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soluções",false,"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1859x559_px_Top_2025_3_17_11_51_34_1742223094.webp","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1920x1080_px_Cover_2025_3_17_11_51_34_1742223094.webp","2025-03-17T00:00:00.000Z","Credit: GRI Institute","#FFF","2025-03-25T00:00:00.000Z",1214,"2025-03-17T11:51:34.000Z","2025-11-14T09:24:50.000Z",[1462],{"id":1463,"newsId":1447,"languageId":25,"title":1450,"subtitle":1464,"content":1465,"summary":978,"takeaways":978,"seoTagConversionId":1466,"seoTag":1467,"seoTitle":1468,"seoKeywords":1467,"seoDescription":1469,"seoAbstract":978,"seoImage":1470,"createdAt":1471,"updatedAt":1472,"language":1473},2605,"Sobre novo plano do governo, players do agro e da infraestrutura pedem mais participação privada e foco em multimodalidade ","O Plano de Escoamento da Safra 2024\u002F2025, anunciado pelo Governo Federal em fevereiro de 2025, tem como objetivo aprimorar a logística e a infraestrutura necessárias para garantir o escoamento eficiente da produção agrícola brasileira, estimada em um volume recorde de 322,47 milhões de toneladas de grãos, principalmente soja e milho - um aumento de 8,3% em relação à safra anterior.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPara viabilizar essas melhorias, está previsto um investimento total de R$4,5 bilhões ao longo de 2025, destinados à redução dos custos logísticos e ao fortalecimento da competitividade do agronegócio brasileiro no mercado internacional. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nIntegrado ao Novo Programa de Aceleração do Crescimento (PAC), o plano contempla a melhoria de corredores logísticos estratégicos, como o Arco Norte, que receberá R$2,6 bilhões, e o Corredor Sul\u002FSudeste, com R$1,9 bilhão destinados à ampliação e modernização de vias. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nEstão previstas ainda nove concessões em corredores rodoviários, totalizando 5.517 km de obras e investimentos estimados em R$91,4 bilhões, além da concessão de 1.708 km de ferrovias, com previsão de R$99,7 bilhões aportados pela iniciativa privada. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nComo pilar essencial da economia brasileira, a produção agrícola depende, mais do que nunca, de um plano que assegure o escoamento rápido e eficiente das mercadorias, tanto para distribuição nacional quanto para exportação. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAnualmente, estima-se que o país perde cerca de R$5 bilhões por safra devido à falta de investimentos na manutenção de vias, à baixa conectividade no campo e à limitada integração entre os modais rodoviário, ferroviário, portuário e hidroviário.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nEm um encontro co-hospedado pelo \u003Cspan class=\"company-profile-link\" data-id=\"15781\">Banco Original\u003C\u002Fspan>, líderes do agronegócio e da infraestrutura de transportes do Brasil se reuniram em São Paulo, em um fórum exclusivo para membros do \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>, com o objetivo de discutir os desafios críticos relacionados ao escoamento e ao armazenamento da produção agrícola, além de propor soluções concretas.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\n\u003Cimg alt=\"\" src=\"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Ffiles\u002FWhatsApp_Image_2025_03_17_at_14.33.39_2025_3_17_17_33_47_1742232827.jpeg\" style=\"width:100%\" \u002F>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nRebecca Ferreira, Diretora de Programa da Secretaria Nacional de Portos, do Ministério de Portos e Aeroportos, apresenta - de forma exclusiva ao \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan> - os principais eixos de atuação do governo federal. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nSegundo ela, os portos são um eixo fundamental do plano do governo, com destaque para Paranaguá e Rio Grande. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\n"Para 2025, nós temos uma carteira de investimentos com sete terminais portuários que vão ser listados especificamente para o agro, e para 2026, mais seis terminais", afirma. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nRebecca ressalta ainda a expectativa de mobilizar cerca de R$18 bilhões em investimentos privados ao longo de 2025, somando aportes em terminais privados e em portos públicos. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nNesse contexto, o Arco Norte é considerado um dos eixos mais estratégicos para diversificar e ampliar as rotas logísticas do país, ao reduzir a dependência dos portos de Santos e Paranaguá. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAtualmente, cerca de 55 milhões de toneladas são escoadas anualmente por essa via, volume que tende a crescer com a expansão da produção agrícola. Além de atrair novos investimentos e aumentar a competitividade entre os portos brasileiros, o Arco Norte ainda demanda melhorias na interligação entre as áreas produtoras e os terminais portuários, a fim de garantir maior eficiência e capacidade de atendimento ao crescimento da safra.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nRebecca também destaca o impacto direto dessa abordagem multimodal na competitividade internacional do Brasil. "A briga pela eficiência diminui custos no produto final", enfatiza. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAlém das obras físicas, a executiva destaca o esforço do Ministério para agilizar processos e autorizações, tanto para novos terminais privados com contratos de adesão quanto para concessões públicas. Segundo ela, também estão sendo feitos investimentos em dragagem, além de dedicação de tempo e recursos internos para tornar os processos mais ágeis. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nRebecca ressalta, ainda, a necessidade de desburocratizar o sistema e manter um diálogo constante com o setor privado, reconhecendo que, embora o Ministério conte com uma equipe enxuta, tem buscado atender da melhor forma às demandas do mercado.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPara ela, o compromisso é claro: "A gente tem buscado ouvir o mercado para fazer um planejamento coerente, lançar editais agressivos do ponto de vista de mercado, mas não irreais", conclui. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPor sua vez, Tércio Carvalho (\u003Cspan class=\"company-profile-link\" data-id=\"8598\">4 Infra\u003C\u002Fspan>), que conduziu o debate, defende a necessidade de rever o modelo de gestão portuária no Brasil, com ênfase em descentralização, maior participação do setor privado e fortalecimento do mercado de capitais como fonte de financiamento para o setor.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\n\u003Cimg alt=\"\" src=\"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Ffiles\u002FWhatsApp_Image_2025_03_17_at_14.35.24_2025_3_17_17_35_33_1742232933.jpeg\" style=\"width:100%\" \u002F>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\n"Mais portos deveriam estar listados na Bolsa de Valores. Quanto mais empresas estiverem listadas, mais maduros serão o mercado de capitais e o setor portuário", pontua. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPor outro lado, o executivo ressalta que é fundamental reintroduzir a competitividade intraportuária e interportuária como um pilar das políticas públicas. Para ele, esses fenômenos ocorrem tanto entre terminais de um mesmo porto quanto entre portos de diferentes regiões.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nEle também aponta que a atual lei portuária "vai na contramão do mundo" e defende o projeto de lei elaborado pela Ceportos, atualmente em tramitação no Congresso, que prevê a adoção de modelos de gestão privada para os portos estaduais, inspirados nos Terminais de Uso Privado (TUP). \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nSegundo ele, essa "tupização" dos portos permitiria estruturas mais flexíveis e eficientes, com possível participação pública, mas sob gestão privada. Como referência, indica os modelos de Pecém e Açu — este último 100% privado —, que, em sua visão, devem servir de parâmetro para a modernização dos portos brasileiros.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nEntre os exemplos positivos já realizados, Carvalho cita os portos de Suape (PE) e Luiz Correia (PI), este último já concebido como TUP, apontando que essas iniciativas mostram o caminho a seguir.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAo comentar o Arco Norte, ele aponta a falta de maturidade institucional da região como um entrave. "Não adianta promover o Arco Norte se a autoridade portuária, como a Companhia Docas do Pará (CDP), se fechar em copas e olhar apenas o mercado regional".\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nSobre a atração de investimentos privados, Carvalho defende uma abordagem em duas etapas, começando pela criação de fundos de investimento em infraestrutura e imobiliários, que possam viabilizar aportes em terminais e sistemas logísticos. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPara ele, os grandes agentes da cadeia produtiva - especialmente do Mato Grosso e do Mato Grosso do Sul - que mais dependem de soluções logísticas eficientes teriam condições de financiar esses projetos de forma indireta, por meio desses fundos, sem a necessidade de participação direta na operação ou construção da infraestrutura.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nPor fim, o executivo destaca a importância do \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan> como plataforma que aproxima o setor de infraestrutura do agronegócio. "O agro também é logística, e trazer o dinheiro para esse mercado passa por envolver quem depende dele. (...) O GRI é um espaço para discutir, trazer o mercado de capitais para o assunto, trazer os players, os operadores logísticos e as autoridades concedentes", conclui. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAlém dos pareceres dos executivos, a reunião reservada aos membros do \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan> Infra e \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan> Agribusiness abordou os principais gargalos e necessidades de ambos os setores. Confira alguns destaques a seguir:\r\n\u003Ch3>Ferrovia Centro-Atlântica (FCA): um obstáculo estrutural?\u003C\u002Fh3>\r\nUm dos pontos críticos é a constatação de que a Ferrovia Centro-Atlântica (FCA), uma das principais ligações ferroviárias do país, representa hoje um bloqueio real ao escoamento de produtos agrícolas e de celulose, especialmente no trajeto entre o Mato Grosso do Sul e os portos do Sudeste.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nCom uma concessão antiga e sem os investimentos necessários, a FCA opera abaixo do potencial, forçando o escoamento pelas já sobrecarregadas rodovias.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA ferrovia, que poderia aliviar a pressão sobre os caminhões, não oferece a capacidade e a eficiência necessárias para atender o aumento projetado da produção, sobretudo diante da expansão da celulose no Mato Grosso do Sul, que deve gerar 8,5 milhões de toneladas adicionais a serem escoadas nos próximos cinco anos. Sem investimentos robustos na FCA, o modal ferroviário continuará subutilizado, comprometendo a competitividade do agronegócio e de outros setores exportadores.\r\n\u003Ch3>Hidrovia Paraguai-Paraná subutilizada\u003C\u002Fh3>\r\n\u003Cimg alt=\"\" src=\"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Ffiles\u002Fimg_001_2025_3_17_17_25_23_1742232323.jpg\" style=\"width:100%\" \u002F>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nOutro destaque é o potencial da hidrovia Paraguai-Paraná, considerada essencial para o escoamento de grãos, especialmente do Centro-Oeste.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nApesar de sua relevância, a hidrovia segue praticamente paralisada, enfrentando barreiras ambientais, questões regulatórias não resolvidas e falta de infraestrutura operacional. Os executivos destacam a inconsistência do processo de licenciamento, que, mesmo quando conta com apoio de comunidades locais, segue travado, impedindo novos projetos ou ampliações.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO transporte hidroviário, que poderia escoar grandes volumes com menor custo e menor impacto ambiental, permanece sem avanços concretos, obrigando o setor a depender majoritariamente de modais terrestres.\r\n\u003Ch3>O elo perdido da cadeia: armazenagem\u003C\u002Fh3>\r\n\u003Cimg alt=\"\" src=\"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Ffiles\u002Fimg_002_2025_3_17_17_26_26_1742232386.jpg\" style=\"width:100%\" \u002F>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA questão da insuficiência de capacidade de armazenagem surge como um dos pontos mais sensíveis e estruturais. Com a produção agrícola crescendo de forma acelerada, o Brasil não possui armazéns suficientes próximos aos polos produtivos, o que obriga os produtores a escoarem suas colheitas imediatamente, mesmo em momentos de preços desfavoráveis. Esse cenário aumenta o custo do frete e sobrecarrega o sistema logístico, especialmente durante os picos de safra.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nTal limitação impacta diretamente a competitividade brasileira frente a países como os Estados Unidos, que conseguem planejar o escoamento ao longo do ano, aproveitando melhores janelas de preço e oportunidades logísticas.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nOs participantes ressaltam que o investimento em armazenagem deve ser uma prioridade tão importante quanto os investimentos em rodovias ou ferrovias, pois atua diretamente na inteligência do sistema logístico e na estabilidade de preços.\r\n\u003Ch3>Arco Norte: potencial logístico ameaçado pela falta de institucionalidade e políticas claras\u003C\u002Fh3>\r\nEmbora o Arco Norte seja a principal aposta do governo e do setor privado para descentralizar o escoamento da produção, o debate no \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"13404\">\u003Cspan class=\"company-profile-link\" data-id=\"14827\">\u003Cspan class=\"company-profile-link\" data-id=\"15498\">\u003Cspan class=\"company-profile-link\" data-id=\"16494\">\u003Cspan class=\"company-profile-link\" data-id=\"16980\">\u003Cspan class=\"company-profile-link\" data-id=\"17660\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan>\u003C\u002Fspan> revela que a região ainda carece de maturidade institucional e políticas coordenadas.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nÉ consenso entre os presentes que, sem um ambiente regulatório claro e sem a atuação coordenada das autoridades portuárias locais, o Arco Norte não conseguirá cumprir seu papel estratégico no sistema logístico nacional.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nExistem barreiras tributárias regionais, como a tentativa do governo do Maranhão de instituir um imposto de até 1,8% sobre a soja exportada via Itaqui, o que vai na contramão da competitividade e tende a afastar investidores privados.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nAlém dos terminais portuários, o Arco Norte precisa também da criação de hubs logísticos multimodais, capazes de consolidar cargas e otimizar o escoamento.\r\n\u003Ch3>Brasil ainda distante da multimodalidade integrada\u003C\u002Fh3>\r\nPor fim, um ponto transversal é a falta de integração efetiva entre os modais de transporte no Brasil. Atualmente, a produção agrícola escoa majoritariamente por rodovias, o que eleva os custos, aumenta a dependência de um único modal e expõe o setor a riscos associados ao preço do diesel, greves e precariedade das estradas.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nFerrovias e hidrovias, que poderiam aliviar essa pressão, ainda não estão plenamente conectadas aos polos produtores nem aos portos, gerando gargalos que acabam por sobrecarregar as rodovias.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nDentre as obras prioritárias para enfrentar o problema estão a ampliação do acesso ferroviário ao Porto de Santos, a duplicação de trechos estratégicos como a BR-163, e a conclusão de projetos estruturantes como a Ferrovia de Integração Centro-Oeste (FICO) e a Ferrogrão. ","Artigo","#griclub \r\n#infraestrutura \r\n#agronegocio \r\n#logistica \r\n#portos \r\n#rodovias \r\n#ferrovias \r\n#hidrovias \r\n#safra \r\n#transportes \r\n#escoamento \r\n#exportação ","Brasil busca soluções para safra recorde e logística frágil","Líderes do agronegócio e da infraestrutura brasileira se reuniram para debater o Plano de Escoamento da Safra, do governo federal, e buscar soluções logísticas e de armazenagem para atender à demanda da safra recorde de 2024\u002F2025.","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F500x500_px_Social_[13]_2025_3_17_11_55_45_1742223345.jpg","2025-03-17T11:51:43.000Z","2025-11-14T09:24:59.000Z",{"code":18},{"id":5,"color":7,"translations":1475},[1476,1478,1480],{"title":6,"slug":11,"language":1477},{"code":13},{"title":15,"slug":16,"language":1479},{"code":18},{"title":20,"slug":21,"language":1481},{"code":23},[1483],{"id":101,"label":1403,"translations":1484},[1485,1487,1489],{"label":1403,"slug":1414,"language":1486},{"code":13},{"label":1417,"slug":1418,"language":1488},{"code":18},{"label":1421,"slug":1422,"language":1490},{"code":23},[1492],{"name":171,"enName":171,"ptName":171,"iso2":1493},"BR",[1495],{"name":1496,"slug":1497,"image":1498,"order":115},"Belén Palkovsky","belen-palkovsky","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews_author\u002F080A1419_2025_11_04_11_24_07_1762266247.jpg",{"pt-BR":1500},"\u002Finfraestrutura\u002Fcom-safra-recorde-e-infraestrutura-logistica-deficiente-players-buscam-solucoes",[1502,1503,1504,1505,1506,1507],"Infra Brazil","Infra Latam","Real Estate Brazil","Real Estate Europe","Real Estate India","Real Estate Latam"]