Beyond the United States and European Union exists a powerful market in the East. Japan, South Korea, Taiwan, Cingapore and Hong Kong are examples of potential markets for national products, without counting China. But, how to dribble the great oceanic distances to arrive at the Pacific, without skirting the South America nor transiting by Canal of Panama? Brazilian companies of transport by road had participated of the inauguration of 1º stretch of the Interoceanic road that is being constructed with destination to the ports of Peru for access to the Pacific Ocean. It has about ten years one pioneering trip of the “Pacific Project”, that it had the objective to make possible the link between Brazil and the Pacific Ocean, by means of routes little explored in the regions Center-West and North of the country. The works of the Interoceanic road had beginning in September of 2005. With 2.600 kilometers of extension, the road will bind Brazil to the Peruvian ports of Ilo, Maratani and San Juan, in the Pacific Ocean. Recently we had a meeting with a professor who is professional of United Nations where we had contact with its more recent studies in Commercial Logistic Global. The Commercial Logistic Global is the new trend of the Logistics where the distance does not measure in miles or kilometers, but it measures in time. The factor time is crucial for merchandises of perishable nature, or those that represent high cost of capital placed in supplies in transit. From the comparative study between covered distances, logistics costs and times spent, appear the equivalence concept. These equivalences are represented by means of lines of isodistances, isocosts and isotimes, respectively. For example, maritime loads for Buenos Aires and Montevideo can take trip time the same when embarked by maritime for the Port of Santos, or for terrestrial road. In this in case we face a decision taking involving distinct costs and distances, even so in the same platform of isotimes. The maximum ship speed in the next years will be kept 28 knots (close to 50 kilometers per hour). The lost times in the ports, customs congestions, maneuvers, moorings, wait for cargo load and documental procedures contribute for the slowness of the maritime transport. Further of the lack of perspective for the average speed increase for the ships with propulsion to the helix, even for the last generation ships, there is a need for the terrestrial continental passages (South American interoceanic bridges) reducing the maritime passages of the Atlantic for the Pacific and vice versa, slow and onerous. For example, in the continental stretches, beyond the distances to be lesser that in the maritime stretches, the average speeds in such a way of the road transport how much of the railroad transport, they could exceed the 50 km/h, even so in some countries this situation nor always is possible to occur. Other important concepts had been strengthened related with the following modalities of international terrestrial and aquatic transports: transoceanic, bioceanic, interoceanic and transcontinental. It is common to see these terms confused in the media and even for specialized professionals. Transoceanic transport occurs in an only ocean. For example, from Brazilian coast to the West of Africa, we have the transoceanic transport in the Atlantic Ocean. From the West cost of the South America to the East coast of Asia we have the transoceanic transport in the Pacific. Bioceanic transport involves the navigable route in two oceans. For the bioceanic transport in Americas, we have long navigable distances in two natural passages and an artificial passage. The natural passages are located in the South cone, and are the Strait of Magalhaes (in the Tierra del Fuego) and the Drake Straight (in the South extremity of the South America). The bioceanic artificial route in Americas occurs through the known Canal of Panama. The term interoceanic transport indicates to assign the terrestrial part of the international transport, bridge of linking between oceans, as well as transcontinental transport, that involves a significant terrestrial passage of the continent, either railroad, road, fluvial or intermodal it. Amongst the main objectives of the terrestrial interoceanic transport is the search for the competitiveness and the reduction of the transport time, when compared with the corresponding bioceanic transport.
The development of the interoceanic and transcontinental transports, called “interoceanic bridges” would be the key for the “maximization of the continental routes and minimization of the maritime routes” until, at least, the moment where the average speed of the ships increases (new methods of propulsion), and that diminish the operational and bureaucracy spent times in the ports!