{"id":4692,"date":"2022-07-23T12:55:53","date_gmt":"2022-07-23T15:55:53","guid":{"rendered":"https:\/\/massa.ind.br\/?p=4692"},"modified":"2023-01-13T08:56:23","modified_gmt":"2023-01-13T11:56:23","slug":"evolucao-das-ferrovias-no-brasil","status":"publish","type":"post","link":"https:\/\/massa.ind.br\/en\/evolucao-das-ferrovias-no-brasil\/","title":{"rendered":"Particularities of the evolution of railways in Brazil"},"content":{"rendered":"

When thinking about means of transport, people generally don't give due respect to Brazil's railways. Even though it has always been part of the country's history, it is a type of tool that often goes unnoticed by people. Much of this occurs because the evolution of railroads in Brazil was quite complicated. It is a journey full of transformations, which at the present moment is finally available to be fully realized.<\/p>\n\n\n\n

Precisely what makes the evolution of railroads in Brazil unique is the fact that it managed to adjust despite certain problems that could spell the end of the Brazilian rail sector. This alone demonstrates the importance of railroads in the country, despite a certain forgetfulness that occurs on the part of governments and businessmen. The system was structured tightly to exist, and now with the right circumstances, it can also propel itself along with the country. And what guarantees the reputation of resilience of the evolution of railroads in Brazil is the fact that it has gone through two important moments: nationalization and privatization.<\/p>\n\n\n\n

Nationalization and privatization<\/strong><\/h2>\n\n\n\n
\"evolu\u00e7\u00e3o<\/figure><\/div>\n\n\n\n

For many years, during the second half of the 19th century and until the beginning of the 1930s, the railroads in Brazil were controlled by foreign and independent capital. During the period of the Empire, there were even laws<\/a> that encouraged the construction of a railway network. Growing more and more with the country's requirements, the extension of the network in Brazil reached more than 27 thousand kilometers in distance, adapting to new technologies such as electric traction, which helped to boost the modal further in the country.<\/p>\n\n\n\n

This demonstrates how everything was on the right path for the evolution of railroads in Brazil, however, with the arrival of new policies in the country, the scenario changed. With Get\u00falio Vargas in government, state-owned policy became heavily enforced in the country, making nationalization the main political path at the time. As a result, foreign capital, which sought to preserve the large network already built, was discarded by the historic moment in Brazil when highways became the new important means of transport for the government.<\/p>\n\n\n\n

In the following years, he started to notice a huge decrease in the growth of the rail networks in the country, with the total focus on the construction of highways. In the 1940s, the production of new knitwear almost came to an end, until Juscelino Kubitschek, during the state period in the 1950s, tried to rebuild the system. The networks regain a partial importance in the country, reaching the greatest extent that the entire national territory has ever seen, but the efforts are not enough, the nationalization during the military dictatorship did not get the same attention, and already in the 1960s, the railways have its relevance diminished again. <\/p>\n\n\n\n

Arriving at its worst period, the Brazilian rail network then undergoes a decades-long scrapping, which is only interrupted in the 1990s, when privatization finally takes place. Privatization allows for a new lease of life, of a new type of capital and interest that will emerge in Brazil. New technologies then begin to be integrated, new intermodal connection policies, new connections and previously unused accesses. The evolution of railroads in Brazil reaches its apex.<\/p>\n\n\n\n

Evolution of railway construction in Brazil<\/strong><\/h2>\n\n\n\n
\"tecnologias<\/figure><\/div>\n\n\n\n

Railways began to attract attention in Brazil at the very beginning of its worldwide proliferation. As mentioned before, the construction of railways in the country began in the 19th century, during the Empire, and the first railway was also the first intermodal in the country. With its use, it was possible to connect ports and cities in the country, creating several intermodal connections in a period when this was not something common. Coffee production was one of the commodities that most ended up taking advantage of the railroads during that time,<\/a>due to the ease of access between the coast and the interior.<\/p>\n\n\n\n

Needless to say, this was of extreme benefit to all regions involved. From the Estrada de Ferro de Mau\u00e1 to the Estrada de Ferro S\u00e3o Paulo Railway, through which the railway network passed, technology and development were brought. Because of this, several cities connected to S\u00e3o Paulo ended up growing very industrially.<\/p>\n\n\n\n

Currently, what is happening with the railways is that they are in the process of reinvestment. The North-South Highway, for example, was awarded at auction to an international company that will now manage the sector alongside the government. With the recent privatizations of the last 25 years,<\/a>a future of expansion for the railways is visible, which will bring with it again the development of the regions that are involved.<\/p>\n\n\n\n

Technological evolution of railroads in Brazil<\/strong><\/h2>\n\n\n\n
\"bullet<\/figure><\/div>\n\n\n\n

Another special feature of the evolution of railroads in Brazil is how technologies have been integrated throughout their history. Also going back to its origins in the Empire, the technologies used there ended up being important for how the mesh would be developed in the country.<\/p>\n\n\n\n

In the beginning, inadequate construction technology was used, which brought with it wide varieties of gauges, something that made integration between stations and rails difficult. This was due to the construction planning, which at the time did not aim to connect the railways with the Brazilian domestic market.<\/p>\n\n\n\n

Due to this \u201cdisagreement\u201d that occurred, much of the foreign capital was not properly invested, due to the fact that the technologies were not properly schematized in order to actually create a connection scheme between the rails and cities. Which is exactly what is being tweaked at the moment.<\/p>\n\n\n\n

As described, the management of the Brazilian rail network is again private, but with government supervision. This allows new possibilities of technological integration for several reasons, starting with the fact that it will be possible to integrate sectors, which was impossible in the times of the Empire. In fact, this is exactly what happened during the first four years after the concession of the railways by the government, an intense readaptation on the part of the concessionaires so that the new technology that will be used is in accordance with what the demands of the modern world require.<\/p>\n\n\n\n

Another very important factor in the evolution of railroads in Brazil and its current involvement with technology is that there are now also new ways of manufacturing meshes and railroads. Technologies such as logistical hubs,<\/a>bullet trains, intermodal categories<\/a> with access to machines and AI.<\/p>\n\n\n\n

All these new forms of adaptation, fully integrated by MASSA <\/a>in order to continue this evolution of the railroads in Brazil, are extremely important so that the country does not lose again a moment of national proliferation. Railways were long forgotten, but now new heights are being reached.<\/p>","protected":false},"excerpt":{"rendered":"Quando se pensa em meios de transporte, as pessoas geralmente n\u00e3o d\u00e3o o devido respeito \u00e0s ferrovias do Brasil. Mesmo sempre tendo feito parte da hist\u00f3ria do pa\u00eds, \u00e9 um tipo de ferramenta que geralmente passa despercebida para as pessoas. Muito disso ocorre porque a evolu\u00e7\u00e3o das ferrovias no Brasil foi bastante complicada. Trata-se de uma jornada cheia de transforma\u00e7\u00f5es, que no atual momento, encontra-se de maneira finalmente dispon\u00edvel para poder se concretizar de maneira plena. Justamente o que faz da evolu\u00e7\u00e3o das ferrovias no Brasil algo \u00fanico \u00e9 o fato de ter conseguido se ajustar apesar de certos problemas que poderiam significar o fim do setor ferrovi\u00e1rio brasileiro. Isso por si s\u00f3 demonstra a import\u00e2ncia das ferrovias no pa\u00eds, apesar de certo esquecimento que ocorre por parte dos governantes e empres\u00e1rios. O sistema foi estruturado com for\u00e7a para poder existir, e agora com as circunst\u00e2ncias corretas, tamb\u00e9m pode impulsionar a si mesmo junto com o pa\u00eds. E o que garante a fama de resili\u00eancia da evolu\u00e7\u00e3o das ferrovias no Brasil \u00e9 o fato dela ter passado por dois momentos importantes: o de estatiza\u00e7\u00e3o e o de desestatiza\u00e7\u00e3o. Estatiza\u00e7\u00e3o e desestatiza\u00e7\u00e3o Por muitos anos, durante a segunda metade do s\u00e9culo XIX e at\u00e9 o in\u00edcio da d\u00e9cada de 1930, as ferrovias no Brasil eram controladas por capital estrangeiro e independente. Durante o per\u00edodo do Imp\u00e9rio, havia at\u00e9 mesmo leis que incentivavam a constru\u00e7\u00e3o de malha ferrovi\u00e1ria. Crescendo cada vez mais com as exig\u00eancias do pa\u00eds, a extens\u00e3o da malha no Brasil chegou a alcan\u00e7ar mais de 27 mil quil\u00f4metros de dist\u00e2ncia, se adaptando \u00e0s novas tecnologias como tra\u00e7\u00e3o el\u00e9trica, que ajudou a impulsionar mais o modal no pa\u00eds. Isso demonstra como estava tudo em um caminho certo para a evolu\u00e7\u00e3o das ferrovias no Brasil, por\u00e9m, com a chegada de novas pol\u00edticas no pa\u00eds, o cen\u00e1rio mudou. Com Get\u00falio Vargas no governo, a pol\u00edtica de estatais se tornou fortemente executada no pa\u00eds, fazendo com que a estatiza\u00e7\u00e3o se tornasse a principal via pol\u00edtica do momento. Com isso, o capital estrangeiro, que buscava preservar a malha grande j\u00e1 constru\u00edda, foi descartado pelo momento hist\u00f3rico no Brasil em que as rodovias passaram a ser o novo meio de transporte importante para o governo. Nos anos seguintes, passa a notar uma enorme diminui\u00e7\u00e3o no crescimento das malhas ferrovi\u00e1rias no pa\u00eds, com o foco total na constru\u00e7\u00e3o de rodovias. Na d\u00e9cada de 1940, a produ\u00e7\u00e3o de novas malhas quase chega ao fim, at\u00e9 que Juscelino Kubitschek, durante o per\u00edodo estatal nos anos 1950, tenta reerguer o sistema. As malhas retomam uma import\u00e2ncia parcial no pa\u00eds, chegando na maior extens\u00e3o que todo o territ\u00f3rio nacional j\u00e1 viu, por\u00e9m os esfor\u00e7os n\u00e3o s\u00e3o suficientes, a estatiza\u00e7\u00e3o durante a ditadura militar n\u00e3o obteve a mesma aten\u00e7\u00e3o, e j\u00e1 na d\u00e9cada de 1960, as ferrovias t\u00eam sua relev\u00e2ncia diminu\u00edda novamente.  Chegando no seu pior per\u00edodo, a malha ferrovi\u00e1ria brasileira passa ent\u00e3o por um sucateamento de d\u00e9cadas, que s\u00f3 \u00e9 interrompido nos anos 1990, quando finalmente ocorre a desestatiza\u00e7\u00e3o. A desestatiza\u00e7\u00e3o permite um novo respiro, de um novo tipo de capital e interesse que surgir\u00e1 no Brasil. Novas tecnologias come\u00e7am ent\u00e3o a ser integradas, novas pol\u00edticas de conex\u00e3o intermodal, novos ligamentos e acessos previamente n\u00e3o utilizados. A evolu\u00e7\u00e3o das ferrovias no Brasil chega no seu \u00e1pice. Evolu\u00e7\u00e3o da constru\u00e7\u00e3o das ferrovias no Brasil As ferrovias come\u00e7aram a atrair aten\u00e7\u00e3o no Brasil bem no in\u00edcio da sua prolifera\u00e7\u00e3o mundial. Como dito antes, a constru\u00e7\u00e3o das ferrovias no pa\u00eds come\u00e7ou no s\u00e9culo XIX, durante o Imp\u00e9rio, sendo a primeira ferrovia tamb\u00e9m a primeira intermodal do pa\u00eds,. Com a sua utiliza\u00e7\u00e3o era poss\u00edvel conectar portos e cidades no pa\u00eds, criando diversas conex\u00f5es intermodais em um per\u00edodo em que isso n\u00e3o era algo comum. A produ\u00e7\u00e3o de caf\u00e9 foi uma das commodities que mais acabou aproveitando as ferrovias durante aquele momento, devido a facilidade de acesso que se tinha entre o litoral e o interior. N\u00e3o \u00e9 preciso dizer como isso foi de extremo proveito para todas as regi\u00f5es envolvidas. Desde a Estrada de Ferro de Mau\u00e1 at\u00e9 a Estrada de Ferro S\u00e3o Paulo Railway, por onde passava a malha ferrovi\u00e1ria, era trazido tecnologia e desenvolvimento. Por conta disso, diversas cidades ligadas a S\u00e3o Paulo acabaram crescendo muito industrialmente. Atualmente, o que se passa com as ferrovias \u00e9 que elas est\u00e3o em processo de reinvestimento. A Estrada Norte-Sul, por exemplo, foi concedida em leil\u00e3o para uma empresa internacional que agora passar\u00e1 a administrar o setor ao lado do governo. Com as recentes privatiza\u00e7\u00f5es dos \u00faltimos 25 anos, \u00e9 vis\u00edvel um futuro de ampliamento para as ferrovias, que trar\u00e1 consigo novamente o desenvolvimento das regi\u00f5es que estiverem envolvidas. Evolu\u00e7\u00e3o tecnol\u00f3gica das ferrovias no Brasil Uma outra caracter\u00edstica especial da evolu\u00e7\u00e3o das ferrovias no Brasil se trata de como as tecnologias foram integradas no decorrer de sua hist\u00f3ria. Voltando tamb\u00e9m para suas origens no Imp\u00e9rio, as tecnologias ali empregadas acabaram sendo importantes para como se desenvolveria a malha no pa\u00eds. No come\u00e7o, era utilizada uma tecnologia inadequada de constru\u00e7\u00e3o, que trazia consigo grandes variedades de bitolas, algo que dificultava principalmente a integra\u00e7\u00e3o entre as esta\u00e7\u00f5es e trilhos. Isso se dava por conta do planejamento de constru\u00e7\u00e3o que na \u00e9poca n\u00e3o visava conectar as ferrovias com o mercado interno brasileiro. Por conta desse \u201cdesacordo\u201d que ocorria, muito do capital estrangeiro n\u00e3o era propriamente investido, pelo fato de que as tecnologias n\u00e3o eram devidamente esquematizadas para pode se criar de fato um esquema de conex\u00e3o entre os trilhos e cidades. Que \u00e9 justamente o que est\u00e1 sendo ajustado no momento. Como descrito, a ger\u00eancia da malha ferrovi\u00e1ria brasileira \u00e9 novamente privada, por\u00e9m com a fiscaliza\u00e7\u00e3o do governo. Isso permite novas possibilidades de integra\u00e7\u00e3o tecnol\u00f3gica por v\u00e1rios motivos, come\u00e7ando pelo fato de que ser\u00e1 poss\u00edvel integrar setores, o que era imposs\u00edvel nos tempos do Imp\u00e9rio. Ali\u00e1s, \u00e9 exatamente o que aconteceu durante os quatro primeiros anos ap\u00f3s a concess\u00e3o das ferrovias pelo governo, uma intensa readapta\u00e7\u00e3o por parte das concession\u00e1rias para que a tecnologia nova que ser\u00e1 utilizada […]","protected":false},"author":1,"featured_media":4696,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[51],"tags":[],"class_list":["post-4692","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-ferrovias"],"yoast_head":"\nParticularidades da evolu\u00e7\u00e3o das ferrovias no Brasil - Massa<\/title>\n<meta name=\"description\" content=\"A hist\u00f3ria da evolu\u00e7\u00e3o das ferrovias no Brasil come\u00e7ou no per\u00edodo Imp\u00e9rio, de l\u00e1 para c\u00e1 muitas coisas mudaram, inclusive nas tecnologias.\" \/>\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\/evolucao-das-ferrovias-no-brasil\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Particularidades da evolu\u00e7\u00e3o das ferrovias no Brasil - 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