{"id":3551,"date":"2021-08-27T18:02:20","date_gmt":"2021-08-27T21:02:20","guid":{"rendered":"https:\/\/massa.ind.br\/?p=3551"},"modified":"2023-01-13T08:59:26","modified_gmt":"2023-01-13T11:59:26","slug":"concessao-ferroviaria","status":"publish","type":"post","link":"https:\/\/massa.ind.br\/en\/concessao-ferroviaria\/","title":{"rendered":"Railroad concession: Know the advantages and disadvantages"},"content":{"rendered":"

Brazilian railroads have gone through stages of growth and reduction throughout their history, since the mid-19th century, when the first railroads began to be built<\/a>. The railroad concession appeared already in this period.<\/p>\n\n\n\n

After its peak, with the urbanization of trains, this type of transport declined, generating an imbalance and dependence on roads as the main means to carry products such as ores, grains, meat and steel, a logistical challenge for the country<\/a>.<\/p>\n\n\n\n

After the decline, the railroads represent a resumption of investment and open themselves to the inclusion of new technologies, qualified service, agility and economy with transport, all through public concessions.<\/p>\n\n\n\n

This railroad concession is nothing more than a contractual privatization, a partnership between companies that are in charge of managing the networks in order to recover them and return export routes and keep products that move the economy.<\/p>\n\n\n\n

In this article you will understand what a railroad concession is, and how it works:<\/p>\n\n\n\n

How a railroad concession works<\/h2>\n\n\n\n
\"concess\u00e3o<\/figure><\/div>\n\n\n\n

The Brazilian railroad concession began in the 1990s, when the state-owned companies RFFSA and Fepasa presented big losses to the public coffers, low number of jobs and several structural problems. <\/p>\n\n\n\n

The first, Rede Ferrovi\u00e1ria Federal S\/A, was founded in 1957, when the countrys railroads were unified, under the Federal Government's domain. With the objective of maintaining the railroad and train networks, the company had a collection of eighteen companies in the transport sector, including Malha Norte and Sudeste.<\/p>\n\n\n\n

The exception of this national union of railroads was Ferrovia Paulista S\/A (Fepasa), founded in 1971 with the same purpose of keeping the rail transport modal active in the industrial and agronomic sectors. However, with many management and investment problems, the two state-owned companies allowed their railroad infrastructure to decay.<\/p>\n\n\n\n

Therefore, with trains, rails and filling stations in deteriorated conditions, it did not take long for transport to become inefficient to the point of reducing labor and falling into disuse. <\/p>\n\n\n\n

The strategy that the government adopted was to grant the facilities and services of these railroads to the private sector, with transport, industry and export companies. Export corridors and internal product axes were respected.<\/p>\n\n\n\n

Under the domain of the private sector, investments increased and the networks were gradually restored, to which today the rail modal accounts for about 25% of Brazilian transport.<\/p>\n\n\n\n

Advantages and disadvantages<\/h2>\n\n\n\n
\"trens<\/figure><\/div>\n\n\n\n

Under the domain of the private sector, investments increased and the networks were gradually restored, to which today the rail modal accounts for about 25% of Brazilian transport.<\/p>\n\n\n\n

However, the railroad network is at an introductory stage, in which there is an urgent need for more investments for its renovation, both in infrastructure and in superstructure.<\/p>\n\n\n\n

Even offering an alternative to road transport, as it represents a reduction in costs on long journeys, trains still do not have a large share in the country's demand. This is due, in part, to their inflexibility. The current network is unable to explore new paths in order to increase the efficiency of its services.<\/p>\n\n\n\n

In this way, what should be a cost reduction is actually an increase in rates and a low-requested service. Contrary to the competitiveness that would guarantee the quality of the modes, there is a prevalence of road transport, which has more offer and ends up costing less than rail transport, even when dealing with long journeys.<\/p>\n\n\n\n

This model of railroad concession needs to move to a new stage, the integration between its companies and intermodal integration. The first integration would resolve the differences between investments in different railroads, so that they have the same technological quality and can be connected to shorten stretches.<\/p>\n\n\n\n

While the second integration would result in a scale between transport modes throughout the country, with stations where transitions between one modal and another take place, allowing for better product flow and high efficiency, in which highways actively participate in short and railroads, long distances. <\/p>\n\n\n\n

Rail concessions in 2021<\/h2>\n\n\n\n
\"concess\u00e3o<\/figure><\/div>\n\n\n\n

The first step for the growth of Brazilian railroads is to increase investments to expand the network and transport capacity. Several projects are already in the initial phase and are forecasted that in ten years the rail modal will correspond to 30% of Brazilian transport. According to the Ministry of Infrastructure, in 2021 this value will be 15%.<\/p>\n\n\n\n

The most important initiative so far this year is the concession of sections of the East-West Integration railroad (Fiol).<\/a>The first stretch was auctioned in April, in which Bahia Minera\u00e7\u00e3o (Bamin) received a 35-year concession. There are also plans for two auctions involving parts of Fiol, which should take place by 2023.<\/p>\n\n\n\n

Fiol's railroad concession will bring investments that will renew and expand the railroad, connecting some sections with already active railroads, as in the case of the third section to be auctioned, which connects with the North-South railroad in Figueir\u00f3polis, Tocantins. <\/p>\n\n\n\n

Another initiative of the Federal Government with the Partnership and Investment Program in railroad concessions is Ferrogr\u00e3o,<\/a> the railroad that will connect agricultural production in the north of Mato Grosso to the ports of Par\u00e1. The expectation is that this work will move around R$20 billion in investments, totaling a long-term project, with an estimated 60 years to expand, according to the Ministry of Infrastructure.<\/p>\n\n\n\n

Meanwhile, already active partnerships are being renewed, with rail concession contracts in advance for the companies Rumo and MRS. The first extends over 1900 kilometers between Santa F\u00e9 do Sul and the Port of Santos, both in the state of S\u00e3o Paulo.<\/p>\n\n\n\n

Along with the renewal of Rumo, MRS is expected to renew its contract in 2021 for another 30 years. Its railroad system connects the states of Minas Gerais, S\u00e3o Paulo and Rio de Janeiro, with an extension of over 1600 kilometers, to supply the transport of iron ore, among other products.<\/p>\n\n\n\n

Conclusion<\/h2>\n\n\n\n

So far, we have seen how the railroad concession works, its advantages, disadvantages and contextualized the scenario of concessions from 2021 onwards. <\/p>\n\n\n\n

This type of partnership between the private sector and the government has been taking place since the 1990s, when the scenario of national railroads was precarious and generating public debt. From this transition onwards, the country's networks are crawling towards a process of reformulation, with planning integrated with other modes of transport<\/a>, internal and external.<\/p>\n\n\n\n

Far from ideal, railroads arouse the interests of the state and companies to scale the modes of transport and facilitate the flow of agricultural products to the interior of the states and boost exports. <\/p>\n\n\n\n

Searchs: <\/p>\n\n\n\n

https:\/\/agenciabrasil.ebc.com.br\/economia\/noticia\/2020-05\/governo-renova-contrato-de-concessao-de-ferrovia-em-sao-paulo<\/a><\/p>\n\n\n\n

https:\/\/www.gazetadopovo.com.br\/economia\/governo-preve-concessao-de-duas-ferrovias-em-2021-com-obras-de-quase-r-25-bilhoes\/<\/a><\/p>\n\n\n\n

https:\/\/g1.globo.com\/economia\/noticia\/2021\/04\/27\/governo-aprova-concessao-dos-trechos-restantes-da-ferrovia-de-integracao-oeste-leste.ghtml<\/a><\/p>\n\n\n\n

https:\/\/www.gov.br\/pt-br\/noticias\/transito-e-transportes\/2021\/03\/concessoes-de-ferrovias-contribuirao-para-baratear-custos<\/a><\/p>\n\n\n\n

http:\/\/www.anpad.org.br\/diversos\/down_zips\/45\/GOL1847.pdf<\/a><\/p>\n\n\n\n

<\/p>","protected":false},"excerpt":{"rendered":"As ferrovias brasileiras passaram por est\u00e1gios de crescimento e redu\u00e7\u00e3o, ao longo de sua hist\u00f3ria, desde a metade do s\u00e9culo XIX, quando as primeiras estradas de ferro come\u00e7aram a ser constru\u00eddas. A concess\u00e3o ferrovi\u00e1ria surgiu j\u00e1 nesse per\u00edodo. Ap\u00f3s o seu auge, com a urbaniza\u00e7\u00e3o dos trens, este tipo de transporte decaiu, gerando um desequil\u00edbrio e a depend\u00eancia das rodovias como o principal meio para carregar produtos como min\u00e9rios, gr\u00e3os, carnes e sider\u00fargicos, um desafio log\u00edstico para o pa\u00eds. Ap\u00f3s o decl\u00ednio, as ferrovias configuram uma retomada em investimento e se abrem para a inclus\u00e3o de novas tecnologias, servi\u00e7o qualificado, agilidade e economia com o transporte, tudo atrav\u00e9s da concess\u00e3o p\u00fablica. Esta concess\u00e3o ferrovi\u00e1ria \u00e9 nada mais do que uma privatiza\u00e7\u00e3o contratual, uma parceria entre empresas que se encarregam da gest\u00e3o das malhas a fim de recuper\u00e1-las e retornar eixos de exporta\u00e7\u00e3o e manter produtos que movimentam a economia. Neste artigo voc\u00ea entender\u00e1 o que \u00e9 uma concess\u00e3o ferrovi\u00e1ria, e como ela funciona: Como funciona uma concess\u00e3o ferrovi\u00e1ria A concess\u00e3o ferrovi\u00e1ria brasileira foi iniciada na d\u00e9cada de 90, quando as estatais RFFSA e Fepasa apresentavam preju\u00edzos grandes para os cofres p\u00fablicos, baixo n\u00famero de empregos e diversos problemas estruturais.  A primeira, a Rede Ferrovi\u00e1ria Federal S\/A, foi fundada em 1957, quando as estradas de ferro de todo o pa\u00eds foram unificadas, sob o dom\u00ednio do Governo Federal. Com o objetivo de manuten\u00e7\u00e3o das malhas ferrovi\u00e1ria e dos trens, a empresa contava com um acervo de dezoito empresas do setor de transporte, incluindo a Malha Norte e Sudeste. A exce\u00e7\u00e3o dessa uni\u00e3o nacional das ferrovias foi a Ferrovia Paulista S\/A (Fepasa), fundada em 1971 com o mesmo prop\u00f3sito de manter o modal de transporte ferrovi\u00e1rio ativo nos setores industrial e agron\u00f4mico. Por\u00e9m, com muitos problemas de gest\u00e3o e investimento, as duas empresas estatais permitiram que a infraestrutura de suas ferrovias deca\u00edsse. Logo, com trens, trilhos e postos de abastecimento em condi\u00e7\u00f5es deterioradas, n\u00e3o tardou para que o transporte se tornasse ineficiente ao ponto de reduzir a m\u00e3o de obra e entrar em desuso.  A estrat\u00e9gia que o governo adotou foi a de conceder as instala\u00e7\u00f5es e servi\u00e7os destas ferrovias \u00e0 iniciativa privada, com empresas de transporte, ind\u00fastria e exporta\u00e7\u00e3o. Os corredores de exporta\u00e7\u00e3o e os eixos internos de produtos foram respeitados. Sob o dom\u00ednio da iniciativa privada, os investimentos aumentaram e as malhas foram gradativamente restitu\u00eddas, ao que hoje o modal ferrovi\u00e1rio soma cerca de 25% do transporte brasileiro. Vantagens e desvantagens A concess\u00e3o ferrovi\u00e1ria no Brasil representou um passo em dire\u00e7\u00e3o \u00e0 intermodalidade, visto que em um cen\u00e1rio ideal, todos os tipos de transporte devem se complementar e funcionar em um sistema integrado, com postos de carga que facilitem a transi\u00e7\u00e3o de um modal para o outro. Por\u00e9m, a malha ferrovi\u00e1ria encontra-se em um est\u00e1gio introdut\u00f3rio, no qual h\u00e1 a necessidade urgente de mais investimentos para a sua renova\u00e7\u00e3o, tanto na infraestrutura, quanto na superestrutura. Mesmo oferecendo uma alternativa ao transporte rodovi\u00e1rio, por representar a diminui\u00e7\u00e3o dos custos em grandes viagens, os trens ainda n\u00e3o t\u00eam uma participa\u00e7\u00e3o grande na demanda do pa\u00eds. Isto se deve, em parte, \u00e0 sua inflexibilidade. A malha atual est\u00e1 impossibilitada de explorar novos trajetos, a fim de aumentar a efici\u00eancia dos seus servi\u00e7os. Desta forma, o que deveria ser uma redu\u00e7\u00e3o de custos, \u00e9 na verdade, um aumento em tarifas e um servi\u00e7o pouco requisitado. Ao contr\u00e1rio da competitividade que garantiria a qualidade dos modais, h\u00e1 uma preval\u00eancia do transporte rodovi\u00e1rio, que tem mais oferta e acaba custando menos que o transporte ferrovi\u00e1rio, mesmo tratando de viagens longas. Este modelo de concess\u00e3o ferrovi\u00e1ria precisa avan\u00e7ar para uma nova etapa, a integra\u00e7\u00e3o entre as suas empresas e a integra\u00e7\u00e3o intermodal. A primeira integra\u00e7\u00e3o resolveria as diferen\u00e7as entre investimento em diferentes ferrovias, para que tenham a mesma qualidade tecnol\u00f3gica e possam se conectar para o encurtamento dos trechos. Enquanto a segunda integra\u00e7\u00e3o, resultaria em um equil\u00edbrio entre os modais de transporte no pa\u00eds inteiro, com postos onde aconte\u00e7am as transi\u00e7\u00f5es entre um modal e outro, permitindo o melhor escoamento dos produtos e uma efici\u00eancia elevada, no qual rodovias participam ativamente de transportes curtos e ferrovias, de longas dist\u00e2ncias.  Concess\u00e3o ferrovi\u00e1ria em 2021 O primeiro passo para o crescimento das ferrovias brasileiras \u00e9 aumentar os investimentos, para ampliar a malha e a capacidade de transporte. Diversos projetos j\u00e1 est\u00e3o em fase inicial e t\u00eam previs\u00e3o de que em dez anos o modal ferrovi\u00e1rio corresponda a 30% do transporte brasileiro. De acordo com o Minist\u00e9rio da Infraestrutura, em 2021 este valor ser\u00e1 de 15%. A iniciativa mais importante at\u00e9 este ano \u00e9 a concess\u00e3o de trechos da Ferrovia de Integra\u00e7\u00e3o Leste-Oeste (Fiol). O primeiro trecho j\u00e1 foi leiloado em abril, no qual a Bahia Minera\u00e7\u00e3o (Bamin) recebeu a concess\u00e3o de 35 anos. H\u00e1 tamb\u00e9m a previs\u00e3o de dois leil\u00f5es envolvendo partes da Fiol, que dever\u00e3o se concretizar at\u00e9 2023. A concess\u00e3o ferrovi\u00e1ria da Fiol trar\u00e1 investimentos que renovar\u00e3o e ampliar\u00e3o a ferrovia, ligando alguns trechos com ferrovias j\u00e1 ativas, como no caso do terceiro trecho a ser leiloado, que se conecta com a Ferrovia Norte-Sul em Figueir\u00f3polis, Tocantins.  Outra iniciativa do Governo Federal com o Programa de Parcerias e Investimentos em concess\u00e3o ferrovi\u00e1ria \u00e9 a Ferrogr\u00e3o, a ferrovia que ligar\u00e1 a produ\u00e7\u00e3o agr\u00edcola do norte do Mato Grosso aos portos do Par\u00e1. A expectativa \u00e9 de que tal obra movimente em torno de R $20 bilh\u00f5es em investimentos, totalizando um projeto a longo prazo, com estimados 60 anos at\u00e9 se expandir, segundo o Minist\u00e9rio da Infraestrutura. Enquanto isso, parcerias j\u00e1 ativas est\u00e3o sendo renovadas, com contratos de concess\u00e3o ferrovi\u00e1ria antecipados para as empresas Rumo e MRS. A primeira comporta mais de 1900 quil\u00f4metros (km) de extens\u00e3o, entre Santa F\u00e9 do Sul e o Porto de Santos, ambos no estado de S\u00e3o Paulo. Juntamente com a renova\u00e7\u00e3o da Rumo, a MRS tem previs\u00e3o para renovar em 2021 o seu contrato por mais 30 anos. O seu sistema ferrovi\u00e1rio liga os estados de Minas Gerais, S\u00e3o Paulo e Rio […]","protected":false},"author":1,"featured_media":3562,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[48],"tags":[],"class_list":["post-3551","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-setor-ferroviario"],"yoast_head":"\nConcess\u00e3o ferrovi\u00e1ria: Conhe\u00e7a as vantagens e desvantagens - Massa<\/title>\n<meta name=\"description\" content=\"Entenda nesse artigo as vantagens e desvantagens da concess\u00e3o ferrovi\u00e1ria no Brasil, quais as caracter\u00edsticas e como funciona.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/massa.ind.br\/en\/concessao-ferroviaria\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Concess\u00e3o ferrovi\u00e1ria: Conhe\u00e7a as vantagens e desvantagens - 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