Portuguese 
Drivers and transporters face a network where only 13% of highways are paved, while the CNT Plan includes 2,837 projects and R$ 2.03 trillion to tackle bottlenecks across all 27 states.
The National Transport Confederation compiled a comprehensive survey of the needs for highways, railways, ports, airports, waterways, and mobility. The extent of the deficit is evident even before considering the amount.
The plan outlines 2,837 projects and estimates R$ 2.03 trillion (about US$380 billion) in investments. It is a long-term portfolio, not a list of already contracted works or guaranteed resources.
The figures were presented in a report by Agência iNFRA, detailing the national reach of the new transport planning.
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Only 13% of Brazilian highways are paved
This ratio considers the extensive network present in the country, including local and state roads. Unpaved roads increase travel time, wear and tear, and uncertainty, especially during rainy periods.
For those transporting agricultural products or supplies, a poor stretch of road can negate the savings achieved over hundreds of kilometers of proper highways. Tires, suspension, fuel, and deadlines all come into play.
The problem does not end with paving. Drainage, bridges, signage, and maintenance determine how long the improvement will remain safe and accessible.
R$ 2.03 trillion reflects accumulated delays
This substantial figure encompasses various modes and timelines. Comparing it to a single year’s budget would lead to a false conclusion, as the portfolio will need to be executed in phases and from different funding sources.
Public funds, concessions, licenses, and partnerships can finance different parts. Each project requires studies, licensing, engineering, contracting, and the capacity to pay or generate revenue.
Mapping does not mean financing. The amount serves to gauge the need, prioritize projects, and demonstrate to the government and investors where the bottlenecks are.
The 2,837 projects cover all 27 states
The national presence prevents the diagnosis from being focused only on the most well-known corridors. The Amazon, agricultural frontiers, metropolitan areas, and port access points have unique problems and tailored solutions.
A bridge can connect communities; a railway can reduce long-haul trucks; a terminal can decrease waiting times for ships. Evaluating benefits requires examining each function.
The portfolio also allows for the identification of dependencies. A railway without port access transfers the bottleneck, just as a regional airport without land connections loses part of its utility.
In urban centers, the same reasoning applies to buses, subways, and walking. A rapid station loses efficiency when passengers take too long to reach their final destination due to a lack of integration.
Railways gain 25,500 kilometers on the horizon
The survey projects approximately 25,500 kilometers of new tracks. The expansion aims to increase rail’s share in high-volume and long-distance cargo.
New tracks require cargo, connections, and operators. Without efficient terminals or transportation contracts, the infrastructure risks operating below its projected capacity.
Railways do not replace trucks on the entire route. They reorganize long distances, while road transport remains essential for collection, distribution, and connections with clients.
Ports and Airports Complete the Logistics Chain
The capacity to export depends on land access and productivity at the dock. Lines, insufficient depth, limited storage, and bureaucracy can delay cargo even when the roads are clear.
At airports, security, runways, terminals, and navigation must keep pace with demand. Regional aviation still depends on a market capable of sustaining frequencies and prices throughout the year.
Inland waterways offer significant capacity in regions traversed by rivers but require terminals, signaling, and seasonal predictability. Drought and flooding affect draft, route, and transportable volume.
As the project portfolio advances, modal integration should become a priority criterion. Connected projects tend to yield greater benefits than independent works that lack continuity.
Prioritizing Should Consider Bottleneck Costs
Not all expensive works generate the highest returns. A short stretch that interrupts a corridor may deserve precedence over a long segment with low traffic.
Criteria may consider accidents, freight costs, population served, production, travel time, and environmental impact. Transparency in this comparison reduces decisions based solely on political pressure.
Mature projects are also likely to progress first because they already have engineering and permits. This advantage should not overshadow urgent works that still require studies to become executable.
The best project is one that addresses a measurable problem. Results before and after should be reflected in indicators, not just in inauguration photographs.
Maintenance Needs to Compete with Expansion
Brazil frequently inaugurates infrastructure without reserving sufficient maintenance. Pavements deteriorate, signage disappears, and equipment fails, reducing the return on a previously made investment.
The project portfolio should consider costs over the entire lifecycle. Building cheaper and repairing early may end up costing more than implementing a durable solution.
Performance contracts can link payment to maintained quality. In this model, the company does not just deliver new pavement; it assumes responsibility for indicators over a specified period.
For drivers, regular maintenance is an immediate benefit. It reduces potholes, road closures, and surprises, even before a major duplication comes into the budget.
Execution Will Cross Governments and Economic Cycles
R$ 2.03 trillion (about US$380 billion) will not be mobilized by a single administration. Long-term projects require contractual continuity, regulatory security, and planning that endures through administrative changes.
Interest rates, exchange rates, and material costs affect viability. Mature projects, with design and permits, respond more quickly when fiscal space or private interest emerges.
Regulatory predictability weighs in concessions. Investors calculate demand, tariffs, obligations, and risks of change; governments need to preserve contracts without abandoning oversight and user interests.
Jobs emerge in engineering, construction, and operation but have different durations. Communicating this difference avoids turning peaks in construction into promises of permanent positions for the life of the project.
Those working on the road know of repeated promises. A reliable project portfolio needs to show status, responsible parties, and deadlines to allow for public accountability.
The Plan Delivers a Map, but the Journey is Just Beginning
CNT (National Transport Confederation) has organized a national and multimodal vision. The next step is to transform the diagnosis into choices, contracts, and construction sites, with coherent sequencing among the different corridors.
The indicator of 13% paved shows how far there is to go. The 25,500 kilometers of railway and the thousands of projects highlight the scale of the response considered necessary.
I would monitor the annual execution rate. Without projects being realized, R$ 2.03 trillion (about US$380 billion) remains merely a measure of delay.
And what about you, would you prioritize highway paving, railway expansion, or access to ports within this national plan? Share your thoughts in the comments.
