With private railroads, companies want to chart a course for the development of Espírito Santo.
- abrafamail
- 6 days ago
- 3 min read
With a privileged location conducive to the flow of goods from all over the country, Espírito Santo has been directing efforts to expand its rail network, mainly to connect to port complexes and to strengthen the logistics chain. One alternative to unlock investments is to focus on private ventures.
In addition to projects developed by the federal government, such as the EF 118, there are four railway projects, submitted by companies, that are waiting to move from the planning stage to implementation. One of them is planned for the southern region of the state, and the other three are in the northern and northwestern regions.
The proposals, which already have signed contracts with the National Land Transport Agency (ANTT), are: the EF 456/030, between São Mateus (ES) and Ipatinga (MG), with a length of 431.30 kilometers, from Petrocity Ferrovias; the EF 030, linking Barra de São Francisco (ES) to Brasília (DF), with 1,188 km, also from Petrocity; and the EF 352/A01, from Presidente Kennedy (ES) to Sete Lagoas (MG) and a second section to Anápolis (GO), totaling 1,850 km, from Macro Desenvolvimento. There is also the EF A16 project, from Colatina (ES) to Linhares (ES), from the company Morro do Pilar Minerais, with 100 km.
According to ANTT (National Agency for Land Transport), the railways have authorization regimes granted under Law No. 14.273/2021 and Decree No. 11.245/2022. The projects are currently in the stage of obtaining environmental licenses from the competent bodies for the implementation of railway infrastructure.
The regulatory agency explains that the authorizations are under continuous technical monitoring, with verification of milestones and compliance with established obligations.
"These initiatives are of strategic importance for national logistics integration, promoting greater connectivity between producing mines, industrial centers, and ports in Espírito Santo, strengthening the efficiency of rail transport and the competitiveness of the Brazilian transport system," the agency points out in a note sent to the Yearbook.
Timelines
The Macro Desenvolvimento and Petrocity projects are in advanced stages, focused on obtaining licenses and detailing the engineering.
Macro Desenvolvimento plans to use broad gauge on the railway in southern Espírito Santo, which is the most up-to-date and modern system, with a greater capacity to transport heavier loads. The engineering plan has already been validated by ANTT, according to Fabrício Freitas, CEO of Macro.
According to the businessman, the company has four simultaneous work fronts, including environmental studies, land surveying of the area where the route passes, detailed engineering, and institutional work. The company expects to obtain the preliminary license within five years. According to Freitas, the investment volume is currently being calculated.
Petrocity's projects have already had their engineering plans (preliminary design) approved by the regulatory agency and published in the Official Gazette. Declarations of Public Utility (DUPs) have also been issued, reports José Roberto Barbosa da Silva, CEO of the group.
The company's timeline extends until 2032, and according to Silva, the regulatory agency's response to the proposals has been very good.
Petrocity's railway sections will be interconnected and integrated into the national rail grid, complementing existing and developing railways, as well as connecting to port terminals.
The total projected cost for the railway project is R$ 23.5 billion. To secure funding, a memorandum of understanding has already been signed with two funds, among other initiatives.
Financing
The main obstacle to unlocking these investments may be bureaucracy. Fabrício Freitas, from Macro Desenvolvimento, points out that current regulations require a long timeline.
It's a process we have to go through; there's not much of an alternative. We have to talk to all the municipalities, all the states. It's not a quick process. The bureaucracy is enormous.
Fabrício Freitas
CEO of Macro Development
Silva, from Petrocity, emphasizes that the law establishes equality between concessioned and authorized railways. The CEO adds that when the government focuses only on public initiatives, it makes it difficult for those who manage foreign capital and want to invest in infrastructure in Brazil to understand.
"The biggest difficulty I see today is really securing lines of credit. Financing is essential for the private sector to effectively meet the schedule for installing these railways," he says.
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