Socioeconomic impacts with the implementation of the railroad EF-118 RJ/ES: comparison of cargo logistics at the Port of Açu Impactos socioeconômicos com a implantação da ferrovia EF-118 RJ/ES: comparativo de logística de carga do Porto do Açu Impactos socioeconómicos con la implementación del ferrocarril EF-118 RJ/ES: comparación de la logística de carga en Puerto del Açu

Since the beginning of operations in 2014, Port of Açu has shown significant growth in relation to cargo handling, with all demand dependent on road transport. However, there is a proposal for the implementation of the EF-118 railway that would interconnect Rio de Janeiro and Vitória, serving the region of Port. This work seeks to economically evaluate the advantages of the implementation of the railway modal compared to the roadway already used in the region. Due to the intense flow of cargo in the Industrial-Port Complex, the possibility Research, Society and Development, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389 2 of building a new highway, the RJ-244, is being studied, extending from the industrial district to BR-101. For this purpose, surveys were conducted to determine the average daily volume of vehicles circulating in the region, in addition to the different types of cargo transported and their relationship with Port. Based on the information collected in the Traffic Studies Report issued, it was possible to relate data and achieve at the value of the average annual daily volume for each category of cargo handled in the Port. Bearing in mind that in 2019, Port of Açu handled approximately 751 thousand tons of cargo and analyzing the estimated costs by ABIFER for road and rail transport, the approximate cost values for each one per ton of cargo per kilometer were reached. Comparing values, it is possible to notice that the cost of transporting cargo by rail corresponds to about 16.6% of the amount spent on transporting of the same weight of cargo by road, which means a considerable advantage for its implementation.

of building a new highway, the RJ-244, is being studied, extending from the industrial district to BR-101. For this purpose, surveys were conducted to determine the average daily volume of vehicles circulating in the region, in addition to the different types of cargo transported and their relationship with Port. Based on the information collected in the Traffic Studies Report issued, it was possible to relate data and achieve at the value of the average annual daily volume for each category of cargo handled in the Port. Bearing in mind that in 2019, Port of Açu handled approximately 751 thousand tons of cargo and analyzing the estimated costs by ABIFER for road and rail transport, the approximate cost values for each one per ton of cargo per kilometer were reached. Comparing values, it is possible to notice that the cost of transporting cargo by rail corresponds to about 16.6% of the amount spent on transporting of the same weight of cargo by road, which means a considerable advantage for its implementation.

Introduction
Port of Açu is located in the municipality of São João da Barra -RJ and has nine terminals that are divided into offshore and onshore. The operations at the port terminal began in 2014; today cargoes such as solid and liquid bulk, general cargo, iron ore and petroleum are already moving (Porto do Açu, online).
According to Mello (ABIFER, 2018), studies carried out by Prumo pointed out that, if Port was at the disposal of a railway, it could transport about 50 million tons of cargo in 2020, if it were in operating conditions that year; the modal would get to transport from 55 to 70 million tons in 2060. About 60% of this volume could be handled by the Port of Açu, that is, Research, Society and Development, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389 4 the port would receive an average of 30 million tons in 2020 and 37.5 million tons in 2060.
Mello (ABIFER, 2018, p. 1) still ponders: "the great advantage of the railway is that, once installed, it will create a competitive scenario, lower cost and efficiency for customers, especially those of general cargo and agricultural bulk". One of the main beneficiaries of the Rio-Vitória railroad will be the Multicargas Terminal (T-MULT), which handles coke, coal, bauxite and gypsum, in addition to general and project cargo.
According to the logistics company WM Trading (online), until the 1930 there was a greater emphasis on railway transport; however, the coffee crisis damaged this context due to the transport that was made by rail. Soon, the government nationalized the railway companies and promoted the transportation of cargo, reducing the relevance of passenger transportation.
One of the political promises in Juscelino Kubitschek government, "50 years in 5", was to connect the Brazilian territory through a transport network. Such action would need to use a transport option of quick installation and operation, considering that the construction of highways takes less time than railways (WM Trading, online).
Cargo that arrives at ports, airports or train stations is loaded onto trucks and taken to its final destination. This logistics allows that the delivery to be made conveniently, being impractical, however, for greater distances. Road trips can generate excessive expenses, such as fuel and vehicle maintenance, in addition to being subject to theft and higher accident rates (WM Trading, online).
Due to this fact, there are several proposals for improvements, considering the most relevant one being the increase in railway participation in national logistics, which would require an improvement in its network. As Brazil is a continental country, there is a clear need to expand the railroad modal to overcome long distances in the logistics scenario, making transportation more efficient and with lower operating costs.
This study aims to compare the transport costs of railway and roadway modals with the implementation of the EF -118 and describe the benefits achieved through the implementation of it.

Methodology
In accordance with Pereira et al. (2018), in the academic scenario, the realization of new researches is of great importance to discover answers to problems or also to know and understand certain situations that happen in different areas of knowledge. In this research, the "quali-quanti" method was used in which the numerical results are complemented by Research, Society and Development, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389 5 qualitative results (Pereira et al., 2018, p. 100).
Even being a continental country, the transportation system in Brazil is predominantly roadway. According to ILOS (Institute of Logistics and Supply Chain, 2019), in 2019, Brazil's transport modal handled around 61% of its cargo by road system, 21% on railways, 12% on cabotage, 4% by pipelines, 2% by waterways and less than 1% by air. However, in comparation with other countries, it is possible to observe the imbalance between the transport modals, as shown in Figure 1: According to the data presented by the Port portfolio (2020), it presents a progressive growth in cargo handling, as shown in Figure 2, which results in a high and growing logistics demand. The Brazilian Railway Industry Association (ABIFER, 2018) shows that the Port of Açu terminals are not suitable for handling by rail, thus being made only by road.  In agreement with the Planning and Logistics Company (EPL), still with a project in progress, the EF-118 Railway that proposes a Rio -Vitória interconnection (Figure 3), if implemented, it may bring benefits to Port do Açu and its region.
Research, Society and Development, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389 The previous Figure shows the influence that the EF-118 railway will have in relation to Port of Açu, once implemented, it will be able to transport its respective products through the railway modal to two different capitals, thus expanding its logistics option.   Research, Society andDevelopment, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389 9 The previous Table shows the annual daily average flow of vehicles passing through the region where the port complex is located and a relatively intense traffic is observed.
The main focus is on cargo handling specifically associated with Port of Açu. Based on interviews with drivers in the Traffic Study, a graphic was drawn up showing the trips related to Port, detailed in Figure 5: Through Figure 5 it can be concluded, based on field research, that the largest flow of heavy loads is directed to Port. Making clear the need for a more specific route for such transport.
The categories of cargo transported by commercial vehicles in the region were also observed. Figure 6 shows the percentage of each one: With the predominance of cargo flow, as shown in Figure 6, the need for a new route alternative is certified, allowing that the transport is realized in a more versatile and economical way.
Correlating the data between the AADV and types of cargo transported in the region and the percentage of trips related to Port of Açu, it is possible to analyze the quantity of traffic volume (trucks /day) in the Port, according to Table 2. With Table 2 it is possible to analyze more clearly what the average number of vehicles for each type of cargo that is handled daily by the Port, it is also observed that the largest flow is of trucks with greater amounts of axles.
The traffic demand estimated for the base scenario fully considers the loads and volumes predicted in the Master Plan existing in the business plan developed by Port of Açu. Figure 7 below shows the volume of truck traffic predicted for the region in future scenarios, based on the projections informed by the Traffic Studies: Research, Society andDevelopment, v. 9, n. 9, e995998389, 2020 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v9i9.8389  It should be noted that cargo handling at Port of Açu is constantly growing and this performance reflect the increase in roadway transport, not only in the port region, but in the whole of the country, since Port does not have a railroad line. available and with the demand to serve the entire Brazilian territory.
According to ABIFER (2018), there are 7 reasons to invest in cargo transportation: • In 1 km, a truck consumes 13 times more energy than a train to transport a ton of freight; • A single track pair of railroad is equivalent to an expressway with 14 parallel tracks; • A 200 wagon train carries as much as 400 road trailers; • Adding a single freight train to the network is equivalent to removing up to 280 trucks from circulation; • Reduction in air pollution levels, especially when rail transport is powered by electricity; • In the case of diesel-powered locomotives, the reservoir has a capacity of 15,000 liters (most trains can travel more than 1600 km without having to refuel); • Highways carry three times more cargo than railways, but the cost is six times higher.

Results and Discussions
The cities of Rio de Janeiro and Vitória already have the railway modal, which are connected to several Brazilian states. With the EF -118, the cargoes from Port of Açu will be able to be transported by rail, getting access to the railway networks in sequence of the mentioned capitals, completing a great extent by this modal. Figure 9 details the current rail network in the region, also bringing to the observation the condition of coverage for the expansion of railways: Through Figure 9, it is possible to see that with the construction of the EF-118 railway, Port of Açu could interconnect several points in the country, reducing the use of road transport and, consequently, an economy in this process.
Analyzing the current data for 2019, Port of Açu handled around 751 thousand tons of cargo, and its transport is done by road. According to ABIFER (2018), to transport a thousand tons of cargo through this modal in Brazil, it is necessary to spend around R$ 259,00 per kilometer, while on railways this value is approximately R$ 43,00.
Associating the values of the amount of cargo handling with the cost of transportation, Port in its logistics in 2019 spent approximately R$ 194.509,00 in tons per kilometer.
However, if it were also suitable for use by the railroad modal, the cost of transportation with this option of cargo destined for the railroads would present a considerable reduction in comparison with highways, since its value in thousand tons per kilometer corresponds to approximately 16.6% of the road modal.

Final Considerations
Therefore, not only Port would benefit from the implementation, but also the highways in the region. The decrease in the flow of heavy traffic would result in an optimization of travel for other vehicles, in addition to the reduction of loads on the pavement and its impacts, which in excess can cause pathologies resulting in a drop in the safety level of drivers, discomfort in traffic, and consequent increase in maintenance expenses.
With this research, future discussions in the scientific community are expected to expand knowledge in the area. This data analysis can serve as a basis for further research in the industry, since the evolution of logistics is constantly growing. It is also desired that more research in the area of transport infrastructure be realized.