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Trilateral study presented in Brasília evaluates green maritime corridor between Brazil, Norway, and the Netherlands, with routes that emitted 4.7 million tons of CO₂e in 2023. Plan targets strategic ports, green biodiesel, ammonia, and methanol, but high costs and coordination between companies still challenge commercial transition in the South Atlantic.
The green maritime corridor between Brazil, Norway, and the Netherlands has become the focus of a new strategy to reduce emissions in transport between South America and Europe. The proposal was presented in Brasília on Monday, May 25, 2026, based on a technical and economic study on routes in the South Atlantic.
According to Valor Econômico, the initiative involves governments, ports, shipowners, cargo owners, fuel producers, and institutions linked to the energy transition. The goal is to assess whether ships, port infrastructure, and low-emission fuels can create the first green corridor in the deep waters of the Atlantic, connecting Brazil to the European market.
Green maritime corridor targets one of the most strategic trade routes in the Atlantic
The plan emerges in a scenario of increasing pressure on maritime transport, a sector essential for global trade but still dependent on fossil fuels. Between Brazil and Europe, the routes move significant cargo and also concentrate substantial emissions.
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In 2023, maritime transport between the two regions was responsible for about 4.7 million tons of CO₂e. This number placed the decarbonization of the routes at the center of a discussion that mixes climate, logistics, foreign trade, and port competitiveness.
Brazil, Norway, and the Netherlands want to transform study into a viable route
The cooperation began with Brazil and Norway and later included the Netherlands. The study analyzed the feasibility of green maritime corridors, considering costs, infrastructure, technology, and the availability of fuels capable of reducing emissions.
The maritime corridor is not just a route on the map. It requires adequate supply, long-term contracts, compatible vessels, prepared ports, and sufficient cargo to justify investments. Therefore, the proposal depends less on a single political decision and more on coordination among various economic agents.
Three routes appear as a priority for the project
The study identified three priority routes. The first connects the port of Vila do Conde, in Pará, to Karmøy, in Norway, and is considered the most emblematic as it accounts for 66% of bilateral emissions between Brazil and Norway.
The second route connects Santos to Rotterdam, the largest port in Europe. The third links Pecém to Rotterdam and is directly related to opportunities for exporting green hydrogen, ammonia, and green iron. These connections show that the maritime corridor can alter not only transportation but also the strategic position of Brazilian ports.
Emissions put bulk carriers at the center of the challenge
On the routes between Brazil and Norway, 88 trips by large cargo ships emitted 116 thousand tons of CO₂e. Of this total, 77% came from bulk carriers transporting products like soy, ore, and cellulose.
This data is important because it shows where the transition needs to advance first. Bulk carriers often operate in the spot market, without fixed routes and without long-term contracts. This logic makes it difficult to invest in green infrastructure because the costs need to be supported by more predictable commercial commitments.
Biodiesel, ammonia, and green methanol compete for space in navigation
The study evaluated three alternatives with potential for net-zero emissions throughout the full cycle: biodiesel, green ammonia, and green methanol. Each option has different advantages and obstacles, especially when considering engines, refueling, and total cost of operation.
Biodiesel appears as the most immediate alternative as it can be used in existing engines without major adaptations. Green ammonia requires new ships or dual-fuel engines, while green methanol presents an even higher cost compared to conventional operation.
Cost is still the major obstacle for low-emission ships
Operating zero-emission ships still costs between 43% and 109% more than conventional operation. On the Vila do Conde–Karmøy route, between 2026 and 2040, the projected total cost of biodiesel is US$ 252 million, compared to US$ 176 million for fossil operation.
Green ammonia, due to the need for new equipment and added capital to the project, reaches US$ 291 million. Green methanol is even further, with an overcost of 109%. The environmental promise exists, but the financial equation still needs to be balanced for the maritime corridor to materialize.
International rules may change the economic logic
The new regulatory framework of the International Maritime Organization tends to pressure more polluting ships. The model foresees charges per ton of CO₂e for those who do not meet targets, which may make fossil operation more expensive over time.
This movement alters the comparison between fuels. If the conventional fleet needs to mix increasing amounts of biodiesel and pay penalties for emissions, the cost difference compared to green alternatives may decrease. Regulation can transform what seems expensive today into a competitive requirement in international trade.
Brazilian ports may gain relevance in the race for green fuels
Brazil enters the discussion with significant advantages, such as a predominantly renewable electric matrix and industrial ecosystems close to strategic ports. Santos, Rio Grande, Itaqui, Pecém, Açu, and Navegantes appear as potential green fuel hubs.
Norway contributes with maritime technology and experience in low-emission vessels, while the Netherlands brings the logistical strength of Rotterdam. This combination creates a division of competencies: Brazil can provide energy and trade routes, Norway naval technology, and the Netherlands international port infrastructure.
Lack of coordination may weigh more than lack of investment
Although the transition requires money, the bottleneck is not just in financing. The green maritime corridor depends on agreements between shipping companies, fuel producers, cargo owners, ports, and governments. Without this coordination, ships and infrastructure may not evolve at the same pace.
One of the solutions discussed is the formation of consortia and long-term purchase agreements. These contracts would provide predictability to justify investments in fuels, terminals, fleet, and logistics. Without guaranteed demand, the risk is that each link waits for the other to move first.
Research call can accelerate technologies for the route
In addition to the feasibility study, the three countries plan to launch a joint research and development call in partnership with Finep by 2026. The forecast is about R$ 450 million for fuels and technologies related to green routes.
This type of investment can help reduce technical and economic uncertainties. The challenge is to transform research into commercial application, connecting innovation, fuel production, port infrastructure, and real ship operation in the Atlantic.
Now the question remains: should Brazil accelerate this bet to lead green maritime routes between South America and Europe, or are the costs still too high to turn the project into reality in the short term? Leave your opinion in the comments.
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