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Nordestina",false,"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1859x559_px_Top_[23]_2025_7_31_12_36_07_1753976167.webp","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1920x1080_px_Cover_[23]_2025_7_31_12_36_07_1753976167.webp","2025-07-31T00:00:00.000Z","Credit: GRI Institute","#FFF","2025-08-07T00:00:00.000Z",905,"2025-07-31T12:12:41.000Z","2025-07-31T17:59:58.000Z",[1462],{"id":1463,"newsId":1447,"languageId":25,"title":1450,"subtitle":1464,"content":1465,"summary":8,"takeaways":8,"seoTagConversionId":1466,"seoTag":1467,"seoTitle":1468,"seoKeywords":1467,"seoDescription":1464,"seoAbstract":978,"seoImage":1469,"createdAt":1470,"updatedAt":1471,"language":1472},2727,"Hidrovias e ferrovias precisam de mais protagonismo, enquanto rodovias carecem de investimentos para melhorias e modernização","Por \u003Cstrong>\u003Cspan class=\"data-profile-link\" data-id=\"11829\">Henrique Cisman\u003C\u002Fspan>\u003C\u002Fstrong>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA região Nordeste busca otimizar sua malha logística para escoar uma produção crescente e impulsionar o desenvolvimento econômico local. Neste sentido, o \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan> realizou uma mesa-redonda com foco em novas rotas para ampliar o escoamento, reunindo autoridades públicas e executivos do setor de transportes para discutir os avanços, as oportunidades e os persistentes gargalos na integração dos modais de transporte. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO encontro contou com as presenças especiais de \u003Cspan class=\"data-profile-link\" data-id=\"31557\">Cleyton Barros\u003C\u002Fspan>, chefe da assessoria especial do \u003Cspan class=\"company-profile-link\" data-id=\"1042\">PPI - Programa de Parcerias de Investimentos\u003C\u002Fspan>, Dino Batista, secretário nacional de Hidrovias e Navegação, e Rebecca Ferreira, diretora de programa da Secretaria Nacional de Portos, ambos do Ministério de Portos e Aeroportos, além de Eduardo de Queiroz, superintendente de estudos e projetos hidroviários da ANTAQ. A moderação foi realizada por \u003Cspan class=\"data-profile-link\" data-id=\"38019\">Leandro Gaudenzi\u003C\u002Fspan>, diretor Administrativo e Financeiro da CODEBA. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nVeja a seguir alguns destaques da reunião. \r\n\u003Ch3>O potencial das hidrovias e a retomada do São Francisco\u003C\u002Fh3>\r\nA criação da Secretaria Nacional de Hidrovias, em 2024, é vista como um marco significativo, elevando a prioridade deste modal na agenda do governo. Até então, o tema tinha pouco espaço e iniciativas isoladas. O objetivo principal da secretaria é fomentar parcerias com a iniciativa privada visando concessões hidroviárias.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA retomada da hidrovia do Rio São Francisco, um corredor com grande pujança histórica, é fundamental para a logística nacional e para a multimodalidade na região, especialmente se houver conexão às ferrovias. A iniciativa da Autoridade Portuária da Bahia em liderar a reativação desse corredor é crucial, dada a limitação de recursos e pessoal do governo para tocar todos os projetos prioritários.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO projeto visa revitalizar a navegação comercial no rio com foco no transporte de cargas entre o Sudeste e o Nordeste, ligando Pirapora (MG) a Juazeiro (BA) e Petrolina (PE). Anunciada recentemente pelo governo federal, a hidrovia deve utilizar 1,3 mil km de extensão navegável do rio e movimentar até cinco milhões de toneladas de cargas por ano.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA ANTAQ, como agente regulador, tem o papel de garantir segurança aos investimentos e criar uma atmosfera de negócios no setor de transporte aquaviário. Há um esforço para desenvolver parcerias e discutir projetos de forma colaborativa. A agência elaborou o plano geral de outorgas para trechos hidroviários, que identificou seis trechos prioritários (entre eles, Paraguai, Araguaia-Tocantins, Tapajós e Lagoa Mirim) e dois com potencial (São Francisco e Parnaíba, ambos no Nordeste). A concretização de projetos como a concessão do Parnaíba - na qual o Governo do Piauí sinaliza investir R$1 bilhão - e a gestão da Hidrovia São Francisco pela CODEBA demonstram avanços.\r\n\u003Ch3>Ferrovias e rodovias\u003C\u002Fh3>\r\nUm executivo do setor logístico ressalta que cerca de metade do mercado de cargas no Brasil é composto por produtos que não são tradicionalmente transportados por ferrovias ou hidrovias, como cargas gerais, petroquímicos e combustíveis. Atualmente, a totalidade (100%) dessas cargas é transportada pelo modal rodoviário, muitas vezes em distâncias superiores a mil quilômetros, o que, sob qualquer lógica, não é competitivo nem estruturalmente sustentável, podendo levar a crises de frete rodoviário se a demanda continuar a crescer sem o devido investimento em outros modais. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nComo comparação, a exportação de commodities - que dependem mais fortemente do transporte ferroviário e portuário - não sofreu tanto com a greve dos caminhoneiros, em 2018, diferentemente de outros setores.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nNo caso da Bahia, a malha existente (que liga Belo Horizonte a Salvador e Juazeiro) opera com padrão do século XIX, tendo baixa velocidade, baixa capacidade e bitola diferente das ferrovias do Sudeste e da Transnordestina (padrão século XXI). Embora não haja demanda para cargas tradicionais, uma simulação de modernização da ferrovia indicou viabilidade para escoar os 100 milhões de toneladas\u002Fano que hoje circulam nas BR-116 e 101.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA Bahia contará com a FIOL (Ferrovia de Integração Oeste-Leste), que está sendo construída em bitola larga, e ligará Barreiras e Caetité a Ilhéus, mas que não se conecta com a malha existente que corta o estado de norte a sul. Há uma percepção de que, se a Bahia tiver uma ferrovia moderna conectando-a ao Sudeste e ao restante do Nordeste, o volume de carga justificará o investimento.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nNo curto prazo, a melhoria da eficiência rodoviária é essencial, dado que rodovias importantes do Nordeste, como a BR-324\u002F116, possuem problemas e estrangulamentos. Projetos de repactuação podem trazer soluções para aliviar a pressão.\r\n\u003Ch3>Integração entre os modais\u003C\u002Fh3>\r\nA integração entre os diversos modais é vista como fundamental. Embora a hidrovia do São Francisco não chegue ao mar devido às barragens, a discussão é sobre como conectá-la aos portos da Bahia, que têm grande capacidade, mas carecem de acesso competitivo. A articulação entre os diferentes níveis de governo e o setor privado é crucial para romper barreiras como licenciamento ambiental e questões contratuais.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nUm participante do setor de granéis líquidos exemplifica a morosidade burocrática citando o Porto de Santos, que desde 2004 enfrenta problemas de acesso portuário, e o Porto de Aratu, na Bahia, onde um projeto de melhoria levou nove anos para ter a minuta de contrato assinada. Essa demora aumenta custos e desestimula investimentos.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA complexidade de envolver múltiplos ministérios e agências reguladoras (Portos, Transportes, Minas e Energia, ANTAQ, ANTT, ANP) em projetos de infraestrutura é um entrave. Há uma defesa pela desburocratização e pela criação de um ambiente que proteja os responsáveis por assinar os contratos, dada a frequente judicialização.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO setor público, por sua vez, enfrenta a escassez de técnicos qualificados e de estrutura para dar vazão às demandas do mercado. Órgãos como ANP, ANTAQ e ANTT têm enfrentado restrições orçamentárias que afetam suas funções básicas. O Ministério dos Transportes tem remanejado verbas do orçamento de investimentos para sustentar essas agências.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO papel das autoridades portuárias é fundamental para ouvir o mercado e propor soluções que integrem a cadeia logística, garantindo que a infraestrutura atenda à demanda e gere benefícios para a sociedade e os investidores.","Artigo"," Intermodalidade, Escoamento Produção Nordeste, Logística Brasil, Hidrovia São Francisco, Concessões Rodoviárias, Ferrovias Nordeste, ANTAQ, ANTT, PPI, Greve Caminhoneiro, BR-324, BR-116, Gestão Pública, Burocracia Infraestrutura, ESG Logística, Portos Bah","Novas rotas e desafios para a logística no Nordeste","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F500x500_px_Social_[40]_2025_7_31_12_36_29_1753976189.jpg","2025-07-31T12:21:25.000Z","2025-07-31T16:25:28.000Z",{"code":18},{"id":5,"color":7,"translations":1474},[1475,1477,1479],{"title":6,"slug":11,"language":1476},{"code":13},{"title":15,"slug":16,"language":1478},{"code":18},{"title":20,"slug":21,"language":1480},{"code":23},[1482],{"id":101,"label":1403,"translations":1483},[1484,1486,1488],{"label":1403,"slug":1414,"language":1485},{"code":13},{"label":1417,"slug":1418,"language":1487},{"code":18},{"label":1421,"slug":1422,"language":1489},{"code":23},[1491],{"name":171,"enName":171,"ptName":171,"iso2":1492},"BR",[],{"pt-BR":1495},"\u002Finfraestrutura\u002Fintermodalidade-novas-rotas-e-desafios-para-o-escoamento-da-producao-nordestina",[1497,1498,1499,1500,1501,1502],"Infra Brazil","Infra Latam","Real Estate Brazil","Real Estate Europe","Real Estate India","Real Estate Latam"]