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Logistics project under development in Southern Espírito Santo brings together ports, railway, highways, cabotage, airport, and industrial areas to enhance the State’s competitiveness and compete in a market historically dominated by the Port of Santos
Espírito Santo is taking an important step to increase its relevance in Brazilian foreign trade. With a strategy focused on integrating different modes of transport and expanding logistics infrastructure, the State aims to compete for cargo currently concentrated in the Port of Santos and other traditional corridors in the Southeast.
The initiative gained momentum in May 2026, when the state government established, by decree, the ParkLog Sul Capixaba program. According to information released by the Espírito Santo government, the project was created to develop technical studies and integrate strategic assets located in the South of the State, forming a large logistics-industrial complex aimed at importing, exporting, and distributing goods.
More than increasing port capacity, the proposal seeks to reposition Espírito Santo in the national logistics geography. The intention is to transform the region into a multimodal platform capable of connecting deep-water ports, railways, highways, cabotage, airport, and industrial areas into a single operational structure.
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The movement comes at a strategic moment. Companies from different segments are re-evaluating their logistics routes in the face of increasing operational pressure observed in some of the country’s main corridors. In this scenario, alternatives that offer greater efficiency, predictability, and cost reduction are beginning to gain prominence.
ParkLog Sul brings together infrastructure capable of rivaling the largest logistics corridors in the country
The project includes some of the most relevant infrastructure developments in Espírito Santo. Among them are the Port of Ubu, located in Anchieta, the Central Port, in Presidente Kennedy, the Cachoeiro de Itapemirim Airport, the future EF-118 railway, and the expansion works of the BR-101.
The numbers help to gauge the ambition of the plan.
According to data presented by the state government, the Central Port will have a depth of up to 25 meters and a projected capacity to handle up to 233 million tons per year when fully operational. Meanwhile, the Port of Ubu has an installed capacity estimated at approximately 33 million tons annually.
Combined, the assets planned within ParkLog Sul could reach a capacity of up to 266 million tons per year. The volume is comparable to what is currently handled by the Port of Santos, considered the main port complex in Latin America.
Additionally, Espírito Santo already holds a significant position in the Brazilian port sector. Data from the National Waterway Transport Agency (ANTAQ) shows that the state stands out for the movement of iron ore, oil, fuels, cellulose, and goods linked to international trade.
This growth reinforces the perception that Espírito Santo’s infrastructure can play an even more important role in the next phase of national logistics.
Espírito Santo wants to establish itself as a distribution center for all of Brazil
The Espírito Santo strategy is not limited to regional cargo movement. The goal is to transform the state into a national distribution center, capable of receiving large vessels and redistributing goods through cabotage, rail transport, and highways.
For Márcio Buteri, owner of GX5 Import, a company specialized in import operations and international business based in Espírito Santo, the state is no longer seen as a secondary alternative in foreign trade.
According to the executive, the more fluid operational environment has attracted the attention of companies seeking to reduce indirect costs and minimize logistical risks.
“The state offers competitive conditions to compete for cargo concentrated in Santos, especially in operations seeking greater predictability, operational agility, and reduction of indirect costs,” he states.
While Santos maintains its consolidated position thanks to operational scale and a wide range of maritime services, the São Paulo port also faces challenges related to the saturation of certain areas, urban traffic, and increased logistical costs.
In this context, Espírito Santo emerges as an increasingly competitive option.
“Many companies have realized that staying exclusively in traditional ports means dealing with congestion, operational queues, and increased indirect costs,” highlights Buteri.
The evaluation of companies has also changed in recent years. Today, factors such as storage, customs clearance, transit time, and the responsiveness of the logistics chain have increasing weight in decision-making.
Deep-water ports and EF-118 can change the logistics dynamics of the Southeast
One of the main differentiators of the project is the ability to receive increasingly larger ships, a trend observed on major international maritime routes.
Ports with greater depth allow the operation of large vessels, increasing the efficiency of operations and reducing costs per ton transported. The model brings Espírito Santo closer to major global transshipment hubs, where cargo is redistributed to different markets through the integration of various modes.
The strategy also gains strength with parallel investments made by VPorts. The concessionaire is considering expanding the waterway access to the terminals under its administration to allow the operation of vessels up to 39 meters wide.
Additionally, the company announced a 70% expansion of the area designated for container movement aimed at cabotage and signed a long-term contract to connect a railway to the terminals in Espírito Santo.
Another element considered decisive for the future of the sector is the EF-118.
Planned to connect Espírito Santo to Rio de Janeiro, the railway is seen as one of the most important infrastructure projects for the Southeast in the coming years. The expectation is that the project will enhance the region’s railway integration, reduce dependence on road transport, and significantly increase cargo flow capacity.
“The EF-118 has the potential to become one of the most important logistics projects in the Southeast in the coming years. There is real potential to change part of the logistics dynamics currently concentrated in other hubs in the region,” says Buteri.
Experts highlight that railway integration will be crucial to avoid land bottlenecks, a problem that has historically affected various Brazilian logistics corridors.
The concern is legitimate. Although the country has advanced in modernizing ports and customs processes, it still faces challenges related to bureaucracy, document delays, and efficient connection between different modes.
“The port alone does not solve the national logistics problem,” warns Buteri. “Competitiveness directly depends on the integration between modes and the efficient flow capacity of cargo to the final destination.”
New phase of the logistics dispute may redefine the map of Brazilian imports
ParkLog Sul does not intend to just move more cargo. The project also aims to attract industries, logistics operators, distribution centers, and companies related to foreign trade.
The proposal also includes the implementation of Export Processing Zones (EPZs), along with the expansion of storage, distribution, and international operations services.
The competition for logistics investments has become increasingly intense among Brazilian states. In this scenario, modern infrastructure, multimodal integration, and operational efficiency have become decisive factors for attracting business.
With the combination of deep ports, cabotage, railway integration, industrial areas, and new infrastructure investments, Espírito Santo is positioning itself to take on a prominent role in the new logistics configuration of the Southeast.
For companies dependent on import and export, the transformation reinforces an increasingly evident trend: logistics has ceased to be just a cost center and has become one of the main elements of competitiveness.
“The market has matured. Today, companies evaluate logistical efficiency and operational capacity much more than just tax benefits. Espírito Santo has managed to build credibility as a competitive logistical corridor,” concludes Buteri.
With information from: Agência Transporte
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