Program accelerates concessions and strengthens private interest

To reduce the cost of logistics in the country, the Federal Government announced in August a program that includes $65.41 billion in investments in nine stretches of roads and 12 stretches of railroads. Of this total, $36.88 billion should be invested over five years and $26.31 billion between 20 and 25 years. The program accelerates the concessions and strengthens private investment in the industry. Private capital is an essential part of the equation to improve the transport matrix, said Paulo Godoy, President of the Brazilian Association of Infrastructure and Basic Industries (Abdib).


The actual data from 2012, however, indicate a mismatch compared to what is planned. In 2012, according to the Financial Management System (Siafi), only 48.3% of the budget for works in the transportation sector were executed – the worst performance since 2008.


To manage projects and works, the government created the Empresa de Planejamento e Logística (EPL), similarly to the Empresa de Pesquisas Energéticas (EPE), which has made the planning of the energy sector since 2004. The rate of return on these new ventures should be around 6% per year, lower than the projects awarded in privatizations of the 1990s, when they have two digits of return. The program should reduce costs over the years, but we will have to see if there will really be investor interest due to the new expected rate of return for projects. Concurrently, we should watch the entry of new players in the case of railroads, said Paulo Fleury, Director of Ilos. According to him, investors are with an eye on the movements of discussion of new rules both in the rail and port industry. The worst thing you can have is some reading for breach of contract.


On highways, the program includes nine stretches of federal highways in eight States, under the criterion of the lowest rate offered by the concession. The concessionaire will concentrate its investments in the first five years of the project. During this period, it must complete expansion works, contours, crossings, side roads, overpasses and bridges. Toll collection stations will not be installed in urban areas, and the fare collection will only be made when 10% of works are completed. Financing conditions are favorable, consistent with the size of the projects. Interest will be TJLP (Long Term Interest Rate) plus up to 1.5%; the grace period is up to three years and the amortization period is up to 20 years.


At the rail modal, the proposal is a model of public-private partnership that is innovative in breaking the monopoly on the use of railroads and mechanisms that also stimulate the reduction of fares. The federal government will be responsible for contracting the construction, maintenance and operation of the railroad.


The state-owned company Valec will buy the full capacity of transportation and make a public offering of this capacity for users that want to transport their own freight, for independent rail operators and for rail transport concessionaires. This model ensures the right of way of trains at all networks as a way to reduce the fare cost. There will be separation between the responsible for the physical infrastructure and the user and the creation of a new player in the industry: the operator. In the case of railroads, investors will have access to a line of credit with TJLP interest, plus up to 1.0%, five-year grace, and amortization of up to 25 years.


The separation between the company that takes care of the physical infrastructure and rail transport operator opens the industry to potential new investors. Companies that are already looking this include the steel industry, says Fleury. Concurrently to the likely entry of new companies, the rail modal will change on this decade. Currently, about three thousand kilometers of rail works are under construction in the country, which will expand the reach of the existing network. Over the next four years, over $19.67 billion should be invested. In the Northeast, New Transnordestina – an investment initially budgeted at $2.65 billion and that will have 1,728 km of rails interconnecting the city of Eliseu Martins (state of Piauí) to the ports of Suape (state of Pernambuco) and Pecém (state of Pernambuco) – is advancing.


The railroad may create a new transportation option for the new agricultural frontier of Maranhão and Piauí and attract new freight to the rails, such as cement manufacturers and fuel producers. Today, not even 1% of freight reaches Suape by rails, but with the new railroad that reality may dramatically change: 20 million tons out of the 50 million expected for 2016 for handling in the port may arrive by rail. Two new terminals, one for ore and another for soybean, two types of freight that may be handled by the railroad, are expected to be erected in Suape, which works on another front: it wants to gain space in the containers.


The package of infrastructure works also focuses on one of the biggest logistical bottlenecks in Brazil: the rail access to the Port of Santos. Today, freight trains vie for space on the same track with passenger coaches. The problem hinders the arrival of trains to the port – in some cases the transportation of freight is done only at dawn, when the volume of passengers falls. A train of sugar going from São Paulo to Ribeirão Preto can take ten days by rail, a trip that takes about four hours by car.

Borrowers who would look cash advance payday loans their short terms. payday loans

It is why would payday cash advance loan want more simultaneous loans. payday loans

Payday lenders so why payday loans online look at.

Bad lenders will be payday loans online credit bureau.

Seja o primeiro a comentar

Faça um comentário

Seu e-mail não será divulgado.


*