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desafios",false,"https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1859x559_px_Top_[25]_2025_8_04_14_50_53_1754329853.webp","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F1920x1080_px_Cover_[25]_2025_8_04_14_50_53_1754329853.webp","2025-08-04T00:00:00.000Z","Credit: Envato","#FFF","2025-08-12T00:00:00.000Z",1032,"2025-08-04T14:50:53.000Z","2025-08-04T17:34:14.000Z",[1462],{"id":1463,"newsId":1447,"languageId":25,"title":1450,"subtitle":1464,"content":1465,"summary":8,"takeaways":8,"seoTagConversionId":1466,"seoTag":1467,"seoTitle":1468,"seoKeywords":1469,"seoDescription":1470,"seoAbstract":978,"seoImage":1471,"createdAt":1472,"updatedAt":1473,"language":1474},2733,"Em reunião com representantes do MPor, players do setor debatem gargalos e oportunidades nos projetos em andamento","Por \u003Cstrong>Herique Cisman\u003C\u002Fstrong>\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nOs terminais portuários vivem um período de intensa movimentação, impulsionados pela segregação do Ministério de Portos e Aeroportos (MPor) do Ministério dos Transportes, que conferiu maior força institucional e agilidade à agenda portuária. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nUma mesa-redonda realizada pelo \u003Cspan class=\"company-profile-link\" data-id=\"1\">\u003Cspan class=\"company-profile-link\" data-id=\"20971\">GRI Institute\u003C\u002Fspan>\u003C\u002Fspan> em São Paulo contou com a participação do diretor de novas outorgas e políticas regulatórias portuárias do MPor, Bruno Neri da Silva, a fim de debater os avanços nas concessões e arrendamentos, as novas modelagens e os desafios persistentes para atrair mais investimentos e garantir a segurança jurídica. A moderação foi realizada por \u003Cspan class=\"data-profile-link\" data-id=\"38019\">Leandro Gaudenzi\u003C\u002Fspan>, diretor da CODEBA.  \r\n\u003Ch3>Nova estrutura e oportunidades de investimento\u003C\u002Fh3>\r\nA criação de uma estrutura ministerial específica para portos e aeroportos permite uma atenção mais focada e a elaboração de planos inéditos, como o novo plano de outorgas para hidrovias. O objetivo central do Ministério é criar um ambiente propício e seguro para o investimento privado, visto como a principal forma de entregar infraestrutura à sociedade, dadas as limitações da União. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO ano promete um número considerável de arrendamentos e concessões, que podem resultar em até vinte leilões. A diretriz política do atual governo é manter as autoridades portuárias públicas, focando em modelos de concessão de serviços específicos, como os canais de acesso.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA primeira concessão de canal de acesso está prevista para setembro - Porto de Paranaguá, já aprovada pelo TCU e que deve gerar investimentos superiores a R$1 bilhão - e outras virão na esteira, nos principais portos do Brasil. Em relação aos arrendamentos portuários, há previsão de 14 a 16 novas áreas, dependendo da maturação dos processos e da análise do Tribunal de Contas da União (TCU).\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nUm segundo bloco de arrendamentos já está formatado, incluindo áreas no Rio de Janeiro, um terminal de passageiros em Maceió e uma área no Porto de Porto Alegre. Outros terminais em pauta para os próximos anos incluem São Sebastião (com modelo de arrendamento de todas as áreas disponíveis), Mucuripe (terminal de contêineres e outros em Fortaleza), STS08 em Santos (granel líquido), terminais de fertilizantes e graneis sólidos em Itaqui\u002FRS, e terminais de passageiros em Maceió e Recife, além de uma área em Natal para granel mineral.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO Ministério tem buscado modelagens criativas para suas concessões. No caso da Autoridade Portuária da Bahia, por exemplo, foi tratado um modelo de concessão parcial no qual a gestão patrimonial é compartilhada com a concessionária, enquanto o canal de acesso fica sob gestão privada. Esse modelo híbrido busca assegurar a agilidade do privado e fortalecer a atuação da autoridade portuária, permitindo que ela concentre esforços na gestão estratégica e na expansão do porto, atuando como parceira institucional.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA intermodalidade é um tema central, com a integração das hidrovias, ferrovias e rodovias para a distribuição de carga. Um dos executivos utilizou a metáfora de um triatleta para descrever a necessidade de ter modais eficientes que se articulem, contrapondo-se à imagem de um "pato que faz tudo mal feito". A Autoridade Portuária da Bahia tem assumido o papel de ouvir os players e fomentar soluções para a cadeia logística.\r\n\u003Ch3>Desafios\u003C\u002Fh3>\r\nApesar do otimismo, o setor enfrenta desafios significativos. A burocracia excessiva e a morosidade nos processos de licenciamento e contratação são apontadas como um grande prejuízo, gerando atrasos de anos e a desmobilização de novos investimentos. A necessidade de desburocratização é urgente.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA falta de pessoal e o envelhecimento das equipes técnicas nos órgãos públicos também impactam a capacidade de trabalho do Ministério e das agências reguladoras, como a ANTAQ. Propostas como a do PL 733\u002F2025, que prevê a migração de competências do poder concedente para a agência reguladora, buscam otimizar a estrutura.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA segurança jurídica é outro ponto crítico. Há uma "confusão regulatória" com decisões de agências e tribunais que se contradizem, gerando incerteza para investidores, especialmente em questões de receitas e cobranças de serviços. Essa insegurança, criada pelo próprio Estado, prejudica a atratividade do Brasil em comparação com outros países que oferecem maior estabilidade.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA discussão sobre restrições à participação em leilões, como no caso do Terminal de Contêineres (TECON) 10 do Porto de Santos, e a verticalização no mercado portuário (quando armadores adquirem terminais) levantam debates sobre concentração de mercado e concorrência. Alguns argumentam que a restrição de players pode diminuir a atratividade e que portos vizinhos, como Paranaguá e os portos do sul, atuam como concorrentes diretos de Santos, evidenciando a necessidade de uma análise de mercado mais abrangente.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO consenso é que o Brasil precisa de muito mais capacidade e investimento em infraestrutura portuária. Pelo exposto, o governo deve fomentar a participação do setor privado por meio de concessões e arrendamentos, que garantem investimentos mais rápidos e céleres. \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nO Ministério afirma estar focado em desburocratizar processos, tornar os contratos mais equilibrados e com gatilhos pré-estabelecidos, bem como discutir reversibilidade de bens para tornar o ambiente mais atrativo.\u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nApesar do esforço e do otimismo com a carteira de projetos para 2025 e 2026, a proximidade do ano eleitoral (2026) cria uma corrida para concluir arrendamentos e concessões até abril do próximo ano, dado que "depois disso, tudo pode acontecer". \u003Cbr \u002F>\r\n\u003Cbr \u002F>\r\nA Bahia, com sua extensa costa litorânea e posição estratégica, é um exemplo do potencial a ser explorado, mas que depende da superação desses desafios de infraestrutura e burocracia.","Artigo","Terminais Portuários, Portos Brasil, Concessões Portuárias, Arrendamentos Portuários, Ministério Portos e Aeroportos, Logística Marítima, Intermodalidade, Hidrovia São Francisco, Segurança Jurídica, Burocracia, Investimento Privado, Setor Portuário, Desafi"," Leilões dominam agenda dos portos em meio a desafios","Terminais Portuários, Portos Brasil, Concessões Portuárias, Arrendamentos Portuários, Ministério Portos e Aeroportos, Logística Marítima, Intermodalidade, Hidrovia São Francisco, Segurança Jurídica, Burocracia, Investimento Privado, Setor Portuário"," Em reunião com representantes do MPor, players do setor debatem gargalos e oportunidades nos projetos em andamento","https:\u002F\u002Fcdn.griinstitute.org\u002Fuploads\u002Fhubnews\u002F500x500_px_Social_[42]_2025_8_04_14_54_25_1754330065.jpg","2025-08-04T14:51:17.000Z","2025-08-04T17:33:36.000Z",{"code":18},{"id":5,"color":7,"translations":1476},[1477,1479,1481],{"title":6,"slug":11,"language":1478},{"code":13},{"title":15,"slug":16,"language":1480},{"code":18},{"title":20,"slug":21,"language":1482},{"code":23},[1484],{"id":101,"label":1403,"translations":1485},[1486,1488,1490],{"label":1403,"slug":1414,"language":1487},{"code":13},{"label":1417,"slug":1418,"language":1489},{"code":18},{"label":1421,"slug":1422,"language":1491},{"code":23},[1493],{"name":171,"enName":171,"ptName":171,"iso2":1494},"BR",[],{"pt-BR":1497},"\u002Finfraestrutura\u002Fportos-arrendamentos-e-concess-es-dominam-agenda-em-meio-a-desafios",[1499,1500,1501,1502,1503,1504],"Infra Brazil","Infra Latam","Real Estate Brazil","Real Estate Europe","Real Estate India","Real Estate Latam"]