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The report identifies that deforestation in the Amazon biome is heavily concentrated in federal public areas and private properties, with a significant acceleration in both since 2019. It argues that the federal government should prioritize rural settlements and the regularization of undesignated public forests, while state governments should focus on implementing the Forest Code on private lands. The analysis emphasizes that coordination between these two levels of government is essential for territorial ordering and effective environmental enforcement.

The report assesses the progress of the Brazilian Forest Code's implementation in 2022, highlighting a heterogeneous landscape where registration (CAR) is advanced but analysis and regularization (PRA) remain significant bottlenecks. While states like São Paulo and Espírito Santo show leadership in analysis, only 2% of national registries have completed analysis. The document identifies critical gaps in the registration of traditional territories and the slow adoption of the PRA, while noting that some states are integrating CAR data with deforestation alerts to enforce compliance.

The research examines soy farmers in the Matopiba region of Brazil, finding that land-use decisions are driven by economic rationale and a sense of entitlement to clear land. The authors argue that voluntary behavioral changes are unlikely to succeed and that strict regulatory enforcement and supply-chain requirements for conversion-free soy are necessary to prevent the total loss of the Cerrado.

The report analyzes deforestation in the Amazon biome from 2012 to 2021, highlighting that federal public lands and private areas accounted for 45% and 28% of deforestation, respectively. It argues for a coordinated strategy where the federal government focuses on rural settlements and land tenure regularization, while state governments prioritize the implementation of the Forest Code on private lands. The study emphasizes a recent acceleration of deforestation in federal lands and areas without land tenure information, particularly from 2019 onwards, and calls for improved public data integration to enhance transparency and effectiveness.

Between 2012 and 2021, the North Region of Brazil received R$ 30.6 billion (US$ 11.1 billion) for land transport infrastructure, representing 17% of the national total tracked. Public sources provided 78% of this funding, with the federal government as the primary source. The rail sector was the largest beneficiary in the North, receiving 55% of resources, heavily driven by the Carajás Railroad. In contrast, public budget funds in the North were overwhelmingly directed to highways (99%), primarily for maintenance and operation (79%). While private finance via incentivized debentures grew nationally, it accounted for 22% of the North's flows. Multilateral Development Banks (MDBs) contributed R$ 3 billion, with the New Development Bank (NDB) being the most active in the region. The report emphasizes that without improved governance and rigorous socio-environmental analysis, these investments risk driving deforestation in the Amazon.

The report examines BNDES's role in the Legal Amazon from 2009 to 2019, finding that while the North Region receives the highest share of disbursements relative to its GDP, it receives the lowest total share of BNDES funds. Financing is heavily concentrated in large-scale infrastructure, specifically hydroelectric power generation, which often serves the rest of Brazil while local populations remain energy-poor. The authors argue that BNDES has a significant opportunity to pivot toward the energy transition by replacing diesel-based isolated systems with renewable energy and improving basic services like sanitation and internet access to reduce regional inequality.

The report examines BNDES's role in the Legal Amazon, finding that while the North Region receives the highest share of disbursements relative to its GDP, it receives the lowest total share of BNDES funds. Financing is heavily concentrated in large-scale hydroelectric infrastructure, often serving the rest of Brazil while local populations remain dependent on expensive, polluting diesel generation. The authors argue for a transition toward renewable energy, decentralized solar power, and improved basic services to reduce regional inequality.

The policy brief examines the Constitutional Financing Funds (FCFs) in Brazil's North, Northeast, and Midwest regions. It finds that while FCFs are designed to support small producers and low-income areas, the criteria for 'priority' beneficiaries and geographies have become so broad that they encompass nearly all producers and most municipalities. This lack of strict targeting has led to a concentration of resources in higher-value contracts and a small number of municipalities, particularly in the Matopiba region. Despite this concentration, FCFs remain a critical source of credit for the most underdeveloped municipalities in the North and Northeast, where alternative financing is often unavailable.

The document serves as a legislative annex listing the legal framework governing the Rural Environmental Registry (CAR) and the Environmental Regularization Program (PRA) in Brazil. It details federal laws, such as Law No. 12,651/2012, and specific state-level regulations for 23 Brazilian states and the Federal District, covering topics such as native vegetation protection, legal reserve compensation, and environmental licensing.

Between 2013 and 2020, approximately 42% of fire hotspots in the Brazilian Amazon occurred in previously undisturbed forests, affecting an estimated 18,000 square kilometers annually. While only 11% of fire-affected forest areas transitioned to clear-cut deforestation within three years, fire serves as a strong regional indicator of risk, with high rates of subsequent deforestation occurring in the surrounding areas. This association is particularly strong in rural settlements and public land holdings, where fire may facilitate land grabbing. Regional analysis shows an intensification of this fire-deforestation link in states such as Acre, Amazonas, Pará, Rondônia, and Roraima, especially around 2017.

The report analyzes four federal infrastructure projects in Pará: Ferrogrão, BR-155/158, BR-163/230/MT/PA, and BR-230. Using a 'market access approach', researchers found that these projects collectively risk nearly 7,000 square kilometers of native Amazon vegetation, with 3,800 square kilometers located in Pará. The study highlights significant transparency issues, noting that socio-environmental documents were often unavailable or difficult to access. It argues that the state of Pará should engage in early political coordination with the Federal Government to incorporate deforestation control and land governance measures into project designs, estimating an annual mitigation cost of US$ 43 million for the region.

The report analyzes four federal transport projects in Pará: Ferrogrão, BR-155/158, BR-163/230/MT/PA, and BR-230. Using a 'market access approach,' the authors quantify the risk of deforestation and the associated costs of mitigation. The findings highlight a systemic lack of transparency in project documentation and a significant environmental risk, with the four projects potentially endangering nearly 7,000 square kilometers of native Amazon vegetation. The study argues that the state of Pará should engage with the Federal Government to incorporate deforestation control funding into project designs.

The report analyzes four federal transport projects in Pará: Ferrogrão, BR-155/158, BR-163/230/MT/PA, and BR-230. It finds that these projects collectively risk nearly 7,000 square kilometers of native Amazon vegetation, with over half of the impact occurring in Pará. The study highlights a systemic lack of transparency regarding socio-environmental documents and argues that the state government should engage in early dialogue with federal authorities to incorporate mitigation costs into project designs. Using a 'market access' methodology, the report quantifies the indirect deforestation risks and suggests that mitigation through funds like the Amazon Fund is more cost-effective than paying the social cost of carbon.

The report examines rural credit in the Cerrado, noting that while the biome accounts for about one-third of Brazil's rural credit and agricultural production, financing is highly concentrated among large producers and public banks. It highlights a growing reliance on private funding sources like Agricultural Credit Notes (LCA) and a significant scarcity of credit for family farming through programs like PRONAF. The authors argue that improving credit access for smaller producers is essential for increasing productivity and reducing deforestation pressures.

The report examines rural credit in the Cerrado, noting that while the biome accounts for about one-third of Brazil's rural credit and agricultural production, financing is highly concentrated. Average contract values in the Cerrado are 181% higher than in other biomes, primarily benefiting large-scale soy and cattle producers. While there is a growing trend toward private funding sources like Agribusiness Credit Notes (LCA), public banks—specifically Banco do Brasil—continue to dominate distribution. The study highlights a significant gap in credit access for small and medium producers (Pronaf and Pronamp), arguing that improving this access is essential for increasing productivity and reducing deforestation pressures.

The document analyzes 14 large-scale railroad and highway projects in the Legal Amazon, finding significant gaps in the viability phase. Key issues include the lack of a mandatory sequence between Technical, Economic and Environmental Viability Studies (EVTEA) and Environmental Impact Studies (EIA), and a severe lack of transparency, with 57% of essential documents unavailable. The authors recommend mandating that EVTEA precede EIA to identify risks earlier and establishing a centralized database for all concession documents.

The document finds that cattle productivity in the Legal Amazon is uniformly low and extensive, meaning that disseminating the practices of the region's most productive municipalities would only increase production value by 17.6-29.4%. This is significantly lower than the potential gains seen in grain production. To achieve major productivity increases without deforestation, the authors argue for the adoption of new technologies—such as crop-livestock integration systems (ICLS)—and the combatting of land grabbing and illegal deforestation, which currently incentivize low-productivity extensive ranching for land speculation.

The report finds that livestock productivity in the Legal Amazon is highly homogeneous and characterized by an extensive production model with low input use. While disseminating existing best practices from the most productive municipalities could increase production value by 17.6-29.4% without further deforestation, this is significantly lower than the potential seen in crop agriculture. The authors argue that substantial gains require a new business model involving technologies not yet used at scale, such as integrated crop-livestock systems, and the combatting of land grabbing (grilagem), which incentivizes low-productivity extensive ranching for land speculation.

The document serves as a legislative annex, cataloging the federal laws, decrees, and normative instructions, as well as state-level regulations, that govern the Rural Environmental Registry (CAR) and the Environmental Regularization Program (PRA) in Brazil as of October 2021.

The document introduces a high-spatial-resolution life cycle assessment approach to quantify greenhouse gas emissions in agricultural supply chains. Applying this method to Brazilian soy exports between 2010 and 2015, the authors found significant variability in carbon footprints based on sourcing areas and destinations. The highest emissions were linked to soy from Pará and the MATOPIBA states due to natural vegetation loss, with exports to the European Union showing the highest carbon footprint per ton. Total GHG emissions for Brazilian soy exports in this period were estimated at 223.46 million tons, with China as the largest importer.