{"id":3677,"date":"2021-09-29T15:04:52","date_gmt":"2021-09-29T18:04:52","guid":{"rendered":"https:\/\/massa.ind.br\/?p=3677"},"modified":"2023-01-13T08:59:26","modified_gmt":"2023-01-13T11:59:26","slug":"extensao-da-malha-ferroviaria-brasileira","status":"publish","type":"post","link":"https:\/\/massa.ind.br\/en\/extensao-da-malha-ferroviaria-brasileira\/","title":{"rendered":"Discover the extent of the Brazilian rail network"},"content":{"rendered":"

The flow of goods from Brazil can be done in different ways, but the main modes of transport that carry out this work are road and rail. Despite the predominance of highways, the extension of the Brazilian railroad network plays a fundamental role in this process.<\/p>\n\n\n\n

However, it is important to emphasize that this was not always the case. As we will see below, the history of railroads, to reach the present moment, is full of ups and downs. At times, the Brazilian rail network was even predominant in the national cargo transport scenario.<\/p>\n\n\n\n

Railroad network in Empire Brazil<\/strong><\/h2>\n\n\n\n
\"\"<\/figure><\/div>\n\n\n\n

The history of the extension of the Brazilian railroad network begins in Empire Brazil, around 1850. A little earlier, the first<\/a> railroads had been built in the main countries in the world, such as England and the United States<\/a>, and began to be implemented in Brazil as well.<\/p>\n\n\n\n

When railroads began to appear, there was no other mode of transport as impressive. Automotive vehicles, such as cars and trucks, did not yet exist, and the main means of transport at the time was animal traction.<\/p>\n\n\n\n

With this, the railroads quickly dominated the means of transporting cargo in the country and were spreading throughout the national territory, essentially in the most important states for production, such as S\u00e3o Paulo, Rio de Janeiro and Minas Gerais. S\u00e3o Paulo<\/a>, Rio de Janeiro e Minas Gerais<\/a>.<\/p>\n\n\n\n

Although more than 150 years have passed since the beginning of the railroads, much of the extension of the Brazilian railroad network that was built at the time continues to play an important role for the national railroad sector. Of the 29,000 km of Brazilian railroad lines currently, 10,000 were built during the Brazilian Empire period.<\/p>\n\n\n\n

Naturally, this shows a great challenge in terms of development and investment in this tensiometer modal. Much of this is due precisely to the growth of the road sector, which, essentially in the mid-twentieth century, around the 60s, came to dominate cargo transport in the country.<\/p>\n\n\n\n

As a result, investments in the development of the railroad sector were weakened, many lines were abandoned or scrapped and few new ones were built. The scenario began to change only at the end of the last century, when there were changes in the legislation on the administration of railroads, giving greater scope for private sector investment in the sector. <\/p>\n\n\n\n

Brazilian railroad network in numbers<\/strong><\/h2>\n\n\n\n
\"extens\u00e3o<\/figure><\/div>\n\n\n\n

The numbers of the quantity, density and weight of the extension of the Brazilian railroad network still leave something to be desired. Currently, Brazil has a little more than 29,000 km of railroad line throughout the country and the distribution is very precarious.<\/p>\n\n\n\n

The main concentration of the extension of the Brazilian railroad network is located in the Southeast Region with 47% of the national railroad network<\/a>. In comparison, the North and Center-West regions of the country, which are important regions for production, occupy only 8% of the national railroad line. The rest is divided between the South and Northeast regions.<\/p>\n\n\n\n

The largest railroad line in the country is managed by the company Rumo Log\u00edstica. The Rumo line, which runs through the South, Southeast and North regions, is over 12,000 km long.<\/p>\n\n\n\n

The concentration of lines in the South, Southeast and Northeast regions occurs mainly because they are the main producing centers in the country and have easier access to the coast. Both in Agribusiness and Industry, states such as S\u00e3o Paulo, Minas Gerais, Bahia and Paran\u00e1 stand out in the production of important inputs for the national economy, such as ores<\/a>, grains, cattle, coffee, cotton, among others. <\/p>\n\n\n\n

The density of the Brazilian rail network is also a concern. The country has only 3.1 meters of railroad line per km\u00b2, a very small number, especially when compared to other countries, such as Argentina, which has a density of 15m\/km\u00b2. <\/p>\n\n\n\n

If we compare the United States, which has a land area as large as Brazil, but is the country with the largest railroad network in the world, this number is even more impressive. The North American country has a railroad network density of 150m\/km\u00b2.<\/p>\n\n\n\n

Challenges<\/strong><\/h2>\n\n\n\n
\"desafios<\/figure><\/div>\n\n\n\n

The lack of more incisive investment in the railroad sector is one of the country's great logistical challenges<\/a> . As we have seen, the road sector is predominant, having a much longer line than the extension of the Brazilian railroad network. <\/p>\n\n\n\n

As a result, there is a dependence on the road sector that generates harmful effects for logistics and also for the country's own national production in industries and agribusiness<\/a>.<\/p>\n\n\n\n

The growth in investment in railroads, which has really increased in recent years, but still far from what is desirable, could bring a series of benefits for the country's cargo transportation and for the economy in general.<\/p>\n\n\n\n

First, if the extension of the Brazilian railroad network were to grow, the highways would be relieved, and the producing companies would not be totally dependent on this sector, which in many regions have very problematic highways, with a very precarious structure.<\/p>\n\n\n\n

In addition, there would be an important economic impact for these companies, as transporting goods by railroads<\/a> is cheaper than by road, for different reasons. <\/p>\n\n\n\n

O freight<\/a>, for example, is one of the most impacting factors, since road freight is usually much higher than rail freight. In addition, fuel, administrative and toll costs are also cheaper in the rail sector.<\/p>\n\n\n\n

Another impacting factor in this relief and what would benefit the companies involved in the transport processes is the speed of the journeys. <\/p>\n\n\n\n

A train has the capacity to transport a large number of trucks, making a shipment of products to be transported in just one trip, speeding up processes. <\/p>\n\n\n\n

This ability to transport goods in just one trip, unlike highways, also impacts the environment. <\/p>\n\n\n\n

As the need for moving vehicles considerably decreases, the CO2 emission of a consignment transported along the length of the Brazilian rail network is considerably lower than those used by the highway.<\/p>\n\n\n\n

These are some advantages and solutions that investment in the railroad sector could bring to the country. This has been proven to be a success in large nations around the world, which invest considerable amounts of money allocated to infrastructure<\/a> in railroads, such as the United States<\/a> and China, which are references in these matters.<\/p>\n\n\n\n

Future of the Brazilian rail network<\/strong><\/h2>\n\n\n\n
\"futuro<\/figure><\/div>\n\n\n\n

Despite still falling short of the essentials, there is a perspective<\/a> of improvement on the part of the government and the companies involved in the concessions of the railroad lines for the coming years.<\/p>\n\n\n\n

Since the change in the legislation on concessions, back in the 1990s, investments have started to grow again, and new projects have begun to take shape in recent years. While some have already been completed, others are in the process of structuring and there are also some future projects in progress.<\/p>\n\n\n\n

The federal government even has a plan to try to double the length of the Brazilian railroad network within 6 years. For this, it is essential that the works in progress are built<\/a> , that the projects already presented are approved and that new networks can be developed in this short period of time.<\/p>\n\n\n\n

At the moment, the main works that are in progress, and will increase the extension of the Brazilian railroad network, are the railroads of the West-East Integration railroad (FIOL)<\/a>, Ferrogr\u00e3o<\/a>Ferroeste and the expansion of the North-South railroad. <\/p>\n\n\n\n

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

As we have seen, the railroad sector is still far short of what is needed. Despite the growth in investment in railroads, highways still stand out when it comes to cargo transportation. To expand and overcome logistical challenges, and improve production growth, it is necessary to invest extensively in this modal, relieving the road sector and increasing competitiveness. <\/p>\n\n\n\n

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

https:\/\/www.ipea.gov.br\/presenca\/index.php?option=com_content&view=article&id=28&Itemid=18<\/a><\/p>\n\n\n\n

https:\/\/www.gov.br\/pt-br\/noticias\/transito-e-transportes\/2020\/08\/governo-federal-investe-em-ferrovias-para-melhorar-o-escoamento-da-producao<\/a><\/p>\n\n\n\n

http:\/\/www1.dnit.gov.br\/ferrovias\/historico.asp<\/a><\/p>\n\n\n\n

https:\/\/revistagloborural.globo.com\/Colunas\/caminhos-da-safra\/noticia\/2019\/05\/sera-que-o-brasil-vai-entrar-nos-trilhos.html<\/a><\/p>\n\n\n\n

https:\/\/brasilescola.uol.com.br\/brasil\/transporte-ferroviario-brasileiro.htm<\/a><\/p>","protected":false},"excerpt":{"rendered":"O escoamento de mercadorias do Brasil pode ser feito de diferentes maneiras, mas os principais modais de transporte que executam esse trabalho s\u00e3o os rodovi\u00e1rios e ferrovi\u00e1rios. Apesar da predomin\u00e2ncia das rodovias, a extens\u00e3o da malha ferrovi\u00e1ria brasileira tem um papel fundamental nesse processo. Entretanto, \u00e9 importante destacar que nem sempre foi assim. Como veremos na sequ\u00eancia, a hist\u00f3ria das ferrovias, para chegar no momento atual, \u00e9 repleta de altos e baixos. Em certos momentos a malha ferrovi\u00e1ria brasileira era, inclusive, predominante no cen\u00e1rio de transporte de cargas nacional. Malha ferrovi\u00e1ria no Brasil Imp\u00e9rio A hist\u00f3ria da extens\u00e3o da malha ferrovi\u00e1ria brasileira come\u00e7a ainda no Brasil Imp\u00e9rio, por volta de 1850. Um pouco antes as primeiras ferrovias haviam sido constru\u00eddas nos principais pa\u00edses no mundo, como na Inglaterra e Estados Unidos, e passaram a ser implementadas tamb\u00e9m no Brasil. Quando as ferrovias come\u00e7aram a surgir, n\u00e3o havia outro modal de transporte t\u00e3o impactante. Os ve\u00edculos automotores, como carros e caminh\u00f5es, ainda n\u00e3o existiam, e o principal meio de transporte na \u00e9poca era de tra\u00e7\u00e3o animal. Com isso, as ferrovias rapidamente dominaram os meios de transporte de cargas no pa\u00eds e foram se espalhando por todo o territ\u00f3rio nacional, essencialmente nos estados mais importantes para a produ\u00e7\u00e3o, como S\u00e3o Paulo, Rio de Janeiro e Minas Gerais. Apesar de j\u00e1 se passarem mais de 150 anos do come\u00e7o das ferrovias, boa parte da extens\u00e3o da malha ferrovi\u00e1ria brasileira que foi constru\u00edda na \u00e9poca segue tendo um papel importante para o setor ferrovi\u00e1rio nacional. Dos 29 mil km de extens\u00e3o de linhas f\u00e9rreas brasileiras atualmente, 10 mil foram constru\u00eddas durante o per\u00edodo do Brasil Imp\u00e9rio. Naturalmente isso mostra um grande desafio no quesito desenvolvimento e investimento nesse modal de tensi\u00f4metro. Muito disso se deve justamente ao crescimento do setor rodovi\u00e1rio, que, essencialmente na metade do s\u00e9culo XX, por volta dos anos 60, passou a dominar o transporte de cargas no pa\u00eds. Com isso, os investimentos no desenvolvimento no setor ferrovi\u00e1rio foram enfraquecidos, muitas linhas foram abandonadas ou sucateadas e poucas novas foram constru\u00eddas. O cen\u00e1rio come\u00e7ou a mudar apenas no final do s\u00e9culo passado, quando houve mudan\u00e7as na legisla\u00e7\u00e3o da administra\u00e7\u00e3o das linhas f\u00e9rreas, dando maior brecha para investimento do setor privado no setor.  Malha ferrovi\u00e1ria brasileira em n\u00fameros Os n\u00fameros da quantidade, densidade e peso da extens\u00e3o da malha ferrovi\u00e1ria brasileira ainda deixam a desejar. Atualmente, o Brasil possui pouco mais de 29 mil km de extens\u00e3o de linha f\u00e9rrea por todo o pa\u00eds e a distribui\u00e7\u00e3o \u00e9 bastante prec\u00e1ria. A principal concentra\u00e7\u00e3o da extens\u00e3o da malha ferrovi\u00e1ria brasileira est\u00e1 localizada na Regi\u00e3o Sudeste com 47% da malha ferrovi\u00e1ria nacional. Em compara\u00e7\u00e3o, as regi\u00f5es Norte e Centro Oeste do pa\u00eds, que s\u00e3o regi\u00f5es importantes para a produ\u00e7\u00e3o, ocupam apenas 8% da linha ferrovi\u00e1ria nacional. O restante est\u00e1 dividido entre a regi\u00e3o Sul e Nordeste. A maior linha ferrovi\u00e1ria do pa\u00eds \u00e9 administrada pela empresa Rumo Log\u00edstica. A linha da Rumo, que passa pelas regi\u00f5es Sul, Sudeste e Norte possui mais de 12 mil km de extens\u00e3o. A concentra\u00e7\u00e3o das linhas nas regi\u00f5es Sul, Sudeste e Nordeste ocorre principalmente por serem os principais polos produtores do pa\u00eds e terem mais facilidade de acesso ao litoral. Tanto no Agroneg\u00f3cio, como na Ind\u00fastria, estados como S\u00e3o Paulo, Minas Gerais, Bahia e Paran\u00e1 se destacam na produ\u00e7\u00e3o de insumos importantes para a economia nacional, como min\u00e9rios, gr\u00e3os, gado, caf\u00e9, algod\u00e3o, entre outros.  A densidade da malha ferrovi\u00e1ria brasileira tamb\u00e9m \u00e9 algo que preocupa. O pa\u00eds possui apenas 3,1 metros de linha f\u00e9rrea por km\u00b2, n\u00famero bastante pequeno, principalmente se comparado a outros pa\u00edses, como a Argentina, que tem densidade de 15m\/km\u00b2.  Se compararmos aos Estados Unidos, que possui uma extens\u00e3o territorial t\u00e3o grande quanto a do Brasil, mas \u00e9 o pa\u00eds que possui a maior malha ferrovi\u00e1ria do mundo, esse n\u00famero \u00e9 ainda mais impactante. O pa\u00eds Norte-Americano tem uma densidade de malha ferrovi\u00e1ria de 150m\/km\u00b2. Desafios A falta de investimento mais incisivo no setor ferrovi\u00e1rio \u00e9 um dos grandes desafios log\u00edsticos do pa\u00eds. Como vimos, o setor rodovi\u00e1rio \u00e9 predominante, possuindo uma linha muito mais extensa do que a extens\u00e3o da malha ferrovi\u00e1ria brasileira.  Com isso, existe uma depend\u00eancia do setor rodovi\u00e1rio que gera efeitos nocivos para a log\u00edstica e tamb\u00e9m para a pr\u00f3pria produ\u00e7\u00e3o nacional do pa\u00eds nas ind\u00fastrias e no agroneg\u00f3cio. O crescimento em investimentos nas ferrovias, que realmente aumentou nos \u00faltimos anos, mas ainda muito longe do desej\u00e1vel, poderia trazer uma s\u00e9rie de benef\u00edcios para o transporte de cargas do pa\u00eds e para a economia de modo geral. Primeiramente, se a extens\u00e3o da malha ferrovi\u00e1ria brasileira crescesse, aconteceria um desafogamento das rodovias, e as empresas produtoras n\u00e3o dependeriam totalmente desse setor, que em muitas regi\u00f5es possuem vias rodovi\u00e1rias bastante problem\u00e1ticas, com uma estrutura bastante prec\u00e1ria. Al\u00e9m disso, haveria um impacto econ\u00f4mico importante para essas empresas, pois o transporte de mercadorias por ferrovias \u00e9 mais barato do que pelas rodovias, por diferentes motivos.  O frete, por exemplo, \u00e9 um dos fatores mais impactantes, visto que, o frete rodovi\u00e1rio costuma ser muito maior do que o ferrovi\u00e1rio. Ainda, os custos com combust\u00edvel, administrativos e ped\u00e1gios tamb\u00e9m s\u00e3o mais baratos no setor ferrovi\u00e1rio. Outro fator impactante nesse desafogamento e o que beneficiaria as empresas envolvidas nos processos de transporte, \u00e9 a velocidade dos trajetos.  Um trem possui a capacidade de transporte de uma grande quantidade de caminh\u00f5es, fazendo com que uma remessa de produtos seja transportada em apenas uma viagem, acelerando os processos.  Essa capacidade de transportar as mercadorias em apenas uma viagem, diferentemente das rodovias, tamb\u00e9m impactam o meio ambiente.  Como diminui consideravelmente a necessidade de ve\u00edculos em movimento, a emiss\u00e3o de CO2 de uma remessa transportada pela extens\u00e3o da malha ferrovi\u00e1ria brasileira \u00e9 consideravelmente menor do que as utilizadas pela rodovia. Essas s\u00e3o algumas vantagens e solu\u00e7\u00f5es que o investimento no setor ferrovi\u00e1rio poderia trazer para o pa\u00eds. Comprovadamente isso \u00e9 um sucesso em grandes na\u00e7\u00f5es no mundo inteiro, que investem valores consider\u00e1veis das verbas destinadas para a infraestrutura nas ferrovias, como […]","protected":false},"author":1,"featured_media":3687,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[47],"tags":[],"class_list":["post-3677","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-malha-ferroviaria"],"yoast_head":"\nDescubra qual a extens\u00e3o da malha ferrovi\u00e1ria brasileira - Massa<\/title>\n<meta name=\"description\" content=\"Descubra qual a real extens\u00e3o da malha ferrovi\u00e1ria brasileira, saiba mais sobre a hist\u00f3ria e o futuro do nosso setor ferrroi\u00e1rio.\" \/>\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\/extensao-da-malha-ferroviaria-brasileira\/extensao-da-malha-ferroviaria-brasileira\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Descubra qual a extens\u00e3o da malha ferrovi\u00e1ria brasileira - 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