systems.
The long coastline and the large numberof population
and economic centers along the littoral emphasize the
importance of Brazilian seaports and merchant
marine. Brazilian merchant shi,s handle the bulk of
the coastal traffic, hilt it major share of the
international cargoes, except for balk petroleum, are
carried in foreign -flag vessels. All the important ports,
situated south of the bII primarily serve their
immediate geographic regions, which usually coincide
with areas of densest population and greatest
incinst�ial and commercial activity. Most maritime
activities are adequate for requirements of the
economy. The petroleum pipeline .rystcm is confined
'o the industrialized aad populated areas near the
coast. Pipeline facilities are rapidly being expanded.
The civil air system provides good domestic and
international service and to some extent compensates
for the general inadequacy of' surfac�c transport by
serving many areas not easily accessihle by such
means. Brazil's civil air fleet is one of the largest in the
world.
Although it is underdeveloped, the rapidly
expanding telecom system serves most p pulation
centers. The open -wire telephone network is gradually
being replaced as the leading traffic carrier by I
trunk radio -relay system. Domestic service is al I
provided by telegraph and radiocommunication
networks. There arc adequate wire, cable, and radio
facilities for international communications.
Government ownership of transportation systems is
concentrated in the railroads and merchant marine.
Regulatory control over many facilities and modes
exercised through the Ministry of 'Transportation and
Public Works and the Ministry of Air. Telecom
facilities are owned and operated by the government
and a number of private companies; responsibility for
their operation is vested in the Ministry of
Communications.
Development of the transportation systems is based
on the governmfnt's 25 -year National Transportation
Plan, adopted in January 1965. The plan puts heavy
emphasis and financial commitments on highway
construction projects. It also provides for replacing old
and obsolete equipment and facilities with new
acquisitions. Irnprovi,ments to the telecom system are
based on a 10 -year plan and emphasize expansion of
the trunk radio -relay systen and local telephone
facilities. Lack of financial resources and planning
problems are the principal harriers to completion of
project, and goals.
"There are several highway and railroad connrctions
with Cnuguay, one railroad to Bolivia, two highw�ys
to Paragnay, and one rail and one highway connection
with Argentina. \%"ater\va\ connections are made ssith
nearly all neighboring countries by means of the
Amazon River and Rio de la Plata systems. Brazil I;as
numerous civil air and telecom connections with
neighboring and other foreign countries
'For diacritics on place n:unes sec ill(� list of mule %on the apron
of the Terrain and 't'ranslwrtatio map and the map itself.
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FIGURE 1. In opening up new terri-
tories, in this instance westward from
Sao Paulo, Brazil is confronted with
difficult terrain and tortuous roads
and with plateaus over which it is
possible to build highways having
tecl-nical characteristics comparable
to the best in the world (U /OU)
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B. Strategic Mobility (C)
The capability of transportation and telecom
facilities to support major military movement and
resupply operations caries front good in sonic areas to
nearly impossible in the north and west. Most of the
rail lines are lecated within a 3(x) -mile belt paralleling
the coa,'line in an area containing most of the major
population centers and extensive agricultural,
livestock, and mining industries. The rail network
requires general repair and improvement but could
support sustained military use. "Three international rail
connections are made with Uruguay an(! one each
with Argentina and Bolivia; railroads serve all major
ports.
Military traffic could move with ease on the
relatively (tense network of good roads in the east and
south. Ilowever, there are only a limit( number of
good connecting rontes between developed areas.
Movement in underdeveloped regions would be
restricted by the loNv density of roads, lack cf alternate
routes, and low construction standards that generally
prevail. In rural areas, most surfaced roads have
pavements of light construction and would require
considerable maintenance effort if subjected to heavv
military traffic.
Climate and terrain would also affect military
movement via highways. heavv rains cans, washouts,
landslides, and flooding, often requiring extensive
repairs. Unpaved roads are often impass; +blc in the
rainy season, and dusty at other times. The precipitous
coastal escarpment limits movement inland. Sharp
cnrves and step grades prevail in the rugg,d
highlands and deeply dissected plateaus. Much of the
interior is covered by vast marshes and ropical rain
fr;rest. Because of the great number of streams the
highways have many long bridges, which are
vulnerable to interdiction. In mountainous areas,
roads constructed along hillsides are highly vulnerable
to hostile action because reconstruction is difficult or
impossible. Roads in defiles are also vulnerable, but
less repair effort is required to enable traffic to proceed
over th- rubble.
Inland waterways, including tit( Amazon, a
complete systcrn of transportation within itself, offer
support to military operations in areas where other
modes of transportation are undeveloped. In the cast
and south, waterw._nys supplement the highway and
rail systern. Coastal "essels navigate the lower reaches
of rivers which enter the Atlantic and on upper reaches
of the Amazon and Rio de la Plata systems. Brazil has
six major maritime ports and large numbers of smaller
ocean and inland waterwr.y facilities. If the numerous
dry -cargo ships were utih, ed, the merchant fleet has
an extensive potential for short -haul (48 hours
steaming) troop lift and for logistics support of
Brazilian mill+ try operations. The capability to
support military operation, over a protracted period at
greater distances also is considerable. However, such
military support potential could be diminished at the
outset of an emergency by the unavailability of those
ships engaged in international trade in distant waters.
The military -lift and supply- transport capability of
the 133 dry cargo ships and two combination
Passenger/cargo ships is about 781,800 cargo:
deadweight tons. Of these ships, 39 have heavv -lift
booms (40 or more tons), all(] 27 have large hatches
(more than W feet in length). Three units have both
large hatches and heavy -lift booms. Ships having
rvice speeds of 18 knots or more number 30 (26 dry
cargo and 4 refrigerator). 3'he tanker feet of 42 ships
Ill's an estimated lift capability of about 4,459,000
U.S. barrels of petroleum and related prodncts. The
1,000-passenger total capacity of the two passenger
ships could he increased considerably under
emergency conditions.
'I'll e 2,411 airfields in Brazil are fairly well
distributed and would be of considerable use in wide-
spread military operations. The 30 major fields used
by the Brazilian Air Force have a variety of aids such
as instrument landing systerns, area sury ^illance radar,
VIIF omni directional range, and approach control
toy:ers; they also have refueling, ncteorology, repair,
and cargo handling facilities. Airfields at Rio de
Janeiro and Camp,nas can support heavy bomber
operations; Augusto Severn, Brasilia, Campo Grande,
Guararapcs, Pinto Matins, and Val de Caes can
support operations of jet fighters and medium to
heavy bombers; and Campos dos Afonsos, Congonhas,
Cumbica, Gravatai, Ponta Pelada, Salgado Filho, and
Santa Cruz can support aircraft of 30,0(x) to 30,0(x)
pounds. In an emergency the civil airfleet could
significantly augment the Brazilian Air Force
transport capability. A special lit-it of the air force is
responsible for mobilizing civil aviation when the need
arises.
The improving telecom systcrn would provide major
support to military operations in the southern third of
the country and in the coastal area. In the interior,
unprotected open -wire lines, remote radio -relay sites,
and lack of alternate routes contribute to a high
vulnerability factor. Dense jungle and mountainous
terrain severely limit the usability of wireline facilities.
3
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C. Railroads (C)
The railroad network, the second largest in Latin
America, is far superior in both extent and condition to
the networks of all bordering countries except
Argentina. However, it consists of a number of systems
under different ownerships and having varying track
gages. In addition, the network is hampered by
uneconomic business practices and line locations.
Consequently, the .ietvork is barely adequate for
current needs.
Totaling 19,933 miles, the network consists
predominantly of meter -gage (3'3ie' lines plus it
limited mileage of 5'3" broad gage, standard gage (4'
8'.2 a and narrow gage less than 3'3 ";i'. Efforts are
being made to eliminate the few remaining miles of
the narrowest gages. Distribution of the route mileage
by gage is as follows:
Electrified lines total 1,621 miles and comprise,about
8% of the network. Power, which is drawn from the
public net, is primarily 3,000 -volt direct current, but
there is some 1,500 -volt and 600 -volt direct current.
All elect r,fication uses overhead catenary and chiefly
serves suburban areas of the large cities. The 455 miles
of double track and 133 miles of multiple track are
located primarily on electrified lines in the Santos, Sao
Paulo, and Rio de Janeiro areas. Because of terrain, a
section of line between Santos and Sao Paulo has
funicular and rack rail.
Most rail lines are located within a 300 -mile belt
paralleling the coastline. The greatest density is in the
southeast, and there are smaller concentrations in the
far south and northeast. The area served by the
railroads includes the major population centers and
extensive agricultural, livestock, and mining
industries. International connections consist of three
with Uruguay and one each with Argentina: and
Bolivia. Except for the single -gage connection with
Bolivia, all border crossings are made by short sections
of dual -gage track.
The network consists of 26 rail systems, all of which
arc ultimately responsible to the Ministry of
Transportation and Public Works through the
National Railroad Department (DNEF'). The 26
systems are owned, operated, or controlled by various
administrations. The Federal Railroad Nc,work, Inc.
(RFF'SA), a federal- governm!nt- controlled holding
i
company, controls 14 systems accounting for about
78% of the national route mileage. In 1968 the RFFSA
systems were incorporated into four regions and 14
divisions. The regions are as follows:
Northeast Regional System (SRN)
Centro, Regional System (SRC)
South Central Regional System (SRP,
Southern Regional System (SRS)
All divisions are operating except the fourteenth. Its
services were discontinued in early 1971 and all
equipment and personnel wer, transferred to Division
H.
The Sao Paulo State Railroad Corp. (FEPASA), a
state- government- controlled holding company,
controls six rail systems accounting for about 1750 of
the total route mileage. Created in 1971, FEPASA
incorporated the following systems:
Mogiana Railroad Company (CMEF
Paulista Railroad Company (CPEF
Araraquara Railroad (EFA
Campos do Jordao Railroad EFCJ
Sorocabana Railroad (EFS)
Sao Paulo and Minas Railroad (EFSPM
The remaining six system:,, accounting for 3 r of the
total route mileage and admini..'.ered by various
government enterprises or private firms, are as follows:
Amapa Railroad (EFAT'
Madeira M.more Railroad (EFMM
Perus- Firapora Railroad (EFPP
Tocantins Railroad (EFT)
Votorantim Railroad (EFV
Vitoria to Minas Railroad (EFVM)
Because of competition from a paralleling highway,
EFM M equipment is being shipped to Sao Paulo, and
the track is to be dismantled.
Despite major track improvements, much of the
meter -gage trackage is in only fair conditi(n.
Adequate for normal traffic, the trackage is not
suitable for handling the heavier axle loads at higher
speeds essential for efficient and profitable operation.
The broad -gage trackage, though relatively small in
extent, is in better condition. The standard -gage and
Icss than meter -gage trackage is in poor to fair
condition.
Track standards vary widely. Rail weights range
from 64 to 115 pounds )er yard on the broad gage,
from 40 to 115 pounds on the meter gage, and from 25
to 50 pounds on the gages narrower than 3'3 all
standard -gage rail weighs 90 pounds per yard. Most
rail is of the standard T- section type. Eventually, most
rail is to be welded, and welding plants are being
constricted and used. Ties are spaced from 1,710 to
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PERCENT
CAGE
ROUTE MILES
OF TOTAL
5
2,085
10.5
4'8%"
121
0.6
3
17,586
88.2
Less than 3'3%..
143
0.7
Electrified lines total 1,621 miles and comprise,about
8% of the network. Power, which is drawn from the
public net, is primarily 3,000 -volt direct current, but
there is some 1,500 -volt and 600 -volt direct current.
All elect r,fication uses overhead catenary and chiefly
serves suburban areas of the large cities. The 455 miles
of double track and 133 miles of multiple track are
located primarily on electrified lines in the Santos, Sao
Paulo, and Rio de Janeiro areas. Because of terrain, a
section of line between Santos and Sao Paulo has
funicular and rack rail.
Most rail lines are located within a 300 -mile belt
paralleling the coastline. The greatest density is in the
southeast, and there are smaller concentrations in the
far south and northeast. The area served by the
railroads includes the major population centers and
extensive agricultural, livestock, and mining
industries. International connections consist of three
with Uruguay and one each with Argentina: and
Bolivia. Except for the single -gage connection with
Bolivia, all border crossings are made by short sections
of dual -gage track.
The network consists of 26 rail systems, all of which
arc ultimately responsible to the Ministry of
Transportation and Public Works through the
National Railroad Department (DNEF'). The 26
systems are owned, operated, or controlled by various
administrations. The Federal Railroad Nc,work, Inc.
(RFF'SA), a federal- governm!nt- controlled holding
i
company, controls 14 systems accounting for about
78% of the national route mileage. In 1968 the RFFSA
systems were incorporated into four regions and 14
divisions. The regions are as follows:
Northeast Regional System (SRN)
Centro, Regional System (SRC)
South Central Regional System (SRP,
Southern Regional System (SRS)
All divisions are operating except the fourteenth. Its
services were discontinued in early 1971 and all
equipment and personnel wer, transferred to Division
H.
The Sao Paulo State Railroad Corp. (FEPASA), a
state- government- controlled holding company,
controls six rail systems accounting for about 1750 of
the total route mileage. Created in 1971, FEPASA
incorporated the following systems:
Mogiana Railroad Company (CMEF
Paulista Railroad Company (CPEF
Araraquara Railroad (EFA
Campos do Jordao Railroad EFCJ
Sorocabana Railroad (EFS)
Sao Paulo and Minas Railroad (EFSPM
The remaining six system:,, accounting for 3 r of the
total route mileage and admini..'.ered by various
government enterprises or private firms, are as follows:
Amapa Railroad (EFAT'
Madeira M.more Railroad (EFMM
Perus- Firapora Railroad (EFPP
Tocantins Railroad (EFT)
Votorantim Railroad (EFV
Vitoria to Minas Railroad (EFVM)
Because of competition from a paralleling highway,
EFM M equipment is being shipped to Sao Paulo, and
the track is to be dismantled.
Despite major track improvements, much of the
meter -gage trackage is in only fair conditi(n.
Adequate for normal traffic, the trackage is not
suitable for handling the heavier axle loads at higher
speeds essential for efficient and profitable operation.
The broad -gage trackage, though relatively small in
extent, is in better condition. The standard -gage and
Icss than meter -gage trackage is in poor to fair
condition.
Track standards vary widely. Rail weights range
from 64 to 115 pounds )er yard on the broad gage,
from 40 to 115 pounds on the meter gage, and from 25
to 50 pounds on the gages narrower than 3'3 all
standard -gage rail weighs 90 pounds per yard. Most
rail is of the standard T- section type. Eventually, most
rail is to be welded, and welding plants are being
constricted and used. Ties are spaced from 1,710 to
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M
3,170 per mile and are primarily of untreated native
hardwood or treated softsood. Steel and concrete ties
are used on some RFFSA. FEPASA, and private lines
and more are to he installed on new high-density lines.
RFFSA plans to build a concrete -tie plant in the State
of Pernambuco. Mane ties are in fair or substand rrd
condition, and ballast is generally poor because of
improper maintenance. Crushed stone is the most
widely nsed ball:,st and is usually 1�tid to a depth of 6
to 12 inches; other materials used are gravel, sand,
earth, and cinders. Maximum axleload limit., range
from 9 to 30 short tons. Except for 8S'i to 10.25(' grades
on the funicular and rack sections, the steepest grade is
4%. The minimum radius of curvature on mein lines is
164 feet. Many lines in the southeast extend from the
coastal area into the highlands and have numerous
sharp curves and steep grades.
The rail network has over 6,000 bridges (each 16
feet or more in length) and over 200 tunnels. A 6,595
foot concrete rail highway bridge over the Rio
Paraguay at Porto Esperanca is the longest bridge; the
longest tunnel, about 5 miles in length, is located
between Lajes and Vacaria in southern Brazil. Most
bridges are either of steel or reinforced concrete
construction, and tunnels are concrete lined.
Train movements are controlled primarily by the
manual block system, but the use of centralized traffic
control (CTC) and automatic block systems is
increasing, particularly in suburban areas of large
cities and on major new lines. C:omnrrmications are
primarily by telephove and telegraph; ho vever,
RFFSA is installing teletype on major lines.
Much of the rail network is located in mount:ainons
or hilly terrain which adversely affects operations.
Major natural traffic interruptions are floods,
washouts, and landslides. The many operating
problerrrs, all of which are being studied and
corrected, include: multiple, nonstandardized
administrations operating procedures, L-ac!< gages,
maintenance practices, and equipment; the lack of
mechanization; existence of uneconomic lines; and
poor track condition and alignment.
Because of recent purchases of motive power and
rolling stock from Eastern and Western Europe,
Japan, the United States, and domestic sources, the
equipment inventory has become more adequate.
Ruth archaic and ultramodern locomotives and rolling
stock are in operation, and condition ranges from poor
to excellent. Steam locomotives are quite old and are
being phased out of service under continning
dieselization and electrification programs. Because of
these programs, many diesel and electric locomotives
are less than 10 years old. Most track maintenance
machinery has been purchased in the last 15 _scars:
hog .-ever, most is not yet used effectively.
Brazil is one of five Latin American coi:ntries
producing rolling stock and one of three building
locomotives. Additional rolling stock and an
increasing number of locomotives are to be made in
Brazil. Freight cars are being exported to Bolivia and
U nrguay.
The 1970 equipment inventors_ for the entire rail
network was as follows:
Locomotives:
4,611
Steam
597
Diesel
1,508
Electric
246
Total
2.:51
Railcars
461
Passenger cars:
6,546
Coach
3,114
Pullman
280
Dining
193
Mail/Baggage
606
Miscellaneous
418
Total
4,611
Freight cars:
Box
27,454
Gondola
15,093
Flat
6,705
Stock
3,84
Miscellaneous
6,546
Total 59,382
Wood. coal, fuel oil, diesel oil, and electricity are
used for motive power. Only RFFSA locomotives Use
coal; RFFSA uses mainly electricity and diesel oil:
FEPASA, mainly electricity. Neary all coal and wood
::re obtained locally; some fuel oil and diesel oil
supplies are imported. Tho 1970 motive -power fuel
consumption was as follows:
RFFSA FEPASA OTHERS TOTAL
Wood (cu. yd.) 178,000 41,000 17,000 236,000
Coal short tons) 33,605 33,605
Fuel oil (short
tons) 84,423 862 85,285
Diesel oil (short
tons) 252,052 61,708 62,756 376,516
Electricity (1,000
kw. -hr.) 246,850 285,327 2,496 534,673
Not pertinent.
Water generaly is of excellent quality and the
supply is adequate. In some areas, such as the
northeast, seasonal drought conditions could affect the
availability of water. There are no water treatment
plants, but treatment compounds are nsed to a limited
extent.
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The most important of 15 major reps it facilities are
at Sao Paulo. Jundiai, Nauru, and Rio de Janeiro.
Loc�omot:ves and rolling stuck are repaired in all 15
shops, and maintenance is generally good. Most yard
facilities are adequate to handle the traffic. The new
hump yard at Sao Paulo has the track capacity to
accommodate over 2,000 cars. Adequate transloading
facilities are located at points where different gages
meet. In 1971, FEPASA inaugurated Brazils first
truck changing facility, at Porto Passagem.
Railroads are the principal long distance bulk
freight carrier, but their share of the country's total
freight movement is about 171 compared to 69% for
high %vat's and 14% for coastal maritime transport.
Most suburban passenger traffic is via rail. In 1970 the
rail lines carried a total of 83.6 million short tons of
freight and accounted for 21 billion short- ton miles.
During the same period over 332 million passengers
were carried and 7.7 billion passenger -miles were
produced. Suburban lines transported 83% of the rail
passengers. The general traffic pattern over the past
few years indicates that freight traffic is increasing
each year i.nd passenger traffic is decreasing. ]'he-
principal freight commodities hauled in 1970 were
iron, coal, cement, coffee, corn, steel, sugar, wheat,
gasoline, lumber, fertilizer, limestone, manganese,
diesel oil, slag, and fuel oil. "These commodities
represented over 80Sc of the total volume of freight -car
loadings; iron alone represented almost 46% of the
total volume. In 1971, RFFSA began containerized
freight shipments on a limited scale, and the line plans
major usage of cc-1tainers between Rio de Janeiro and
Sao Paulo. The regular rail shipment of automobiles
between Sao Paulo producers and Rio distributors also
began in 1971. An extensive Vitoria to Minas railroad
modernization p 1 jan. included installation of Brazil's
first automatic car identification system.
Railroad income has not kept puce with rising costs,
so the lines operate at a deficit, which is offset by
subsidies paid by federal and state governments. The
deficits, which are a l:irge drain on the federal
treasury, should decline because freight rates have
been increased each year. In 1967, revenue for all the
rail systems equalled about 49% of total expenditures,
in 1969 the figure was 7a3%, and in 1970 it was 56%.
The administrations are working to eliminate the
deficits by 1975.
Most n,,iroads ire overstaffed and sortie effort has
been made to reduee the number of employees.
Reductions totaled 15,000 between 1965 and 1967
and 11,500 between 1967 and V)69. Rail cnpliy-
ment totaled 169,714 in 1970. Brazil has no or-
ganized trade schools, but employees receive on-
6
tl,e -job training. In the past this has not produced
highly efficient and competent workers, and efficiency
and productivih are low. To ameliorate the situation,
a massive training program began in 1971. Most
employees belong to the National Federation of
Railroad Workers, which is affiliated with the
National Confederation of Land Transport Workers.
A 10 -year railroad plan 1967 -76) envisions eventnal
consolidation of all the railroads into one system ha I'd
on four trunk lines, which are to radiate from Brasilia
to the State of Rio Grande do Sul, to the State of Bahia
and the north. to Beiem, and to Cuiaba. The national
pattern is to he completed by 29 secondary trunk
routes and 52 interconnecting lines.
The rail network is undergoing considerable change
including discontinuing service on uneconomic lines;
standardizing operating and administrative proce-
dures, maintenance, equipment, and, eventualh, track
gages; mechanizing maintenance and freight
handling; reducing overstaffing; adopting realistic
freight rates and passenger fares; and applying
modern business techniques. Extensive track- renewal
projects provide for heavier loads, greater speeds, and
more trains per day. Included arc� line relocations to
achieve shorter distances, utilization of heavier rail,
reduction of sharp curves and steep grades, and
modernization and reequipment of facilities.
Important projects due for completion by 1980 are
FEPASA's merger, reorganizi.tion, expansion, and
eventual consolidation with RFFSA; completion of a
rail highway bridge (Figure 2) over t:e Rio San
Francisco between Propria and Porto Real do Colcgio
to connect the northeastern and southern rail regions;
completion of it R.io de Janeiro -Sao Paulo rapid transit
line, construction of it link betwe-ii Sao Paulo and
Belo Ilorizonte to provide direct access between Rio,
Belo Horizonte, Brasilia, Sao Paulo, and Rio;
completion. of a southern trunk line to provide direct
access between Rio Grande and Brasilia; completion
of it rack -rail line on the Santos- Jnndiai Division;
completion of the Agnas Claras- Sepe�tibi ore line;
fuder expansion of the Vitoria to Minas Railroad to
double track; and completion of a rail beltway around
Sao Paulo. Brazil is consulting with Paraguay
regarding construction of lines to connect the hvo
countries and with Bolivia regarding expansion of its
lines. Brazil may offer financing for these new lines.
Replacing old equipment and increasing inventories
are other important aspects of railroad improvement.
Current cgnipment orders include more than 1,230
locomotives, 12 trah, sets, 22 railcars, 8,750 freight
cars, and 110 passenger cars. Brazil is to produce 112
locomotives, 3,192 freight cars, and 58 passenger cars.
4
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1 01 @1�110 TOffm
Figure 3 lists selected characteristics of the major
router.
D. Highways (C)
Ilighwav transport handler about 69% of the total
freight moved. F lowever, bec�ausc of the� long (listances
and few alternative routes, the prvdoninculcc of
unsurfac�ed roads suitable only for light traffic, and
poor original construction of important highways, the
road network is inadegiucte for the growing needs of
the country.
The highway system is unevenly (list rihuted; nearly
75% of the road mileage is located within a 3(x) -mile
hell paralleling the coast from the border of Uruguay
to the Mouth of the Amazon River, and vast regions of
the interior have no roads. The road densit of Brazil,
O. I8 mile of road per square mile of area, compares
favorably with Argentina (0.12:1 and Venezuela
(0.098:1 Brazil has six highway connections with
Uruguay, our %with Argentina, an(I two %vilh Paraguav,
T
and construction projects underway are to provide one
cotulection with Bolivia and one with Peru.
The highway network of about 591,000 miles
consists of 32,(xx) miles of national highways, 75,000
Ill;"s of state highways. and 184,(x)0 miles of
pn,vincial roads. The 31,(x)0 miles of paved highways
consist principally of bituminous and hituminous-
treated surfaces. About 509 0' of the national system
and 18% of the state roads are paved; provincial roads
are predorninatel unsurfaced car;:i roads.
Surface %widths on national and state highways
range frotn IO to 50 feet. The standard width for
Paved highways is 23 feet, but some sections range
from 15 to 30 feet. Four -lane divided highways,
usually with 23- foot -wide surfaces on each roadway,
are located in the vicinities of Sao Paulo, Bio do
Janeiro, Belo Ilorizonte, and Porto Alegre. Divided
highways also connect Santos with Sao Paulo and Sc.o
1),11110 with Rio de Janeiro (Figure 4). The hose course
for bituminous and concrete surfaces is generally
M
i
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FIGURE 2. Rail systems of northeastern and southern Brazil will be connected by this 2,763
foot rail highway bridge over the Rio Seo Francisco between Propria and Porto Real
do Colegio (U /OU)

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Highway throug j rugged terrain between Sao Paulo and Santos
Four -lane highway between Sao Paulo and Rio de Janeiro
crushed stone and ranges in thickness from i to 2
inches. Shoulders am from 3 to 16 feet wide and are
usually gravel, stone, or earth: on some sections they
arc bihm;inous surface treated.
Brazilian highway design standards vary. A
minimum radius of c�orvatme of I(N) feel is permitted
on low -class roads in mountainous terrain, but a
1,870 -foot radius is moluired for high class roads in flat
terrain. Maxinnnn grades vary from 3`%b to 8/"(.
Construction standards are usually enforced for new
projects, especially those financed by international
lending agencies.
IN
FIGURE 4. Highways serving Sao Paulo (U/OU)
More than 55 of the highway bridges are
constructed of reinforced concrete, and most of the
remainder are of timber or masonry; there are very few
steel bridges. Conc�retc beam is the principal structural
type for spans 'of 100 feet and rider, and conciote
arches of the open spandrel hype are most commonly
used for longer bridges. Standard concrete highway
bridges are designed to support it column of 24 -ton
loads or it 3 -ton single load. Most bridges on federal
highways are in good condition. 'Timber bridges on
many roads throughout the country are in various
stages of deterioration.
1
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p 1
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The 20 tonnels on the highway system, which are
located near Ri de Janeiro and Sao Paulo, are
concrete lined, ventilated, and in fair to good
condition. The numerous fords are on state highways
and local roads or on pioneer federal highways. There
are about 500 ferry crossings.
Within the Ministry of Transportation and Public
Works a permanent government agency known as
Grupo de Estudas Para IntePracao de Politica de
Transports�G E I POT is responsible for planning and
advising the minister on national transport. Its duties
include coordinating and integrating transport policy
with the national economic and social plans.
The National Highway Department (DNER),
under the Ministry of 'Transportation and Public
Works, administers the national highway network.
Maintenance and construction are accomplished
through 20 district offices. In each state is a state
highway department (DER) responsible for its
highway network. Government policy is to transfer
maintenance and construction functions gradually
from DNER to the DER's, thus enabling DNER to
concentrate on planning and overall supervision.
Maintenance operations are performed by the
oational and state highway department personnel and
by contract. Most construction projects are
accomplished by private contractors, but sonic is done
by army engineers, especially in remote areas.
I lighway construction and maintenance operations
are hampered by heavy rains which cause floods,
landslides, and cave -ins, sometimes necessitating
extensive repairs. Terrain obstacles include the
precipitous coastal escarpment, rugged highlands,
deeply dissected plateaus, vast marshes, tangles, and
dense forest. A shortage of modern equipment for
mechanized road operations is being alleviated
through loans and planning.
There are adequate domestic supplies of portland
cement, sione, gravel, timber, and asphalt. However,
much of this material roust he transported great
distances. Sonic steel and it few types of construction
e(joiprrlent are produced do nestically, but most
equipment is imported from 11w United States,
Western Europe, and Japan. Imports include dump
trucks, graders, bulldozers, compaction machines, and
asphalt mixers and spreaders.
Large increases in transport volumes, both in
passenger and freight, have resulted in pressures to
improve and extend the highway network. The basis
for all highway development k the 25 -vear National
Transport Plan, adopted in 1965 and updated
periodically. DNER continually reviews the program
to ensure that established priorities are currently valid.
Revenues from road -user taxes cover about 70% of the
cost of construction, maintenance, and administra-
tion; the remainder is borrowed from international
financing organizations.
Among the more important projects are the Central
West Development Program and the Program for the
Sao Francisco Valley. The Central -West Development
Program encompasses the States of Mato Grosso and
Goias and calls for building 1,(M miles of basic roads
and paving 1,300 miles more in a region which has a
huge economic potential and occupies all important
area for agricultural expansion. The Sao Francisco
Valley program calls for building 1,M0 miles of basic
roads and paving another 1,000, thus assuring this
area of more favorable conditions for producing and
circul :aing its wealth.
In addition to these first- priority projects,
reconstruction and improvement are nearing
completion on two major north -south highways, both
of which are over 2.M0 miles in length. The inland
route connects Jaguaribe, on the Uruguay border, to
Fortaleza, in the northeastern State of Ceara. The
other route runs along the coast and links Osorio, in
Rio Grande do Sul, to Natal, in Rio Grande do Norte.
Both reads interconnect Brazil *s major cities
The highway plan for development of the Amazon
calls for constructing, by 1974, sonic 10,M0 miles of
roads, 2,200 of which will be paved. The most
spectacular of these projects is the Trans- Amazonian
Ifighway being constructed from Joao Pessoa and
Recife oil the Atlantic coast to the Peru border. Major
projects scheduled for completion by 1975 include
improving the road from Brasilia to Porto Velliv via
Cuiaba; surfacing t:.e newly completed road from
Manaus to Porto Velno, building a road from
Santarem to Cuiaba; and paving the road from Belem
to Brasilia.
"Traffic is interrupted on highways in hilly and
mountainous eastern Brazil by landslides, rockslides,
and washouts, and in the rest of the country by the
effects of flooding during heavy rainfall, which occurs
generally from September through May for most of
the country. Earth roads are often impassable during
the rainy se. In some locations on federal
highways, and more commonly on state highways and
local roads, use of fords and ferries is restricted. 'Traffic
flow is impeded on secondary and tertiary roads by
narrow timber bridges, and in hilt� and mountainous
regions by steep grades and sharp curves.
13
i
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Highway transport firms are privateiy owned, and
most freight and passenger operations arc performed
by one vehicle owners. A great amount of trucking is
accomplished by farmers, ranchers, manufacturers,
and service industries. Several large bus companies
operate in the larger metropolitan areas, and
numerous small lines serve the smaller towns.
Users arc free to select the mode of transport which
hest suits their requirements. Entry into the interstate
road transport industry requires DNER approval, but
granting of licenses is almost automatic. Intrastate
trucking operations are licensed by the DER's in the
same way. Bus companies must apply it, DNER or to
DER's, prove p blic need, and file tariffs and
timetables for e.-h route.
Highway frei traffic grew by about I I% each
year during the sixties and increased its share of the
total fr(!i,.ht movement from 62 in 1961 to 69% in
1970. For ci., same period the highway share of
passenger traffic rose from 74% to 91 The pr ncipal
goods hauled are coffee, farm produce, processed
foods, and lumber. In addition, large quantities of
other building materials and machinery are moved
along the highways.
u 1970 the inventory of 3,451,0(x) vehicles
consisted of 2,694,0(x) passenger cars, 59,000 buses,
and 698,(x)) trucks, including pickups and vans.
Vehicle production is gwwing at the rate of 201 a
year. Over .500,0)0 vehicles were produced in 1971,
and a capacity of 1 million vehicles per year is
expected to he achieved by 1975. Brazil is self
sufficient in the production of passenger cars. Trucks,
buses, construction machinery, and spare parts arc alro
produced, but some are also imported.
Figure 5 lists characteristics of selected highways.
E. Inland waterways (C)
Brazil's major inland waterways are the Amazon,
the Rio Sao Fr:,ncisco, the Lagoa dos Palos, the Rio
Parana, the Rio Paraguay, and the Uruguay. With
their tributaries they arc navigable for it total of about
310)0 miles and provide the principal surface routes
of transportation and communication through
extensive sparsely settled and generally undeveloped
of otherwise inaccessible sections of the country. 'fhc
principal commodities shipped are timber, nuts, eocoa
beans, mate, bituminous coal, and various mineral
ores. Tiends point to increased utilization of the
waterways as arteries of freight and passenger
transportation in "ie future.
The inland waterways may be divided geograph-
ically into the following general groups:
Northwestern group:
Rio Araguari
Rio Madeira
Amazon
'Jo Purus
Rio Negro
Rio Tocantins
Northeastern coastal group:
Rio Para
Rio Itapicuru
Rio Curupi
Rio Parnaiba
Rio Turiacu
Rio Acu
Rio Mearim
Rio Paraiba
Eastern group:
Rio Sao Francisco
Rio Mucuri
Rio Paraguacu
Rio Doce
Rio Pardo
Rio Paraiba do Sul
Rio Jequitinhonha
Southeastern coastal group:
Rio Itajai
Rio Jaguar -io
Lagoa dos Patos -Rio Cuaiba
Rio Iguacu
Rio Jacui
Rio Tiete
Lagoa Mirim -Canal de Sao Goncaln
Southern and Southwestern groups:
Rio de la Plata
Rio Parana
Uruguay
Rio Paraguay
The Amazon River system, with its tributaries,
provides Brazil with over 20,000 miles of seasonally
navigable waterways; standard oceangoing cargo
vessels ascend to the port of Manaus on the. Rio Negro,
about 1,100 miles from the Atlantic mouth.
Significant among the national government's plans for
Amazon Basin development is a project to expand
Santarem into a deepwater port. Santarem lies at the
junction of the Amazon and the Rio Tapajos and is the
starting point of it transjungle. highway to Cuiaha,
about 1,000 miles southward, on a Rio Paraguay
tributary.
Of the northeastern coastal waterways, the Rio
Parnaiba, potentially the most important, has the
longest extent of navigability, about 680 miles.
Navigation locks under construction at the Boa
Esperanca hydroelectric (lain will increase the
navigability of the Rio Parnaiba and facilitate
transportation to the central and eastern parts of the
country. Navigability of the other streams in the
northeast area varies from 1 I miles to 3(x) miles.
in the eastern area, the Rio Sao Francisco is
navigable for about 1,(x)0 miles, serving a valley of
several hundred thousand square miles; portions
totaling about 800 miles are being dredged and
regulated to eliminate shallow;, waterfalls, and rapids.
A new river port is planned at Pirapora, in the State of
Minas Gerais, near the headwaters of the Rio Sao
Francisco where it approaches the Pan American
Highway leading into the new Brazilian capital of
Brasilia. M+tst of the other eastern waterways are short,
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swift- flawing streams with navigability ranging from
.30 to 73 mires.
The most important and most developed waterway
in Brazil is the 166 -mile -long Lagoa dos Patos -Rio
Guaiha in the southe astern part of the country; it
carries it greater volu ne of traffic than any other
waterway. With the ocean ports of Porto Alegre and
Rio Grande at the northern and southern ends of
Lagoa dos Patos, respectively, this waterway provides
an outlet for the rich wheat- and cattle producing
region known as the "bread basket" of Brazil. Lagoa
Mirim -Canal Sao Goncalo, with 158 miles of
navigability, serves both Brazil and Uruguay. The
other streams in the southeast have from 17 miles to
about -W) miles of navigability. The Rio Guaiba has
been improved with dams and locks and accom-
modates large river steamers for a distance of 177
miles. The Rio Tieto and the Rio Jacui are under
extensive development. A project has been undert;Aen
to connect the Rin Ibicui, a tributary of the Uruguay,
%%ith the Rio Jacui by means of a 95 mile -long canal,
providing the State of Rio Grande coo Sul with an east
%v -st waterway.
In southern and southwestern Brazil, the Rio de la
Plata system is dominant. The Urugstay and its
tributaries provide about 1,2.. i0 miles of navigable
routes; its upper reaches farm most of the boundary
between Brazil and Argeetina. 'I'll(- Uruguay is
navigable most of the year for about 700 miles within
Brazilian territory where it is utilized in the transport
of agricultural products to railroad centers along the
river and in the rafting of timber downstream.
'I'll( Rio Parana, main arter\, of the trio do la Plata
system. farms part of the boundary between southeast
Paraguay and Brazil. The upne�r third of the Parana,
known as the Alta Parana, lies mostly within Brazil;
two sections, roughly 80 miles and 300 mile:, long, are
navigable. The nonnavigable portion between these
two sections includes Salto das Sete Quodas, giant
waterfalls at Guaira an the Paraguay border.
Waterborne operations an tl.c lower 80 -mile section
are made difficult by ;tumorous rapids and dangerous
whirlpools. Navigation lacks are tinder construction on
the Alta Parana. The chief cargo carried on the
Brazilian portion of the Rio Parana consists of forest
products and verba state.
The Brazilian section of the Rio Paraguay farms part
of the harder with Be.livia and is navigable for over
600 ,nil ^s except during the low water period, from
November to Fcbrtary. Corumba, on the Rio
Paraguay just across from the extreme southeastern
part of Bolivia, lies about 1.50 miles npstream from the
Paraguay border. The center of mast of the area's
1 6
commercial activih, Corumba is concerned with the
transport of agricultur and mineral products and
general merchandise in domestic and international
trade. The Rio Paraguay also serves as an outlet for
Bolivian products. Ladario, roughly 20 miles cast
southeast of Corumba, is the site of a small naval
installation where the Mato Grosso Flotilla is based. A
drvdock here is operational only in the rainy season.
Of the major inland waterways, the southeastern
group carries about 65% of the cargo volume and the
Amazonian group almost 20
The Naterways of Brazil are navigable by a va,iet
of craft. Many of the streams entering the Atlantic are
capable of carrying standard ocean -type cargo vessels
considerable distances inland. Manaus, Belem, and
Sao Luis are served by such vessels as are the coastal
ports of Rio Grande and Pelotas in southern Brazil.
Coastal -type vessels navigate throughout the lower
reaches of most coastal streams entering the Atlantic
Ocean directly and on the upper reaches of the
Amazon and the Rio de la Plata systems. River craft
utilize the middle and upper reaches of most
navigable streams in Brazil. Small native craft ply the
upper reaches of the coastal streams as well its the
tributaries of the Amazon, the Rio Sao Francisco, and
the Rio do la Plata systems.
Navigation is interrupted by silting, rapids, falls,
and floating deiris. Sandbars and other obstructions
formed by sediment and debris during high water
often interrupt or limit navigation when flood waters
recede. Rapids constitute seasonal interruptions it;
mail\ of the waterways and permit only sectional
navigation in others.
Structure on the inland waterways include hridgws,
overhead and submarine cables, navigation locks, and
an increasing number of dams. Most new dams
include plans for u.a6gation locks. 'There are about 80
bridges over the avigable waterways, probably the
most important being the international highway
stfu-v :irre over the Rio Parana at Foz do Iguacu
betweet Brazil and Paraguay.
'The more than 700 ports and landings situated on
the inland waterway, range fr nt maritime ports to
small landings at villages in remote interior areas.
Craft operating on the waterways include a large
portion of the Brazilian merchant marine, privately
owned river craft, and foreign -flag vessels operating in
Brazil. A greater volume of cargo is handled by
privately owned nonsubsidized companies than by the
large federally controlled river services. The principal
river service in the Amazon Basin is provided by the
federally subsidized Navigation Services of the
Amazonian Region and Administration of the Port of
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0
Para (Belem), which has _u fleet of ovvi' 100 units,
including modern cargo- passenger vessels, paddle-
wheel steamers, tugs, harges, and launches. The Rio
Sao Francisco fleet includes 15 river steamers, about
50 diesel u. red harges, numerous manually
propelled barges, and a number of cargo vessels of 20
t" 30 tons ,-arrwing capacity. On the Lagoa dos Patos
system, 20 companies provide service, including nine
that have it combined fleet of over 100 craft that
operate on the Rio Taquari and Rio Jacui. Service on
the Rio Paraguay is provided by the government
subsidized Navigation Service of the Prata Basin,
which has a fleet of tugs, barges, river steamers, and
other miscellaneous craft. Many of the craft are
obsolete, and the fleet is generally inadequate. Coastal
vessels also operate on the inland waterways, chiefly
on the Amazon and Lagoa dos Patos systems.
A Presidential Decree of 1966 placed control of the
inland waterways under the National Department of
Ports and Navigable Routes (DNPVN), at dependency
of the Ministry of Transportation and Public Works.
The DNPVN has two groups concerned with
waterways, the Directorate of Navigable Routes and
the National Institute of Water Routes Investigations.
Regional Directors ac�t as field representatives for the
National Director.
Developmental policy for inland waterways
originates from the Ministry of Transportation and
Public Works. Numerous federal and state imp:ove-
nent programs that have been implemented in
canalizing important streares; rehabilitating ports,
some of which art to have sl�ecialized terminals for
handling regional ago:�ultural and mineral produce;
expanding shipyards and ship repair centers; and
replacing antiquated river -fleet units with modern
craft.
The port of Santarem, situated at the junction of the
Amazon and the Rio Tapajos, has received it huge sum
to he used in constructing piers for deep -draft vessels.
In northeast Brazil, a dam and hydroelectric plant
were constructed at Barragem de Boa Esperanca on
the Rio Parnaiba; locks at the site are to be completed
in 1973. In eastern Brazil a $55 million regularization
project was begun in February 1972 on the Ric Sao
Francisco; emphasis is on its middle 280 -mile sector in
the State of Minas Gerais. In southeast Brazil the Rio
Tictc, Rio Taquari, and iiio Jacui are the targets of
major improvernents. Developments on the Rio Tiete,
which is now being dredged, consist of a dam and
navigation locks at Bariri and Barra Bonita, cotpleted
since 1970; a dam under construction at Promissao
(plans for navigation lock, are under study); and a
dam at Ihitinga where .vork on navigation locks nears
completion. The Bariri locks opened 125 additional
miles of navigation in this system. The Rio Taquari is
being dredged to permit barges with 10 -foot draft to
navigate as far as Porto Mariaute, a wheat and soya
bean productio,, center about 64 miles upstream from
Porto Alegre; navigation locks are under construction
at the Bonn Retiro do Sul dam on the Rio Taquari.
Two locked dams adjoining hydroelectric plants have
been completed on the Rio Jacui, and a dam -lock
installation has been projected for construction at
Santo Amato do Sul on the same stream. These three
installations will increase Rio Jacui navigability to 150
miles upstream from Porto Alegre.
An cast -west waterway for the State of Rio Grande
do Sul, connecting the Rio Ibicui, tributary of the
Uruguay, with the Rio Jacui by means of a 95 -mile-
long canal, is in the final planning stage.
In southwest Brazil navigation locks arc under
construction at the hydroelectric plant dam near jupia
on the Rio Parana; when the dam and -I- million-
kilowatt hydroelectric plant at Promissao. some 30
miles upstream from jupia, are completed in 1973,
navigation locks are to be installed, making the Rio
Parana navigable in Brazil for almost 450 miles. Work
being done on the Rio Parana and Rio Ticte are to
create it navigable waterway of about 870 miles
betvee�) Salto das Sete Quedas at Guaira on the Rio
Parana and Sao Paulo on the Rio Tiete. Studies arc� in
progress to develop the northwestern and northeastern
rivers to coordinate traffic with the major highs:�ays
connecting commercial and industrial (-enters with
remote regions.
Characteristics of principal inland waterways are
given in Figure 6.
LMA
19
F. Pipelines (C)
The pipeline systems of Brazil are confin to the
highly industrialized centers and the oil producing
areas mar the Atlantic seaboard. Control is exercised
by the government through its petroleum monopoly,
PF.TROBRAS, Petroleo Brasileiro �and the Sao Paulo
state -owned Sati'tos- jundiai Railway Company. Since
industrial growth has been a recent phenomenon, the
petroleum facilities are relatively new and rapidly
expanding.
About 65% of BraJlian crude oil requirement is
imported; the remaining 351 is produced front
domestic oilfields, primarily in the state of Bahia. 0:1
discoveries in the States of Sergipe and Maranhao,
though encouraging, are expected to do little more
than keep abreast of increasing domestic needs.
Because of the great distances between the oilfields
IN
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and the processing centers, there is double handling of
crude by pipelines and tankers.
Crude -oil pipelines are utilized for transporting
crude oil from domestic fields to export marine
terminals and from import marine terminals to
refineries in industrialized areas. The products
pipelines are used for transport of imported and locally
refined producte. There are 1,087 miles of pipelines in
operation; 773 miles are used for crude oil, 290 miles
for refined products, and 24 miles for natura, gas.
In the State of Bahia 144 miles of crude -oil and 24
miles of natural -gas pipelines connect the oilfields
with each other and with the marine terminal at
Madre de Deus and the Mataripe refinery. Production
in the Bahia area is about 140,000 barrels a day. The
refinery has a crude distillation capacity of 45,000
barrels, leaving 95,000 barrels a day for shipment to
other parts of the country.
The first pipeline and marine oil terminal in the
State of Sergipe was inaugurated in December 1966.
This 30 -mile pipeline taps the Carmopolis oilfield
(about 18 miles north of the port of Aracaju) and adds
a minimum of 16,(M barrels day to Brazils crude
oil production. Long -term expansion to IW,000
barrels a day is planned for the area.
The state of 'iao Paulo, Brazil's largest industrialized
area, imports all of its petrolenrn products through
marine terminals at Santos and Sat) Sehastiao. (:rude
oil is delivered to for refineries Ly 277 miles of
pipeline; refined products are distributed by an
additional 187 miles of pipeline.
The longest single pipeline in Brazil covers a
distance of 227 miles between Rio de Janeiro and Iltrlo
Horizonte. This line, which formerly transported
refined products from the Duque de (:axial refinery in
Rio de Janeiro, has been converted to transport crude
oil from the Rio de Janeiro marine terminal to the new
Gabriel Passos refinery in Horizonte. A 91 -mile
pipeline carries fuel oil to the important industrial area
of Volta Redonda and to the marine terminal of Santa
Cruz. An additional 48 miles of crude -oil and products
pipelines also connect the refinery in Rio de Ja�oeiro
with local port facilities and POI, storage termii�
The only gas pipelines in the country are those in
the state of Bahia, where the gas is probably being
injected into the Candeias oilfield to increase oil
production.
Details of principal pipelines are given in Figure 7.
G. Ports (C)
Brazil has six major ports and 25 significant minor
ports. Hio de Janeiro and Santos (Figure 8), both on
the southeastern Atl"ntic coast, are the principal
ME
i
maritime centers. The other four major ports are
Reci.e, Salvador, Porto Alegre, and Rio Grande. Four
of the significant minor ports, Belem, Sao Luis,
Fortaleza, and Areia Branca, are on the less pol a ated
north coast. Manaus, almost 1,1(X) miles upstream
from the m of the 1mazon River, is the trading
center for a vast hinterland and exports rubber and
other agricultural products and receive, general cargo
for distribution through a flourishing international
free zone. On the more denser populated east coast
are the following significant minor ports:
Natal
Ilheus
Paranagua
Cabedelo
Tubarao
Itajai
Maceio
Vitoria
Florianapolis
Aracaju
Angra dos Reis
Tramandai
Aratu
Sao Sebastiao
Characteristics of the minor ports are consistent
with the type of commodity produced and the imports
needed in the respective areas. Belem, the most
important commercial port on the north coast and
headquarters of the Fourth Naval District, export
rubber, cacao, timber, and hides. Belem yards have
two large floating drydocks and four marine railways
and perform major hull and routine machinery repairs
tc, naval and merchant ships. Most of the port
activities at Fortaleza have been transferred recently
to nearby Mucuripe from which cotton, ores, and salt
are shipped. Arcia Branca is being converted into a
salt- distrihution port because of its proximity to large
salt flats. Natal ships salt, cotton, sugar, and ore; the
floating dr dock at the naval base repairs ships up to
2,(XX) tons. Cahedelo's principal shipments are sisal,
sugar, and cotton. At Maccio a sugar terminal under
construction has alongside depths suitable for large
oceangoing vessels. Aracaju is undergoing dredging
and extension of berthing space. Aratu, about 1:3 miles
north of the major port of Salvador, is the site of new
industrial plants and a naval base, which has the
second largest drydock in Brazil. Ilheos is Brazil's
leading cacao export port. The new p(irt of Tubarao,
owned and operated by a large mining company and
completed in 1966, is designed especially for the
shipment of iron ore and the receipt of coal; in 1970 it
shipped over 22 million tons of iron ore, and the
expansion of port facilities continues with the
construction of an additional ore berth at depths
suitable for vessels of 4(N),(XX) d.%% Vitoria has
become a general -cargo and grain handling port since
most of its ore handling operations have been
transferred to Tubarao. Angra dos Reis, about 75 miles
south of Rio de Janeiro and site of the large Verolme
shipyard, ships coffee, bananas, and rum and receives
wheat, coal, and salt. The petroleum terminal built by
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PETROBRAS at Sao Sebastiao accommodates
150,100 -ton tankers, and expansion is nearing
completion to handle 300,000 -ton supertankers; the
port supplies crude petroleum to three large refineries
in the Stat- of Sao Paulo. Paranagua ranks just beiow
Santos in the shipment of coffee and receives large
quantities of wheat, petroleum, and cement; a
container terminal is under construction. Itaiai is a
commercial center for industrial interests in �nd, its
principal exports are tobacco, rice, timber, and
marble. Florianapo!is, he;:dquarters of the Fifth Naval
District, is decrea-mig in in ?ortance as a commercial
seal::,-!. Tramandai, a new pC I N-�)leum terminal owned
and operated by r!!0ftR As 1 ca p a bl e of mooring
200,000 -ton tankers ;,ringing crude oil to refineries
located inland.
Maritime ports are vital to the Brazilian economy
because of the marked ccicentration of agricultural,
mining, and industrial activities in or near the coastal
areas. Coastwise shipping accounts for a large volume
of maritime traffic. Crude petroleum, petroleum
products, and wheat composed the bulk of coastwise
cargo handled in the period 1962 through 1970.
Coastwise traffic, concerned principally with the
export of coffee, iron ore, sugar, cacao, and cotton and
the import of crude petroleum and petroleum
products, machinery, wheat, fertilizeus, chemicals, "nd
pharmaceutical products, more than tripled in 1970.
Movement of cargo through Brazilian ports
increased about 6% in 1969 and 12% more in 1970.
The greatest increases were in the ports of Vitoria,
Tubarao, Maceio, Recife., and Paranagua.
A national program of port expansion and
roodernization, in progress since 1964, calls for
co,istructing new piers and wharves, dredging
channels and harbors, acquiring cargo handling
equipment and harbor craft, and constructing
warehouse and containerization facilities. Almost all
Brazilian t arts have benefitted from this program.
Brazil has 10 principal shipyards and numerous
boatyards. Six of the principal yards, including the
Japanese Brazilian yard, ishikawajima (ishibrrs), are
in the Rio de j�uueiro area. Under construction by
Ishibras and scheduled for completion in 197: is a new
drydock capable of Bolding ships up to 400,(X); tons.
The principal naval base at Rio ,l, jams ;re. iias
extensive shipbuilding and ship repair facilities. The
Dutch Brazilian yard, Ve lme do Brasil, which has
two shipbuilding (locks, is hik;uted at the port of Angra
dos Reis; in 1971 it dcliverea a 53,5(X)- d.w.t. bulk
cargo carrier, the largest ship",!ever built in South
America. One of the largest drydo'';s in Brazil is at the
naval base in Aratu.
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Brazilian ports are administered by the National
Department of Ports and Navigable Routes (DNPVN)
under the Ministry of Transportation and Public
Works; authority, however, is delegated in varinu
ways. The port of Rio de Janeiro is administered by the
federal government through a special port agency; i 1
ports, including Recife, Porto Alegre, and Rio Grande,
are administered by state concessions; three ports,
including Salvador and Santos, are administered by
private "dock company' concessions; five ports,
including Manaus, are under direct control of the
DNPVN; two, Aracaju and Maccio, are tinder it
combination of the DNPVN and the respective state
governments; and two, Fortaleza and Belem, are
under "mixed economy societies.' Special petroleum,
iron -ore, coal, and fertilizer terminals are administered
by owner companies. A large dredging company
(Companhia Brasileira de Dragagem) owned and
operated by the DNPVN renders service to numerous
ports, as required. Administration of the various ports
is subject to change as new needs arise.
Ports are being improved in direct ratio to the
accelerated industrial a -d commercial growth of the
country and as a result of recent studies showing that
some facilities were unable to handle international
and domestic trade adequately.
Details of the major ports are given in Figure 9.
H. Merchant marine (C)
Few countries dl ,end so heavilv on waterborne
shipping, both foreign ai:a domestic, as does Brazil. A
long coastline, i, conccntrai:oti of population and
economic activity Ionj the se.A area, and
inadequately developed land tra: sport have
stimulated development of a necessary, extensive, and
increasingly efficient maritime syst
Most coastal shipp �ng is handled 6 Brazilian-flag
ships operating in liner (scheduled) seq. ice. In 1960
the cargo in this traffic amounted to 7.86 million
metric tons, by 1970 the volume had incr(�,sed to
14.29 million metric tons. The rise was due to a great
increase in coastwise carriage of oil and ore, which
more than offset a drop in the volume of general cargo
carried. Coastal service continues to be vital to the five
northern States of Para, Maranhao, Piaui, Ceara, and
Rio Grande do Norte and important to the central
region and to Rio Grande do Sul in the south.
However, it is doubtful that the former volume of
general trade, which had been lost through
inefficiency and erratic sailing schedules, can ever be
completely regained. The two main streanes of enastal
23

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Rio de Janeiro, including naval base at upper right
i FIGURE 8. Rio de Janeiro and Santos, major ports (U /OU)
's
t
t
traffic are form the soulhern states to the central partners are the United Slates, 1Vcsl Germany, the
1 wl� loo and from the north and northeast states to the United Kingdo n, Italy, the Netherlands, Argentina,
c1 i!lr, ;l region. and Venezuela. In 1970, Brazilian flag ships carried
Brazi'i�ui foreign Iracic, \%hick is preponderantly 10.4 'f, by Volume, of Brazils exports and 20.ff by
seaborne, aa;;�owlcd in 1971 to a total Value of abo.t volrune, of her imports. Brazilian conpanies,
t1S$2.9(N) billion \louts (principally coffee, cocoa, operating with chartered foreign -flag ships as Nell as
scg.:r, iron ore, and nianrrfaclires) and their own vessels, accounted for 21.75 of the volume
l!S$3.2. billion in impon.. lor.neipalk, pelrolvinn, of Brazilian exports and 56.5Sil of the volume of her
F
heat machinery, and dwinic,;' klajor trading imports. I reight charges on these cargoes returned
2.1
i
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ern is i�n ra&ro
6
C
l'S$251 million to Brazil and mr paved coffee exports
and tli(� mining of iron ore ns it national source of
income, according to an :umounc(nicnl h% 1iu�
Minister of �I ransp ortalion and I'uhlic Works.
Ilomwer, the c�ontinoing need to charter foreign
tonnage to sultltlenn�nt Brazilian shill in their scorld-
%%ide ,ervice ccas ako cited as c�ontrihnling as much :n
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27
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M C
a
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27
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In Jule 1972. the Brazilian merchar fleet consisted
of 21:3 ships of LOM gross register tons (g.r.t.) and
over, totaling 1.609,602 g.r.t. or 2.363.393 deadweight
tons (d.w.t.), as follows:
TYPE
No.
G.R.T.
D.W.T.
Dry cargo
133
694,292
929,088
Tanker
42
542,177
881,696
Naval tanker*
3
8,867
13,855
Bulk cargo
18
183,273
285,916
Combination tanker /ore
Diesel
168
carrier
2
121,220
210,839
Refrigerator
6
21,288
21,985
Liquefied -gas carrier
5
15,277
11,444
Passenger
2
20,894
6,970
Combination passenger/
cargo
2
2,314
1,600
213 1,609,602 2,363,393
*Known to be used commercially.
Among the merchant fleets of South America, the
Brazilian fleet is both the largest and the most modern.
The largest ship in the fleet is it 116,195- d.w.t. tanker
Figure 10). Additional characteristics are p, ven in the
following tabulation:
Fleet oxvnership is divided among 41 government
and private beneficial owners (entities assuming profit
or loss from operations). The largest of these is the
Government of Brazil, which owns and operates 91
ships under five semiautonomous entities known as
autarquias. Aside from the government, only eight
owners have more than four ships. 'these owners and
the government operate 92gi of the total fleet
deadweight tonnage, and the remaining 8% is
distributed among:35owners. Four private owners and
two government arttarquia.s each operate more than
100.000 d.w.t. of shipping. The largest of these,
28
PETROBRAS, provides 96Si of the fleets total tanker
deadweight tonnage through its operating arm, Frota
Nacional de Petroleiros� FRONAPE which owns and
operates 8511258 d.w.t. Two small Brazilian -flag
tankers, each under 1,500 d.w.t. are foreign owned.
one by the Shell -Royal Dutch Group of Londo and
the other by Standard Oil of New Jersey. Two ships are
registered under the Liberian flag.
In January 1971, in addition to merchant ships of
1,000 g.r.t. and over, there were about 90 merchant
ships between jW, g.r.t. and 999 g.r.t., totaling36,000
g.r.t. Of these. about 80 are dry cargo ships, most
operating in the coastal and river trade. In 1971,
Brazil's fishing fleet consisted of more than 300 vessels,
including about 25 oce ingoing ships between 100 and
400 g.r.t. and totaling about 5,000 g.r.t.
The Brazilian merchant marine program has long
supported the modernization and expansion of a
chronically aged and inefficient merchant fleet. This
program, pursued sporadically since long before
World War h, was stepped up at the wars end
with the acquisition by the government of 20
oceangoing freighters and 12 CI- M -A \'1 type U.S.-
built coastal freighters. It was further implemented in
1956 with the addition of 12 more of the same type
coastal vessels. In the intervening period, PETRO-
BRAS and FRONAPE began operations with a fleet of
about 20 tankers and four river vessels. however, the
combined efforts of government and private capital
were not sufficient to sustain the growth of the fleet
through new acquisition or to renovate the man\� older
units then in operation. In response to a critical need
for financing, and in order to diminish the outward
flow of foreign exchange due to Brazilian cargo being
carried in foreign ships, it fund and tax plan ryas
promulgated in 1958.
The fund for merchant fleet renovation and
expansion was tied closely to it strong plan for
improving the domestic shipbuilding and repair
industry. Government loans administered through the
Merchant Marine Commission (CMM) from the
Merchant Marine Fund (FM111 )and for up to SYC' of
it ship's price are made available to offset the
difference in construction cost between Brazilian and
foreign yards. The FM h1 has been made partially self
sustaining by imposition of the Renovation Tax for the
Merchant Marine, also promulgated in 1956 as it part
of the FMM. This tax consists of it charge of 20ff'
against cargo owners on freight receipts generated
both in international and coastwke trade. Money
from the tax is deposited with the National Bank of
Brazil and is earmarked for parc�hasiog, building, and
modernizing ships.
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1 ERCEN r of
Size (d.w.t.):
D.W.T.
A.� (years):
133
Under 10
65
10 to 19
23
20 and over
12
Fleet oxvnership is divided among 41 government
and private beneficial owners (entities assuming profit
or loss from operations). The largest of these is the
Government of Brazil, which owns and operates 91
ships under five semiautonomous entities known as
autarquias. Aside from the government, only eight
owners have more than four ships. 'these owners and
the government operate 92gi of the total fleet
deadweight tonnage, and the remaining 8% is
distributed among:35owners. Four private owners and
two government arttarquia.s each operate more than
100.000 d.w.t. of shipping. The largest of these,
28
PETROBRAS, provides 96Si of the fleets total tanker
deadweight tonnage through its operating arm, Frota
Nacional de Petroleiros� FRONAPE which owns and
operates 8511258 d.w.t. Two small Brazilian -flag
tankers, each under 1,500 d.w.t. are foreign owned.
one by the Shell -Royal Dutch Group of Londo and
the other by Standard Oil of New Jersey. Two ships are
registered under the Liberian flag.
In January 1971, in addition to merchant ships of
1,000 g.r.t. and over, there were about 90 merchant
ships between jW, g.r.t. and 999 g.r.t., totaling36,000
g.r.t. Of these. about 80 are dry cargo ships, most
operating in the coastal and river trade. In 1971,
Brazil's fishing fleet consisted of more than 300 vessels,
including about 25 oce ingoing ships between 100 and
400 g.r.t. and totaling about 5,000 g.r.t.
The Brazilian merchant marine program has long
supported the modernization and expansion of a
chronically aged and inefficient merchant fleet. This
program, pursued sporadically since long before
World War h, was stepped up at the wars end
with the acquisition by the government of 20
oceangoing freighters and 12 CI- M -A \'1 type U.S.-
built coastal freighters. It was further implemented in
1956 with the addition of 12 more of the same type
coastal vessels. In the intervening period, PETRO-
BRAS and FRONAPE began operations with a fleet of
about 20 tankers and four river vessels. however, the
combined efforts of government and private capital
were not sufficient to sustain the growth of the fleet
through new acquisition or to renovate the man\� older
units then in operation. In response to a critical need
for financing, and in order to diminish the outward
flow of foreign exchange due to Brazilian cargo being
carried in foreign ships, it fund and tax plan ryas
promulgated in 1958.
The fund for merchant fleet renovation and
expansion was tied closely to it strong plan for
improving the domestic shipbuilding and repair
industry. Government loans administered through the
Merchant Marine Commission (CMM) from the
Merchant Marine Fund (FM111 )and for up to SYC' of
it ship's price are made available to offset the
difference in construction cost between Brazilian and
foreign yards. The FM h1 has been made partially self
sustaining by imposition of the Renovation Tax for the
Merchant Marine, also promulgated in 1956 as it part
of the FMM. This tax consists of it charge of 20ff'
against cargo owners on freight receipts generated
both in international and coastwke trade. Money
from the tax is deposited with the National Bank of
Brazil and is earmarked for parc�hasiog, building, and
modernizing ships.
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No. of SHIPS
Size (d.w.t.):
Under 10,000
133
10,000-19,999
63
20,000- 99,999
13
Over 100,000
4
Service speed (knots):
18 and over
30
14.1 to 17.9
63
Under 14
120
Power /fuel:
Diesel
168
Steam /oil
44
Steam /coal
1
Fleet oxvnership is divided among 41 government
and private beneficial owners (entities assuming profit
or loss from operations). The largest of these is the
Government of Brazil, which owns and operates 91
ships under five semiautonomous entities known as
autarquias. Aside from the government, only eight
owners have more than four ships. 'these owners and
the government operate 92gi of the total fleet
deadweight tonnage, and the remaining 8% is
distributed among:35owners. Four private owners and
two government arttarquia.s each operate more than
100.000 d.w.t. of shipping. The largest of these,
28
PETROBRAS, provides 96Si of the fleets total tanker
deadweight tonnage through its operating arm, Frota
Nacional de Petroleiros� FRONAPE which owns and
operates 8511258 d.w.t. Two small Brazilian -flag
tankers, each under 1,500 d.w.t. are foreign owned.
one by the Shell -Royal Dutch Group of Londo and
the other by Standard Oil of New Jersey. Two ships are
registered under the Liberian flag.
In January 1971, in addition to merchant ships of
1,000 g.r.t. and over, there were about 90 merchant
ships between jW, g.r.t. and 999 g.r.t., totaling36,000
g.r.t. Of these. about 80 are dry cargo ships, most
operating in the coastal and river trade. In 1971,
Brazil's fishing fleet consisted of more than 300 vessels,
including about 25 oce ingoing ships between 100 and
400 g.r.t. and totaling about 5,000 g.r.t.
The Brazilian merchant marine program has long
supported the modernization and expansion of a
chronically aged and inefficient merchant fleet. This
program, pursued sporadically since long before
World War h, was stepped up at the wars end
with the acquisition by the government of 20
oceangoing freighters and 12 CI- M -A \'1 type U.S.-
built coastal freighters. It was further implemented in
1956 with the addition of 12 more of the same type
coastal vessels. In the intervening period, PETRO-
BRAS and FRONAPE began operations with a fleet of
about 20 tankers and four river vessels. however, the
combined efforts of government and private capital
were not sufficient to sustain the growth of the fleet
through new acquisition or to renovate the man\� older
units then in operation. In response to a critical need
for financing, and in order to diminish the outward
flow of foreign exchange due to Brazilian cargo being
carried in foreign ships, it fund and tax plan ryas
promulgated in 1958.
The fund for merchant fleet renovation and
expansion was tied closely to it strong plan for
improving the domestic shipbuilding and repair
industry. Government loans administered through the
Merchant Marine Commission (CMM) from the
Merchant Marine Fund (FM111 )and for up to SYC' of
it ship's price are made available to offset the
difference in construction cost between Brazilian and
foreign yards. The FM h1 has been made partially self
sustaining by imposition of the Renovation Tax for the
Merchant Marine, also promulgated in 1956 as it part
of the FMM. This tax consists of it charge of 20ff'
against cargo owners on freight receipts generated
both in international and coastwke trade. Money
from the tax is deposited with the National Bank of
Brazil and is earmarked for parc�hasiog, building, and
modernizing ships.
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11
At the outset of the program, before it could get
underway domestically, orders were placed abroad for
new ship construction and used tonnage %vas acquired
to replace the oldest vessels. The hulk of these orders
were planned to extend from 1958 through about
1961, when the domestic shipbuilding industry was
scheduled to begin phasing into large -scale production
for the Brazilian merchant fleet. 'I'ankers were
purchased mainly from Dutch. Japanese, and Danish
yards, and most new freighters came from Polish and
Finnish yards. New tonnage in do -cargo and
combination Passenger /cargo ships was virtualh offset
by scrapping old tonnage, but tanker tonnage
increased by :30
Between 1960 and 1968 the government program
resulted in the construction for Brazilian owners of 61
ships of 527,000 &wj. in Brazilian shipyards. 'I'h(�
program was reaffirmed and accelerated in 1967 -68,
and by September 1969 an additional 65 ships of
1,275,()(9) d.w.t. were on order from Brazilian vards for
Brazilian owners. By january 1972, 90 Brazilian -built
ship aggrek ting 782,787 d.w.l. and representing 35 /i
of the total fleet deadweight tonnage were in service
under the Brazilian flag. Dornestic constriction has
produced 611 i of the dry cargo deadweight tonnage.
As of 30 April 1972, 68 ships aggregating 2,(12(1,8911
d.w.t. were on order for the domestic fleet. This
included �10 dry cargo. I 1 tankers, eight hulk carriers,
and nine combination tanker /ore carriers. The largest
ships oil order were five 131,(99) d.w.l. and one
265,3()()- d.w.t. combination tanker /ore carriers.
There is no inclusive body of law encompassing the
maritime sector in Brazil. Anthority is based on
executive decree and regulation except when based on,
or flowing directly from, specific articles of tltc
constitution. In general, the governments policy has
been to encourage the growth of the mercb ;wt fleet so
as to enable it to carry at least half of Brazils .oreign
trade and all of the coastwise trade.
The Specific goal of government policN. is the
reservation of the majority of trade between Brazil and
each of her trading partners individually to the ships
of the countries involved through bilateral negotiation
and agreement. Under such agreements, 40ri of the
trade would he carried by Brazilian ships and 440 by
those of the trading partner. The remaining 2ffli
wool(] be available to third country ships. "The amount
of Braz?lian trade carried *ry Brazilian ships has
steadily increased as a result of this policy and of the
governments direct supervision of shipping con-
ference arrangements. The increased proportion of
domestic cargos carried also is a result of the use of
more modern ships in the Brazilian fleet and the
allocation of ovcN'as lines to Brazilian companies
previously restricted to coastal operations, diverting
Brazilian tonnage to that trade. Some shipping lines of
countries not party to the bilateral arrangements,
especially those of Scandinavian flags, have
withdrawn their ships from the Brazil -North American
trade du(� to the steadily decreasing amount of that
trade carried by them.
Government policy with regard to sabotage, or
coastal trade, restricts such operations to the nations
Own ships or to those chartered by Brazilian companies
when Brazilian ships are not available. A principal
policy objective has been to reestablish confidence in
this means of transport, which has long suffered from
lack of dependable service. Lines serving the coastal
trade are nosy required to maintain regnlar schedules
of service. All ships in this trade, including foreign
29
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FIGURE 10. The Horta Barboso (62,619 g.r.t., 114,800 d.w.t.), shown
here, and the Hamilton Lopes (62,619 g.r.t., 116,195 d.w.t.), govern-
ment -owned tankers, are the largest ships in the Brazilian merchant
fleet. Both ships were acquired in 1969. (U /OU)

charter, are under explicit govemmental regulation
and regardless of flag are controlled as if they were
Brazilian owned.
In chartering foreign -Flag ship., for both coastwise
and high -seas services. Brazilian lines utilize ships only
with the case by case approval of the government an
mac onl charter deadweight tonnage up to the level
of new tonnage on order for their own account.
Chartered tonnage, as well as Brazilian -flag tonnage,
is taxed at the rate of 20 of the freight payment, the
money going to the fund for merchant marine
re novation. This money is returned to the oxyners in
proportion to tonnage under construction to their
order.
The government extends direct aid to Brazilian
shipping in several forms. Operating deficits of
government -owned shil.s are absorbed, both for
cabotage and international operations. New
construction loans are made for up to SSii of
construction cost and are to he repaid out of revenue
at 6% interest over 15 years. Indirect aid to the
merchant marine is extended through selectively
granting duty imports, giving preferential
treatment in carrying certain exports and imports, and
by participating in the ownership and operation of
merchant ships.
Brazil is parry to the following international
conventions or acts: The Inter Governmental
Maritime Consultative Organization (IMCO);
International Convention for the Safety of Life at Sea,
1960; International Regulations for the Prevention of
Collisions at Sea, 1960; and International Convention
on Load Lines, 1966. Maritime Affairs are
adminiAered by the National Merchant Marine
Superintendency (SUNAMAM) tinder the Ministry of
Transportation and Public Works, which in 1969
succeeded the Merchant Marine Commission.
SUNAMAM consists of five departrr.ents (Engineer-
ing. Finance and Control, Plans and Studies.
Navigation, and Administration). It has regional
agencies within Brazil and in hamburg and New
York.
SUNAMAM executes national maritime police and
participates in its formulation; regulates Brazils
overseas and domestic marititne trade; assigns routes
to Brazilian companies, administers public resource,
as a,:nlied to merchant fleet renovation and subsidies;
fixes certain tariff lirnits; negotiates working
conditions and wages of stevadores and other port
workers; participates in international conventions and
affects their implementation by Brazil; authorizes the
charter of foreign ships by Brazilian companies,
regulates the administration of national shipbuilding
30
f I.
programs and the allocation of contracts for new
construction; and authorizes expenditures o. the
merchant fleet outside Brazil.
All Hater transportation undertaken for Brazilian
account o� under the Brazilian flag, whether by
governmental agencies or by private concerns, is
regulated by the decrees of SUNAMAM. The
Superintendent of the Merchant Marine is appointed
directly by the President of the Republic.
On 1 January 1971, 6,367 seafaring personnel were
employed on Brazilian merchant ships of 1,000 g.r.t.
and over, 75 less than those employed afloat at the
beginning of 1970. The decrease reflects both a desire
reduce manning levels and the greater use of
automation in the more modern fleet. No official
government steps have been taken toward preserving
jobs threatened by automation.
Maritime labor, both afloat and ashore, is
unionized under the National Confederation of
Maritime, River, and Air Transport Worker. Much of
this unions militant and politically active leadership
was removed after the 1961 Revolution. The union is
now rigidly controlled by and subject to the political
vigiiance of Brazilian naval authorities. Strikes are
outlawed by the government.
Merchant marine training is accomplished through
the Merchant Marine Academy at Rio de Janeiro,
which is under the administration of the Brazilian
Navy. The academy accommodates about 600
students and provides undergraduate and postgradu-
ate instruction in deck, engineering, and steward
departments. All graduates of the Academy are
commissioned in the Naval Reserve.
I. Civil air (C)
Civi' aviation has it vital role to play in the present
and future development of the Brazilian economy.
International air services greatly strengthen the
nations tics with many of th major centers of the
Western world. In addition, domestic air services are
especially important in the undeveloped northern and
central areas of the country where man settlements
are separated by hundreds of miles and where surface
transportation is inadequate or completel lacking.
Ilowever, in spite of its importance, domestic air
traffic has not increased as expected. A fleet
modernization plan has helped, but additional
planning and development are needed to provide a
strong and reliable domestic air network. A major
problem which must he solved is that of too many
airlines serving the same points.
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0
Sixteen foreign airlines serve Brazil; these toget!ier
with the Brazilian airlines provide regularly scheduled
services between Brazil and 39 cities in 31 countries.
Brazil's Empresa de Viacao Aereo Rio Grandense,
S.A. �VARIG and Aerolineas Argentinas of Argentina
are the only Latin American airlines providing a direct
link between southern Africa and South America.
Brazil, which has over 3,700 registered aircraft, has
one of the largest civil airfleets in the world. However,
in the last few years the number of major (20,000
pounds gross weight or over) civil transport aircraft
has declined because of permanent grounding,
storage, or sale of obsolescent aircraft and bankrup.
encountered by some small companies. The following
110 civil aircraft of at least 20,000 pounds gross weight
are registered and operating in Brazil:
4 Aerospatiale Caravelle 15 Douglas DC -3
6R
2 BAC 111400
4 BAC 111 -500
4 BAC Viscount 827
11 Boeing 707 -320C
2 Boeing 707420
8 Boeing 727 -100
3 Boeing 727 -200
6 Boeing 737 -200
4 Dou `as DC -6C
1 Douglas DC-8
2 Fairchild C -82A
4 Fairchild Hiller FH -227B
6 Handley Page Herald
10 Hawker Siddeley HS -748
10 Lockheed L -188 Electra
14 NAMC YS -11A
An estimated 36,000 persons are engaged in civil
aviation activities, including about 3,250 commercial
pilots and 16,700 private pilots. About 900 pilots are
rated in heavy multiengine aircraft. Skilled
maintenance personnel number about 6,500.
Three of the four major scheduled airlines in Brazil
are privately owned. in addition there are about 70 air
taxi and charter operators. VARiG, Brazil's chosen
instrument for long distance international flights and
the largest airline company in Latin America, serves
59 domestic points and links Brazil with 22 cities in 20
countries. VARIG's routes extend two thirds of the
way around the world; a gap between Rome and
Tokyo prevents VARiG from becoming a round -the-
world airline. The company employs nearly 11,000
persons, including about 2,200 skilled maintenance
personnel and 500 pilots. VARIG is a private
enterprise, 70% owned by its emplovees. its fleet
consists of nine Boeing 707- 320C's, two Boeing 707
420's, four Boeing 727- 100's, one Douglas DC -8, 10
hawker Siddeley HS- 748's, and 10 Lockheed 1,188
Electras.
Brazil's second major carrier, Servicos� Aereos
Cruzeiro do Sul S.A.� CRUZEiR0, serves 35 domestic
points and six regional cities. About 85% of the
company's stock is held by its employees. CRUZEiRO
employs about 4,4(x) persons, including 185 pilots and
1,800 skilled maintenance personnel. its fleet consists
of four Aerospatial Caravelle 611's, four Boeing 727
100's, eight Douglas DC -3's, two Fairchild C -82's, and
eight NAMC YS -i IA's.
SADIA S.A. Transportes Aereos� TRANSBRAZIL
S.A. Linhas Aereas, a subsidiary of the privately
owned Sadia Corporation, serves 19 domestic points
and employs about 1,000 persons, including at least 35
pilots. Its fleet consists of four BAC 111 -500's and six
Handley Page Hearlds.
Viacao Aerea Sao Paulo, S.A. �VASP is the only
major Brazilian air carrier that is not privately owned;
over 90% of the company is owned by the State of Sao
Paulo. VASP employs about 4,200 persons, including
170 pilots and 2,000 skilled maintenance personnel,
and has an operating fleet consisting of two BAC 1I I-
400'!, four BAC Viscount 827's, six Boeing 737- 200's,
seven Douglas DC -3's, four Douglas DC -6's, six
YAMC YS-1 IA's, and three Boeing 727 200'x.
VARIG CRUZEIRO, and VASP have joined a pool
to provide high frequency scheduled services via the
Ponte Aerea (Air Bridge) between Rio de Janeiro and
Belo Horizonte, Rio de janeiro and Sao Paulo, and Rio
de Janeiro and Brasilia.
Brazil's largest air -'axi operator is Lider S.A.
Transportes Aereos �Lider Taxi Acro, which operates
one Lear Jet 24, eight Acro Commanders, three Beech
Barons, and three Cessna Skylanes. It employs 130
persons, including 40 pilots. From headquarters at
Belo Horizonte, Lider provides services over an
extensive network throughout Minas Gerais, as well as
to Rio de Janeiro, Sao Paulo, and Brasilia. The balance
of air -taxi and charter services fly light single- and
twin engine aircraft from Brazil's major cities to
outlying areas.
in addition to the services operated by the
scheduled airlines and charter carriers, the Correio
Aereo Nacional, the airmail and general carrier
division for the Brazilian Air Force, transports mail
throughout the interior, linking about 100 small
communities and villages where regularly scheduled
private air transport is unavailable. Passenger and
cargo are carried on a space available basis.
The Directorate of Civil Aviation, raider the
jurisdiction of the Ministry of Aeronautics, is
responsible for the control and coordination of all civil
aviation activities. The Ministry of Aeronautics is
concerned with all aspects of civil and military
aviation and subjects civil air operations to strong
military influence. Also attached to the ministry is the
Committee for Studies Concealing International Air
Navigation, an intergovernmental agency dealing
with international aviation policy matters. The Study
Committee for Airline Authorizations advises the
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Director General of Civil Aviation on problems
relating to the regulation of aspects of the domestic
activities of national operators and the concession of
new domestic airline services.
A variety of training activities is conduct r in
Brazil. The major facility for aeronautical sciences.
technology, and research is the Aerospace Technical
Center, which provides work in airframe and airport
design and training in airline management and
operations. An advanced flying school and training
center at Porto Alegre is maintained by VARIG and
provides flying and maintenance courses for VARIG
personnel. An additional VARIG training facility at
Santos Dumont airport in Rio de Janeiro houses
simulators for training; flight crews in its Boeing 707,
Hawker Siddeley 748, and Lockheed Electra aircraft.
CRUZEIRO operates a training school subsidized by
the government. A number of Brazilian personnel
have been trained overseas; VASP pilots, for example,
have been trained in the BAU 111 aircraft by
personnel of Allegheny Airlines.
Most of the civil aircraft are overhauled in Brazil.
SADIA and VASP have maintenarrt-e bases at Sao
Paulo; VARIG's is at Porto Alegre, and CRUZEIRO's
is at Rio de Janeiro. VARIG is capable of overhauling
most of its ircraft. The British -owned Rolls Royce
maintenance facilities in Sao Paulo overhaul and
repair engines for VASP and SADIA and for several
foreign airlines. Companhia Elect romecanica�
CELMA overhauls piston and jet engines for the
Brazilian Air Force, Brazilian commercial lines, and
several foreign companies. The company is
government controlled and is reportedly one of the
most efficient in Latin America. Among the foreign
overhaul facilities used by Brazilian airlines are the
Frankfurt, West Germany, shops of Lufthansa, which
provides VARIG with modifihations on its Boeing
707's.
The Brazilian Government actively encourages
development of civil aviation. Subsidies are granted to
all the major air carriers land to at least 14 charter
companies and air taxis operating in the interior.
Subsidies are available for international routes, for
interior" social -service" routes, for equipment, and for
defraying increased operating costs not covered by
charges or other government aid. Private flying is
encouraged through in extensive system of
government subsidized- and regulated aeroclubs. This
support is considered essential for development of air
transport as well as a means of establishing a
semitrained reserve for the Air Force.
Brazil is a member of the International Civil
Aviation Organization (ICAO) and is represented on
W
the ICAO council. VARIG and CRUZEIRO are full
members of the International Air Transport
Association (IATA) and VASP is a;a associate member.
Erazil has international agreements or arrangements
covering the exchange of air service with at least 31
countries.
J. Airfields' (C)
The air facilities system of Brazil consists of 2,411
airfields, 375 sites, and 18 seaplane stations. Of these,
40 civil, 16 joint military /civil, and 14 military are
significant. Most of the airfields are located within a
300 -mile wide hand along the cast coast. In the
interior the greatest concentration of fields is found in
the States of Minas Gerais and Sao Paulo in the
southeast and in the southern region near the Uruguay
border. The Amazon Basin has relatively few airfields,
but the number is considered sufficient for this
underdeveloped area. Inaccessible terrain dictates that
many fields he located along waterways. Continued
expansion of the economy ant, ,l velopment of the
interior will require more and lon er pa -ied runways
and at least minimum support fac lities.
Galcao Airfield at Rio de Janeiro and Vira
r
-)vs at Campinas have concrete runways of
10,000 feet which can support sustained
heavy bomber operations. Galcao is Brazil's most
important airfield. Navigational and communi-
cations aids include instrument landing system
(I LS), area surveillance radar (ASR), VHF omnidirec-
tional range (VOR), and approach control towers.
There arc complete refueling, meteorology, repair, and
cargo handling facilities. Vira Copos has VOR,
nondirectional radio beacon (NDB), approach control
tower, and complete field facilities. Augi -sto Severo,
Brasilia, Campo Grande, Guararapes, Pinto Martins,
and Val de Cacs have paved runways of 7,000 to 9,000
feet and facilities to support jet fighter and medium to
heavy bomber operations. Campo dos Afonsos,
Congonhas, Cumbica, Gravatai, Ponta ?clads,
Salgadt Filho, and Santa Cr-,:z could support
continuous operation of USAF fighter aircraft in the
30,000- to 50,000 -pound class and medium transports.
The 116 airfields having hard surface runways are
in fair to good condition. Weight bearing capacity, in
general� is consisent wi`h length of runway and
significance of field. Some shorter runways are rated as
strong as others of greater length. For example,
'For detailed information on individual Ar facilities in Brazil,
consult Vol.une 4, Airfields and Seaplane Stations of the "lorld.
Published by the Defense Mapping Agency, Aerospace Center, for
the Defense Intelligence Agency.
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Congonhas, which ha, 5,700 feet of concrete, is sated
at 800,000 pounds for aircraft with twin dual tandem
landing gear, as is Galeao, which has 10,827 feet. The
ni )re important fields have adequate to good taxiway
and apron systems consistent with existing traffic and
aircraft types. Smaller fields having paved runways
have few or no taxiways and one or two small gravel or
asphalt aprons. Cargo- handling equipment varies
from crude to sophisticated according to need. Airline
operations number from one or two flights per week
from fields in outlying areas to 1,700 scheduled
international and domestic departures from the
Galeao /Santos Dumont complex at Rio de Janeiro.
The 2,295 temporary and natural- surface runways
are suitable for light- transport and liaison aircraft.
Surfaces are gravel, clay and sand, graded earth, and
grass, condition varyi ;iR from poor to good depending
on location, weather, and maintenance. Many fields
lie along river lowlands and are not usable during the
rainy season. Airstrips are built for the express purpose
of road construction and continue to be used as towns
arc built along the roads. Practically all fazendas
(ranches) have their private strips.
The larger seaplane stations are located near cities
along the north and cast coasts; operations consist of
patrol and rescue work. Support facilities are adequate
to good. Operating areas are just inside the mouths of
large rivers or bays for sheltered anchorage. Inland
seaplane stations with few facilities other than fuel
and anchorage are located along the Amazon River
and its major tributaries.
The 375 sites are former usable airfields; most have
returned to natural state and have little or no potential
without clearing and grading.
Maintenance is fair to good for major fields
supporting military, international, and domestic air
traffic. Marginal runway, taxiway, and apron weight
capacity for the volume and type of traffic on many
fields keep them in constant need of repair. Minor
fields of temporary or natural surface receive little or
no maintenance. Support and service facilities are
available according to field significance. Only a few
major fields have hydrant refueling, most using trucks
and hose carts.
Expansion and improvement are concentrated
primarily on existing fields serving major population
centers and are the direct results of increased heavy -jet
traffic. Improvement includes cargo and passenger
handling facilities, installation of hydrant refueling,
and addition of new runways and taxiways. Control
and navigation aids are being upgraded, but
nondirectional radio beacons remain the primary
facilit Extensive installation of VOR, ILS, and ASR
is planned. Thus far only Galeao, Salgado Filho, and
Brasilia have ILS. The Rio de Janeiro and Sao Paulo
areas have surveillance radar. Santa Cruz military is
the only field having precision approach radar. An air
force base to support Mirage fighters is under
constriction at Anapolis. Both military and joint
military /civil fields have potential for expansion and
support of sustained operations; however, irregular
allocation of funds will probably continue to hamper
progress.
Characteristics of selected airfields are listed in
Figure 11.
0
K. Telecommunications (C)
The telecommunication (telecom) system compares
favorably with other systems in South America but is
below the standards of the United States and Western
European countries. Despite extensive recent
construction, most telecom facilities still are
concentrated in the southern third of the country and
in a relatively narrow strip of land bordering the
Atlantic Ocean. Immense sections of the interior are
served only by scattered radioce�, munication stations
and a tenuous tropospheric- scatter system. Rio de
Janeiro is the dominant center of telecom services,
especially in the field of international operations. The
important cities of Sao Paulo, Recife, Sa.vador, Porto
Alegre, Belo Horizonte, and Brasilia continue to
develop as regional centers. The trunk radio -relay
system is replacing the open -wire telephone and
telegraph networks as the primary traffic carrying
medium. Although nearly all modern telecom media
are found in Brazil, they are not yet sufficiently
developed to fulfill nor.-Hal requirements of the
government, the military services, and the public. The
rapidly expanding population and related economic:
growth place constant pressures on an already_
overtaxed system.
Telecom facilities arc owned and operated by the
government and a number of private companies.
Supreme authority for the administration of all
telecommunications is vested in the Ministry of
Communications. Two autonomous bodies, the
Brazilian Telecommunications Enterprise (EMBRAT-
EL) and the Brazilian Post and Telegraphs Enterprise
(ECT), operate all interstate and international
facilities. In addition, there are nearly 900 small
telephone companies operating under state, munici-
pal, or private ownership. Most broadcast facilities
are privately owned. Both the National Telecommuni-
cations Department (DENTEL) and the National
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FIGURE 11. Selected airfields (C)
r
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LONGEST RUNWAY:
SURFACE.; DIMENSIONS;
LARGEST AIRCRAFT
ELEV..TION ABOVE
NORMALLY
NAME AND LOCATION
SEA LEVFL
ESWL*
SUPPOP "f F.D
REMARKS
Feci
Pounds
Augusto Severo
Asphalt.............
56,607
C:- 135...........
Joint. Alternate for Boeing 707.
5 55 1 S., 35 15 1 W.
7,441 x 200
161
Brasilia
Asphalt.............
56,607
C- 135...........
Joint. International airport. Civil
15 52'8., 47 �55
i;
9,789 x 150
airport, air force base.
3,478
Campo Fontenelle (Pirassununga)..
Asphalt....
31,000
C- 118...........
Military. Training school for c i ?rt
21 �59'S., 47 �20
6,560 x 150
pilots.
1,962
Campo Grande AB
�28
Concrete............
56,607
C- 135...........
Military. International airport.
20 54 �40'W.
7,438 x 141
Braziliaa Air Force and national
1,834
airlines use field.
Cumbica
Concrete............
56,607
C- 135...........
Military. 4th Air Zone Head
23 23'S., 46 �29
6,444 x 148
quarters.
2,503
Dois de Julho
Asphalt.............
48,184
C- 121...........
Joint. One of more important fields
12 55 1 S., 38 �20
7,621 x 150
along coast. Good refueling base.
43
Quick turnaround. Capable -of I
heavy -jet support. I
Caleso
Concrete............
56,607
C- 135.......
Joint. International airport. Used
22�49'S., 43�15
10,827 x 150
by USAF regularly. Complete
N. of Rio de Janeiro
16
facilities.
Gravatai
Concrete............
59,853
C- 118...........
Joint. One of the better jet base,
29 51
6,562 x 170
with modern buildings and facili-
26
ties. Used by Brazilian Air Force.
Guararapes
08'8.,
Concrete............
56,607
C- 135...........
Joint. International airport.. Capa-
8 34 �55
8,205 x 161
ble of sustained 707 traffic.
36
Pampulha
Concrete............
48,184
C- 121...........
Joint. One of Brazil's better fields.
I 19 5l'S., 43 �57
8,326 x 154
Brazilian Air Force personnel
2,589
school located here.
I Pinto Martins
47 1 8.,
Asphalt.........
56,607
C- 13.5...........
Joint. Sustained jet operation capa-
3 38 �32
8,366 x 164
hility.
82
Ponta Pelada
Asphalt.............
48,184
Constellation....
Civil. International airport. Pri-
3 08 1 8., 59 �59
6,562 x 147
mart' field in Amazon Basin.
276
Salgado Filho
Concrete............
56,607
Boeing 707......
Civil. International airport. Main
30 00 1 8., 51 �10
7,474 x 138
base for VA RIG, principal lirline
N. of Porto Alegre
13
of Brazil. Alternate for military
traffic for Gravatai.
Santa Cruz
Concrete............
56,607
C- 1.3.5...........
Military. First Fighter Group sta-
22 �56'S., 43 �43
6,360 x 160
tioned here.
10
Tirirical
Asphalt.............
48,184
C- 121...........
Joint. Limited medium jet transport
2 35'8., 44 �14
7,710 x 148
capability.
I
177
Val de Caes
Asphalt.............
56,607
C- 135...........
Joint. International airport. Sus
1 1 �23'S., 48 �33
8,285 x 147
tained jet operation capability.
52
Vira Copos
Concrete............
56,607
Boeing 707......
Civil. International airport. Brazil's
23 �00'S., 47 �18
10,630 x 148
second largest field. Complete
S of Campinas
2,126
facilities.
�Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any
multiple -wheel landing -gear aircraft
in terms of the single -wheel equivalent.
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U
E
1.
s
Tel Council (CONTEL) function as
advisory and policy making bodies.
The backbone of the domestic telecom system is a
far- reaching network of interconnected high capacity
radio -relay systems and low capacity tropospheric
scatter links. From dual centers in Rio de Janeiro and
Sao Paulo, trunk radio -relay routes extend southwest
to Curitiba and Porto Alegre, west to Campo Grande,
north to Brasilia and Belem, and northeastward to
Belo Horizonte and Salvador, and tbPn along the
coastline to Recife and I ortaleza. Most of these routes
arc operating in the 4 and 6 oigahertz (GHz) range
and have ultimate capacities of 960 telephone
channels and one TV channel, but current capacities
are probably only a fourth of this total. Complement-
ing the trunk routes are extensive very- high frequency
(VHF) and ultra- high frequency (UHF) radio -relay
networks in operation in most Brazilian states and
having tie -ins to the national routes in the state
capitals. The tropospheric- scatter network provides
capacities of 61 and 120 channels and ties together
widely scattered localities in northwestern Brazil from
Manaus south to Campo Grande. An extensive open
wire telephone network, which is carrier equipped
along many important routes, is supplemented by a
parallel telegraph wireline network. The old domestic
radiocommunications network has been largely
relegated to ;:u emergency role. Most urban telephone
systems are automatic, and increasing numbers of
circuits between medium and large cities are being
connected to transit switching centers to facilitate
expansion of direct distance dial operations. The
number of telephones has nearly doubled since 1965 to
an estimated total of 2,300,000 sets. Domestic
telegraph services in the larger cities are fully
automated. The telex (teleprinter- subscriber) network
has about 3,500 subscribers, and there are plans to
extend this service fourfold by 1976.
A wide variety of modern and increasingly
automated services is available for international
communications. The Intelsat satellite ground station
at Tangua, 50 miles east of Rio do Janeiro, has
replaced high frequency (FIF) radiocommunications
as the primary means of contact with other countries.
The ground station has 106 channels in operation and
has direct connections to 12 similar ground stations in
the Americas and Europe. Modern HF radiocom-
munications originate from three sites in the Rio de
Janeiro area. Most of the traffic from these stations,
and from smaller installations in Manaus and Porto
Alegre, is destined for Latin American countries and
the United States. Wirelines provide important links
with neighboring Bolivia and Paraguay. Work on
Brazils first coaxial submarine cable is now underway;
known as BRACAN -1, this cable is to carry 160
telephone channels between Recife and the Canary
Islands where it well interconnect with the worldwide
telephone cable system.
The general inadequacy of the public system in the
past led to development of many special networks by
military, industrial, and governmental organizations.
The military forces operate extensive and physically
separate natvorks. Federal and state police
communisation systems are constantly being
expander: and modernized. Other important private
systems are operated by railroad, airline, electric
power, and mining companies.
Radio and TV broadcast facilities are highly
developed. AM coverage is good throughout the
eastern half of Brazil, but FM broadcasts are limited
to larger urban centers. In mid -1973 about 900 AM
and 150 FM stations were in operation. The majority
of the radiobroadcast transmitters are low powered
and provide programs intended for local audiences;
the more powerful and influential stations are making
increased use of networks to expand coverage.
Extensive radio -relay routes, using circuits in newly
constructed domestic systems, provide nationwide
transmission of TV programs. There are 56 TV stations
originating programs and about 100 additional low-
powered repeater stations. Color TV broadcasts, using
the phase alternating line (PAL) system, were begun in
March 1972 As of mid -1973 the number of
radiobroadcast receivers was estimated at 12 million
sets; the number of TV receivers, at 7 million.
The Brazilian telecom equipment industry produces
all but the most sophisticated types of apparatus in
quantities sufficient to meet the nation's requirements.
Complete items still imported consist mainly of
microwave UHF and VHF equipment, forward
scatter UHF equipment, and television transmission
apparatus. However, substantial quantities of
components for both wire -line and radio equipment
made in Brazil continue to be imported. The principal
source for wire -line components and equipment is
Sweden; West Germany is a distant second. Radio
equipment and components are supplied, in order of
importance, by the United States, Japan, West
Germany, the United Kingdom, and Italy.
Because of limited training facilities, there is a
shortage of skilled labor to install and operate the
many new telecom systems being constructed.
1?MBRAT'EL conducts a 5 -month telecom course, and
4
BY
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CO NFIDE \"rIAL
.r.:
a new training center was recently opened by the ice; 2)
constructing a second antenna at the Tangua
Brazilian Telephone
Company. Many of the ground
station for international service; 3) introducing
personnel must acquire
their knowledge and skills several more high- pow� AM broadcast transmitters
from on- the -job training�
at the Radio Nacional station in Brazilia; and 4)
Among the most important long -range plans to constructing high- capaci,v radio -relay rot,tes into
improve the telec')m system
are: 1) implementing a neighboring countries as part of the Inter American
domestic communications satellite network in 1973- Telcct
Network.
Glossary (u/ou)
ABBREVIATION
PORTL'aJF,SF.
ENGLISH
CELMA........
Companhio Ficeirtmccaniea..........
CMEF..........
Companhia Jfo, de Estradas de
Mogiana Railroad Company
Ferro
CMM
Merchant Marine Commission
CONTEL
National Telecommunications Coun-
cil
CPEF..........
Companhin I'oali.sta do Estrada. do
Paulista Railroad Company
Frrro
.F
CRUZE:IRO.....
.Srrriros .lcrros Cruzciro do Sul S.A
DE:NTF;L.......
National Telecommunications De-
partment
DER...........
Departamento do Estradc..v de Rodagem..
State Highway Department
DNEF..........
Departamento Nacionat do Estradas do
National Railroad Department
Ferro
Dti ER..........
Departamcnto Narional de Estradas do
National Highway Department
2
Rodagcm
DN PV N
Departanrento National do Porb..: c I'ias
National Department. of Ports a..d
Narcgaecis
Navigable Routes I,
ECT
Brazilian Post and Telegraphs Enter-
prise
EFA............
Estrada de Ferro Araraquara.........
Araraquara Railroad
FFAP..........
Estrada de Ferro Amapa..........
Amapa Railroad
F, FC,1...........
Estrada de Ferro Campo do Jordao....
Campos do Jordao Railroad
EFMM.........
Estrada de Ferro Madeira Mamorc....
Madeira Mamore Railroad
EFPP...........
Estrada do Ferro Perus-Pirapora.....
Perus Pirapora Railroad
EFS............
Estrada de Ferro Sorocabana.........
Sorocabana Railroad
EFSPM.........
Estrada de Ferro Sao Paulo c Minas...
Sao Paulo and Minas Railroad i
EFT............
Estrada de Ferro Tocantins..........
Tocantins Railroad
FFV............
Estrada de Ferro Fotnrantim.........
Votorantim Railroad
FFVM..........
Estrada do Ferro Vitoria a .Ilira,s.....
Vitoria to Minas Railrt ad
EMBRATEL....
Empresa Rrasileira do Tele-
Brazilain Telecommunicntions Enter-
i romuniearocs
prise
FE:PASA........
Ferroria Paulista, S.A
Sao Paulo Railroad Corp.
FM %I
Merchant Marine Fund
FRONAPF......
F'rota Narional de Petrolco.s..........
(WIP07
Grupo tic Eshulas Pura Integracan do
Politico do Transports
r'I I'Itt11iRAS...
Petrolco Brasileiro
If I- I
Redc F'erroeiaria Federal, S.A
Federal Railroad Network, Inc.
SADIA
.SADIA S.A. Transporles Acrro.s.....
SRC............
Sistrma Regional Centro
Central Regional Systern
SRN............
Sistrma Regional Nnrde.ste....
Northeast Regional System
SRP............
Sistrma Regional Centro Sul..........
South- Central Regional System
SRS............
Sistrma Rcgiorml Sul
Southern Regional System
SIT NAMAM
National Merchant. Marine Super-
intendency
VARIG.........
Empresn de Vincan Arren Rio
rrandrn.cr, S.A.
p VASP...........
Viaran Arrra San Paulo, S.A........
36
NO FOREIGN DISSEM ('ONFIDI -WFIAL
r
fi..
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rnn��u��'aL ran
Places and features referred to in this General Survey (u /ou)
COORDINATE'S
COORDINATES
I 'S
65 2:3 Itajai 26 53
:38 26 Itapetininga Ll,'3 'lti
W 22 II Itapetinga 15 15
i5 46
o
I.)
A hlifia
11
42
Aingoinhas
12
07
Alern(ja
2:3
5
A) egreIe
20
46
Amazon Basin (drainage basin)
2
30
Arnazonia Irrymn)
1
00
Amazon River (dream)
O
IO
Angra dos Reis
23
1111
:\gua (:randy (nilfirld)
12
22
AracRju
1O
55
Araguari
I8
38
Araranguu
28
56
Araraquara
21
17
Arnim
12
�11)
Araxii
11)
:35
Areia Branca
4
57
Artigas, 11ruguay
:30
21
Asunci6n, Paraguay
25
16
Atalain Velha
10
58
13ain de (luanabara (hag)
22
50
Bariri
22
04
Barra Bonita
22
21)
Barra do Pirni
1MIr/
22
28
j 1
to
COORDINATES
I 'S
65 2:3 Itajai 26 53
:38 26 Itapetininga Ll,'3 'lti
W 22 II Itapetinga 15 15
i5 46
ltarar6
24 07
60 1 1121
Itirapina
22 15
fill 011
Jacarepnguri
2 55
y 7
411 00
Inguaribe
08
41 I8
J aperi
22 30
38 21
JcRio Pessoa............
7 07
:37 04
Jrlil zeiro
11 25
48 11
Juiz de Fora
21 45
411 20
Jundiai
23 11
�18 11)
.lupin (rr sta)
.)0 47
38 27
Ladiirio
111 (11
.16 55
Largn dos Patoc(ingnnn)
:31 06
37 08
Lagoa Mirim
32 45
56 28
Loj es
27 48
:57 40
Lavras
21 1.1
:17 04
I, idi ce
22 51
4:3 10
Luis C orreia
53
48 4 -1
Alacei6
9 40
48 :32
Andre de Deets
1'2 44
43 40
llnnnus
3 08
k
o III.
48 31)
Rio Itapicuru (stream)
48 03
Rio Jaeui (stream)
�10 15
Rio Jaguarfio (stream)
41) 20
Rio Jequitinhonha (.stream).....
47 40
Rio Largo
43 21
Rio Madeira (stream)
34 53
Rio Mearini (stream)...........
4:3 40
Rio b1ucuri stream)...........
34 52
Rio Negro (stream)
40 :30
Rio Parn (distrihatarp).........
43 20
Rio Paragua(;u (stream)
46 52
Rio Paraguai (stream)
51 39
Rio Paraiba (stream)
57 35
Rio Paraiba do Sul Ostreaml.....
51 15
Rio Paranh (stream)
52 50
Rio Parnopeba (strranr)........
50 lA
Rio Pardo (stream)............
45 00
Rio Parnaiba (stream`.........
14 12
Rio Purus (stream)
41 40
Rio Quarai (stream)...........
35 43
Rio SAo Francisco (stream)....
38 37
Rio TapajOs (stream)..........
60 01
1 Rio 'I'aquari (stream)
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

!NTt v.-.w
72
Bogatil
Colombia
F.a II 1 COORDINATES
-0 -i
Ecuador
Ma'
:R
x
i
I II
I,5.
1 11'.
39
Rio Itapicuru (,stream)
2 52
4a 12
03
Rio dacui (stream)
30 02
51 15
15
Rio ,Iaguarifo (stream)
32 :39
5:3 12
20
Rio Iequitinhonha (stream)
15 51
:38 5:3
49
Rio Largo
9 29
35 51
21
Rio Madeira (stream)
:3 22
58 .15
5:3
Rio Mearim (,stream)
3 04
44 35
40
Rio Mucuri (stream)
.i 05
39 :34
52
Rio Negro (stream)
:3
59 Sri
30
Rio ParA (distributary)
1 40
�19 1
20
Rio ParagutK;u (stream)
12 45
38 5.1
52
Rio Paraguni (stream)
27 18
58 38
39
Rio Paraiba (.stream)
6 58
3.1 51
35
Rio Paraiba do Sul (stream)
21 37
41 03
15
Rio ParanA (stream)
33 43
59 15
50
Rio Parnopeba (stream)
18 50
45 11
19
Rio Pardo (stream)
15 39
38 57
00
Rio Parnaiba (stream)
1
:3 00
41 50
12
Rio Purus (stream)
1 54
53 29
40
Rio Quarai (stream)
30 12
57 313
43
Rio Sto Francisco (stream)
10 30
36 24
37
Rio Tapaj68 (stream)
2 24
54 41
01
Rio'rRquari (stream)
19 15
57 17
r
6
9.
S L A
V.:
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

-z nno me rn c
v
Penedos de Sao Pedro a Suo Pnula S6 N. 29`?: W)
me I a possession of Brazil. Iles outside the limits of this map
I
P QOm Salin6pohs
w
Lure
Tuauruf 334T r Fortaleza Rocas
Fernando
m Piripirl
de Noronha
H i F mPOMk.
OpS CARAJAS Al T Az
Mot. 53
imparatriz It
0 Natal
Fbto Fr
h
dine cape Pgpa f Crew .0 o o CIO Pa F f v'" Campina Gr oAo Pessoa
PiSul' Rio. hnda
1 f ,Y t ro Recife
,4 tGtuararapea
7 i xt W
N
l
1
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

rragem`deoa:epe`i` "(a ds" s y x,..,
S r.- x `?S'4�:'i*.."':': ":"'4a
t'..`.'tx!.:rt?'sz2?!*i+4!!sii
_�e+..:,:,,m.:.
Barra Manas
22 32
44 11
Mapele.
12 47
38 28
=*tee
Rio Tocantins (stmars
Barreiro (rr sta)
19 59
44 02
Marcelino Ramos.......................
27 28
51 54
Rio Turiaeu (stream).
Barueri
23 31
46 53
Mariana
20 23
43 25
Rivera, Uruguay....
Bauru
22 19
49 04
M ariatitt�
29 42
51 58
Roncador..........
Belem
1 27
48 29
M ataripe
12 41
38 35
Rubiio 36nior (rr sia;
Belo Horizonte
19 55
43 56
Miranga oilfie ld)
12 23
38 11
Rubineis...........
Born Retiro do Sul
29 37
51 ob
\togi das Cruzes.......................
23 31
46 11
Salgueiro...........
Botelho
21 21
48 46
Monte Azul
15 09
42 53
Salto das Sete Queda
Botucatu
22 52
48 26
'Montevideo, Uruguay...................
34 53
56 i1
Salvador
Brasilia
15 47
47 55
M O S50176
5 it
37 20
Santa ruz.........
Buenos Aires, Argentina
34 36
58 27
M ucuripe
3 3
38 29
Santa Cruz, Bolivia..
Buraeica oilfield)
12 19
38 24
Natal
5 47
35 13
Santa Maria........
C abedelo
6 58
34 50
Niteroi.
22
43 07
Santa '.Maria da Boa
C abo
8 17
35 02
Nova Era
19 45
43 03
Santana do Livramen
Cabri!ia Paulista
22 28
49 20
Nova I guaSu
22 45
43 27
Santarc m...........
C acequi
29 53
54 49
Oiticica.................
5 03
41 05
Santarem...........
Cachim ho
8 57
54 54
Olinda.
8 01
34 51
Santiago, Chile......
Caioba nitfield
25 42
48 33
Osasco (rr sta)
23 32
46 46
Santo Amara.......
CamKari
12 36
38 12
Osorio.
29 54
50 16
Santo Amara do Sul.
('a m aqui
30 51
i.1 49
Ouro Preto
20 23
43 30
Santos.............
Cam orit
2 54
40 50
Panora ma.............................
21 21
51 51
Sao Bernardo do Can
Cam pinas
22 54
47 05
Paraiba do Sul...
22 09
43 17
Sao Caetano do Sul..
Campo Grande
20 27
54 37
Paranagui
25 31
48 30
Sin Francisco (rrsta)
Canal de Siio Gon,alo (naeigationalcanal).
32 10
52 38
Paranapiacaba
23 47
46 19
Siio Francisco (draina
Candeias oilfield)
12 42
38 33
Paso de los i.ibres, Argentina............
29 4
57 05
Sao Francisco do Sul,
Capuava
23 56
47 58
Paula Cavalcante (rr sta)................
7 09
35 08
Sao Josc dos Campos
Canmipolis
10 39
36 59
Paulinie
22 45
47 10
Sao Luis...........
C aratinga
19 47
42 08
Paulista
7 57
34 53
Siio Paulo..........
Catalio
18 10
47 57
Paulistana
8 09
41 09
Sao 6ebastiao.......
Chuff
33 41
53 27
Pelotas.
31 46
52 20
Sepetiba (bay)
Colombia
20 10
48 40
Petropolis
22 31
43 10
Sobral.............
Congonhas
20 30
43 52
Piagabugu
10 24
36 25
Sorocaba...........
Conselheiro Lafaiete
20 40
43 48
Piassaguera (rr sta).....................
23 50
46 23
Sousa..............
Coru m hi
19 01
57 39
Piedade, Serra da (ridge)
7 21
37 20
TanguA............
Coxilha de Santa
31 15
55 15
Pirapora
17 21
44 56
Taquipe (oilfield)...
Cubatio
23 53
46 25
Pirassununga
21 59
47 25
Teresina............
C uiahA
15 35
56 05
Poi;os de Caldas.......................
21 48
46 34
Tramandai.........
C uritiba
25 25
49 15
Ponta Grossa
2 5 05
50 09
Tres Corat;oes.......
Dia m antiva
18 15
4:3 36
Portiio (rr sta
25 29
�19 18
Tres Rios...........
Divinopolis
20 09
14 54
Piirto Alegre
30 04
fit 11
Tubarao............
Dom Joao (oilfield)
12 37
38 39
Porto Esperanga
19 37
57 27
Uruguainna.........,
Doutor ,Joaquim Murtinho (rr .eta)........
20 3:3
4:3 49
Porto Flores
25 37
54 36
Uruguay River (strean
Dique de Caxias
22 47
4:3 18
Hrto M endes..........................
24 30
:)4 20
Utinga (rr sta)
F:n,genheiro Bley
25 :37
49 4:5
Porto Passagem (rr sta)
21 01
48 09
Val- de- Cies..........
F:ntroneamento
29 51
54 fib
Porto Real do Col6gio...................
10 1 i
:36 49
Vassouras...........
T: xu
7 31
39 43
Piirto U niiio
26 15
51 05
Wu da N oiva (rr sta).
Fernandes Pinheiro
22 04
43 13
Porto Velho
8 46
63 54
Vila Militar..........
Ferrugem (rrsta)
19 57
44 01
Piirto Xavier
27 54
55 08
Vitoria..............
Florianopolis
27 35
48 :34
Presidente Epiticio
21 46
52 06
Volta Redonda.......
Fortaleza
3 43
38 30
PropriA
10 13
36 51
Foz do iguat ;u
25 33
54 35
Pro missao (dn m).......................
21 06
50 10
Gar�as de Minas (rr
S
20 II
45 40
Quarai
30 23
5fi -t
'i'
sf
General Luz (rr sta)
29 55
51 22
Recife.... I.......
8 03
:34 5.1
Augusta Sevcro......
G oiinia
16 40
49 16
Recim cat� n �ern
12 29
:38 13
Brasilia
Guaira
24 04
54 15
Recreio
21 32
42 28
Campo Fontenelle (Pir
G carat. ingueth
22 49
45 13
Resende
22 28
44 27
Campo Grande AB
G uarulhos
23 28
413 :32
Ribeira.
24 40
49 01
Cum bica............
H orlo Florestal (rr sin)
19 55
43 55
Rincao.
21 35
48 05
Dois de.lulho........
ibirarenin
22 49
50 06
Rio Acu (sirram)
5 06
:36 40
Galeao........
lbitinga
21 45
48 59
Rio Araguari (strram)
1 15.V.
49 55
Gravatai............
Ilha d'lgua (iel)
22 49
43 10
Rio Branco, Uruguay...................
32 34
53 25
G uararapes..........
ilha do Barna!)6 (isl)
23 55
46 20
Rio de Janeiro
22 54
43 14
Pampulha...........
Ilha do Governador (isl)
22 48
43 12
Rio de la Plata, Argentina (estuary)
35 00
57 00
Pinta Martins........
llh611s
14 49
39 0:3
Rio Doce (stream)
19 37
:39 49
Ponto Pelada........
Im bitubn.... ..I
28 14
48 40
Rio Grande
32 02
52 05
Salgado Filho........
Ipaneila, Praia de
22 59
43 1'l
Rio G uaiba (estuary)
30 15
51 12
Santa Cruz..........
1per6
23 21
47 41
Rio G urupi(strea
1 13
413 06
Tirieeal.............
i tabainna
7 20
35 20
Rio lbicui (stream)
29 25
fib 47
Val de Cites..........
tabira
19 37
43 13
Rio Itajai(strea m)......................
26 5 4
48 23 3
Vira Copos..........
t.
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

12 47 38 26 Rio Tocantins
Marcelino Ramos
(stream).
1 45 49 10
Mariana
27 28 51 54 Rio Turiaeu (stream)
s Marmot,..
2U 23 43 25 Rivera. Uruguay
1 36 45 19
t lataripe
29 42 51 58
Roncador
30 54 55 31
tiranga foilJicldt...........
12 41 �8 35 Rubiio Junior (rr sta)
17 22 48 15
22 53
M ogidas Cruze.
12 23 38 11 Rubineia
48 29
20 13
Monte Azul.........
23 31 46 11 Salgueiro
51 02
02
8 04
Montevideo, Uruguay
15 09 42 53 Salto das Sete Quedas (waterfall).........
39
24 02 54 16
Mossorn
34 .53 56 11 Salvado
12 59 38 31
M ucuripe
11 37 20 Santa Cruz
22 56 43 41
Natal.........
3 43 38 29 Santa Cruz, Bolivia.....................
17 48 63 10
Niteroi
5 47 35 13 Santa A4aria.......
-9 41 53 48
Nova Era
22 53 43 07 Santa Maria da Boa Vista
8 49 39
Nova Igua4 �u
19 45 43 03 Santanr. do Livra ment o.................
49
30 53 55 31
Oiticica
22 4.i 43 2i S antarem.....................
2 26 54 42
Olinda
i)1 Chile.........................
45
r Osasco (rr sta)
8 01 34 Santa
33 27 0 40
1> Osorio
3 32 46 46 Santo Am aro...........
Ouro Pre
29 54 50 16 Santo A m aro do Sul
12 32 38 43
to
20 23 43 30 Santos........
29 56 51 54
Panorama
21 21
51 51 Sio Bernardo do Campo
23 57 46 20
Paraiba do Sul
22 09 43 17 Sio Caetano do Sul.....................
23 42 46 33
Paranapiacab
25 31 48 30 SAO Francisco (rr s tc
23 36 46 34
Paranapiacaha
Paso
23 47 46 19 Sio Francisco (drainage basin)...........
12 09 38 25
delos l.ihres, Argentina.
29 43 J, 05 Sio Francisco do Sul
10 30 36 29
Paula Cavaleante (rr sta)................
7 09 35 08 Sio Jose d C Cm
Campos
14 48 39
Paulinia
22 45 47 10 Sio Luis
23 11 45 53
Paulista............
7 Si 34 53 Sao Paulo
2 31 44 16
Paulistana
8 09 41 09 Sao Sebasti
23 32 46 37
Pelotas
31 46 52 2(1 Sepetiba (bay).......
2 3 48 95 25
Petropolis .............................l2
3t 43 10 Sobral.........
23 00 43 48
PiaS
10 24 36 25 Sorocaba
ssagp r
sagu
Piauera (rr sla).....
23 50 46 23 Sousa
23 29 47
27
Piedade, Serra da (ridge)
i 1 1 37 20 Tangua
6 45 38 14
Pirapora..............................
17
P I 44 56 T^ ui a (oil
22 44 42 43
Pirassununga
I 59 17 l5 Teresina
12 26 38 25
PO4Zos de CRldas
21 48 �16 :34 Tramandai....
�5 05 42 49
Ponta Grossa........�
25 0.5
50 09 Tres CorKoes
29 58 50 08
Portiio rr ,sta)
25 29 40 18 Tres Rios........
21 42 45 16
Porto Alegre............
30 04 r
11 T ubario
2'.t (l7 43 12
Porto F. speran4a
51
19 37 27 ru
20 I7 40 14
Flores
2.5 37 .54 3 6 Uruguay River (stream).
�29 45 57 05
Porto M ender
24 311 54 2(I [)tin R rr sta
g
34 12 58 1R
Pilrto Pasma em (rr .sta)
g
-I 01 48 09 Val de (.RPr.....
23 37 46 32
Porto Real (lo ('ol(
10 I I
36 49 Vassouras
1 23 48 29
Porto Uniio
2fi 15 51 05 V('-u da Noiva (rr
22 25 43 40
Pluto Velho
sta
R 96 63 .54 Vila A(ilitar..........
25 26 48 .54
Pilrto Xavier
�5' S.5 O8 Vitori 2( I
a............
22 52 4:324
Presidente Epltaclo
21 46 Volta Redonda
70 19 40 21
Proprii
10 13 3f 36 i 51 51
22 32 44 07
Promissao (dam)
21 06 50 I0
Quarni
:30 23 56 27 1 Selected airfields
Recife
Reconeavo (basin)
8 03 34 59 Augusto SPVero
Resenci
12 29 38 13 Brasilia
5 55 35 1.5
RerPndp
'll 32 4l 28 Campo Fontenellc (Pirassununga)
15 52 .17 55
Ribeira
22 28 4.1 27 Campo Grande AB.
21 59 47 20
Rineio
24 10 49 of
('u m bica.....................
20 2R .54 40
y
Rio Ac a ;.I, am)
21 :35 4R 0.5 Dois de Julho
23 2:3 46 29
Rio Araguari (stream)
5 06 36 to Galena
1 2 55 38 20
Rio Branco. Uruguay
I 15A'. 49 5.5 Gr a v at.ai....................
22 49 4:3 15
Rio de Janeiro
r
3'l 34 ./3 25 Gunrarapes
2 'S1 (18
Rio de In PInt.R, Argentina (rsfnr
22 5i4 43 14
35 O(1
Pinto
R IlR 34 55
19 51 4:3 57
tio Doce (stream)
00 P Martins..
5into A4artins......
do Grande
19 3i
:39 49 Ponto Peld
aa
o #7 :38 :32
do Guaiba (estuary)
Hl
3l (12 5l OS Salgado Filho
3 08 .59 59
do Gurupi (stream)
30 15 51 I'l Santa ruz...
30 00 51 10
tio Ihieui (stream)
13 #fi 06 TiriiI
rcR
22 56 43 �1:3
Lio Itnjni (stream)
29 25
56 47 Val de CRPr
2 35 44 1�1
26 64 48 :3:3 Virg (:opus
123 48 33
23 00 47 IR
t
de
18
Tropic of O
591167 7 -73
1 Central
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080021 -4

F Sk tr n tE '3 Ffi w7 r� s
c 4
2870
r p J
2
O
Sao r6w .3200 IS}
m
a
efa SarMant .,y
an
pe
alvado
Uruaru Niq IF�
'arW X7
.977 x,1134 lhdus
P `t
Barra do GarWs I e n
16 A v O J W
squat
T w Ceravelas
Aro pera tP O' erne t
U rUnds, nm arp
ate Ar w
LagoaS o
ie O N
Saito do
upunl4 Rubirlaw t^,onAnh uberao
v",a
Riberao Prbte
Pr ro r
S
Monlev unu
t m� r sunu 155 Pos
io Paranaln Bauru 7!
r OutMhos Gu gt
Fro
Londrina abo
Rio de Jan to
do COM90
II
A t n ti C
I
0 Cean
m�1
O.
Brazil
v Santos
!n Fih;hW sa
Ir
ar
International boundary ?a
1puacu c
agua
International boundary In dispute
,3117 h
Sao Franciew do Sul
National capital
X181
Railroad
Road
Marcell
Ra
anApolis
Road under construction
1089
a asao tEV
1
T Airfield
barac
Maior port
eGU
rY
Populated places
ramandai
Brasills 277,005
O AI G,o
4,000,00010 5.500.000
Soo 000 to 2.250.000
Lagoa
0 100.000 to 500.000
P a
Under 100,000
Y
Date Irom 1970 cenaue
spot elevations in feet
Grande
Scale 1:11.800.000 30
Lag 0a
0
too 700 400 500
Mlrim
Stetmr Mdec
0 loo 700 900 400 500
Kibmetrrs
30
Nemee end boundary repreeentetran
Y',
Ill er� no' ne-ere�l7 eutha14a11� 12
i
Terrain and Transportation Figure 12
APPROVED FOR RELEASE: 2009/06/16:
CIA- RDP01- 00707R000200080021 -4