Megaport and railway threaten African Diaspora community in Brazil’s Maranhão

The landscape of Cajual Island in Maranhão is set to undergo a dramatic transformation. The lush forests and babassu coconut palm groves will soon yield to a bustling port complex, complete with cargo ships stretching up to 350 meters in length, ferrying loads of iron, copper, soybeans, corn, and other commodities bound for China, the United States, and Europe.

By 2027, the kilometers of pristine beaches and mangroves will be replaced by a sprawling port facility, complete with railway lines, energy substations, and warehouses, buzzing with the activity of 1,800 workers, who will labor day and night on the island in the municipality of Alcântara.

This ambitious development is the brainchild of the Grão-Pará Maranhão company (GPM), which aims to establish the Alcântara Port Terminal and the EF-317 railway, occupying nearly 90% of the Vila Nova Quilombola Territory on Cajual Island. Quilombos are traditional African diasporic communities that preserve ancient customs and usually rely on small-scale farming and gathering to survive.

“The scale of this project essentially extinguishes the Quilombo’s territory, rendering its protection virtually impossible,” explained Yuri Costa, public defender of the Union in Maranhão. Last year, the public defender’s office filed a public action demanding the quilombo’s official recognition.

While the project was initially conceived to transport soybeans and other agribusiness and mining commodities, a feasibility study commissioned by GPM revealed that the primary product for transport is iron ore, sourced from Vale S.A.’s operations in Serra dos Carajás, Pará.

Cajual Island holds international significance as an Environmental Protection Area. Moreover, it serves as a quilombola area inhabited by 51 families, comprising approximately 92 individuals, who rely on fishing, agriculture, and small-scale animal husbandry—a way of life passed down from ancestors enslaved centuries ago.

The process to officially render the territory as a Quilombo has been ongoing since 2007. However, in 2017, the Association of Residents of the Rural Quilombola Community of Vila Nova – Ilha do Cajual signed a contract, granting the use and enjoyment of over 14 million square meters of the territory for the port’s installation and operation.

Despite the absence of necessary legal consultations, construction is poised to commence. On January 2, Ibama reported that GPM had not submitted all the required documents detailing the socio-environmental impacts of the project.

Responding to inquiries from Intercept Brasil, Grão-Pará Maranhão’s general director, Paulo Salvador, stated that the project would occupy “only 20% of the total area of Cajual Island.” He outlined a timeline of two to three years for the commencement of works and project operation, contingent upon administrative authorization and licensing processes.

Salvador emphasized that the quilombola association of Cajual Island has the legal right to enjoy the island’s territory, as recognized by all consulted bodies before the authorization process. He noted the association’s role as a project partner, highlighting ongoing monthly meetings since 2017 and the provision for profit distribution, ensuring community benefit as long as the port terminal remains profitable.

The proof of land ownership, occupation, or the right of use and enjoyment is a prerequisite set by the federal government for entrepreneurs seeking to establish and operate port infrastructure. Failure to provide this document halts the approval process.

However, when dealing with quilombola territory, such contracts should undergo prior consultation with the affected communities, as mandated by Convention 169 of the International Labor Organization.

Yuri Costa, the public defender, contends that the direct agreement struck by GPM fails to adhere to both national and international guidelines, potentially rendering the entire project licensing process null and void.

In December 2018, the National Waterway Transport Agency (ANTAQ) signed a contract granting GPM permission to construct and operate the port facility for private use over a 25-year period, with the option for extension.

Nevertheless, ANTAQ’s legal counsel expressed reservations regarding the validity of the land transfer contract. Moreover, doubts were raised about whether the association had the legitimacy to enter into the agreement on behalf of the quilombola community.

Despite lacking the necessary permits to commence construction, recent federal administrations have undertaken significant bureaucratic measures to facilitate the project.

In December 2021, under the Jair Bolsonaro government, the Ministry of Infrastructure authorized the construction and operation of the 520-kilometer EF-317 railway for a period of 99 years. This railway will connect the port on Cajual Island to the city of Açailândia, Maranhão.

In March 2023, during the early stages of the third Lula government, ANTAQ issued the first amendment to the port’s contract, updating the project timeline and specifying the total investment value: BRL 4.7 billion.

Fonte: The Intercept Brasil

Click here to access the original, complete news report: https://www.intercept.com.br/2024/04/29/megaporto-e-ferrovia-ocuparao-87-de-territorio-quilombola-no-maranhao-mas-moradores-nao-sabem/

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