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Tapajós Waterway sets record of 2.38 million tons in the first two months of 2026 with convoys of 110 thousand tons
In May 2026, the Ministry of Ports and Airports announced that the Tapajós Waterway exceeded 2.38 million tons of cargo moved in the first two months of the year.
As reported by the Gov.br portal, it is the highest volume ever recorded for the period.
The logistics corridor operates in Pará, between the municipalities of Itaituba, Santarém, and Rurópolis. In other words, it integrates the export network of the Brazilian Northern Arc.
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According to the Ministry, convoys of 36 barges transport up to 110 thousand tons of cargo per trip.
This is a capacity dozens of times greater than that of a road freight train.
Tapajós Waterway integrates 41 ventures in Pará between Itaituba, Santarém, and Rurópolis
The corridor houses 41 ventures in operation. According to official data, private and public terminals are interconnected along the river route.
Compared to other Brazilian waterways, the Tapajós gained prominence after the paving of the BR-163. Therefore, it became a strategic connection between Mato Grosso and the Atlantic.
In fact, the waterway axis carries 80% less CO2 per ton transported than the road equivalent.
At that time, the system also relieves the BR-163 — nicknamed the “death road” due to its history of accidents.
Soy and corn represent 86% of the cargo, with fertilizers growing 46.8% in Tapajós
The composition of the cargo reflects Brazilian agribusiness. According to the Ministry, soy and corn together represent 86% of the volume transported in 2026.
On the other hand, fertilizers recorded an increase of 46.8% compared to the previous year. Similarly, petroleum derivatives grew 40% in the same period.
In other words, the Tapajós is no longer just an export corridor. Consequently, it also becomes an import route for agricultural inputs that supply the Brazilian Midwest.
BR-163 connects Mato Grosso to Miritituba and opens the Tapajós Waterway to the Atlantic
The route starts in Sorriso and other cities in Mato Grosso. Then, trucks with soy travel 1,000 km along the BR-163 to Miritituba, in the municipality of Itaituba.
According to Antaq, in Miritituba the cargo is transferred from the trucks to the barges. Therefore, the operation is called “intermodal transshipment.”
According to sector data, the convoys then navigate the Tapajós to the Amazon.
At that time, the bulk reaches the ports of the Northern Arc, such as Vila do Conde (Barcarena), Santarém, and Itaituba.
- Movement 1st two months 2026: 2.38 million tons
- Total movement 2025: 16.8 million tons (+14.3%)
- Convoys: 36 barges with 110 thousand tons each
- Integrated ventures: 41 assets
- Composition: 86% soy and corn
- CO2 reduction: 80% vs BR-163 highway
Northern Arc gains prominence in soybean export to international markets
The Northern Arc covers Brazilian ports north of the Amazon Basin. According to industry reports, the region began to gain relevance in exports starting in 2010.
Compared to the Port of Santos, the route through the Northern Arc is shorter to Europe, China, and the United States. In fact, it saves time and fuel.
Similarly, the system diverts the flow of trucks from the South-Southeast. In other words, it alleviates logistical bottlenecks in traditional São Paulo ports.
BR-163, nicknamed “death road,” gains a fluvial alternative with the waterway
BR-163 crosses Pará and Mato Grosso for 4,500 km. According to the Federal Highway Police, it is one of the most dangerous highways in the country.
On the other hand, the flow of grain trucks is intense between March and September. At that time, the so-called “full harvest” fills fuel stations and mandatory stops.
In comparison, the system transports the equivalent of thousands of trucks per convoy. Consequently, it reduces accidents, saves diesel, and frees the highway for other types of cargo.
Brazil invests in Amazonian waterways at an increasing pace
The federal government announced in 2025 a plan of R$ 4 billion for infrastructure in the Northern Arc. According to Ministry data, the package includes dredging the Tapajós and new private terminals.
Compared to other mega logistical projects, the waterway requires less civil work. Therefore, the investment costs less per ton transported than roads or railways.
In fact, examples like the Shinkansen extension in Japan show that railway infrastructure requires decades of execution.
On the other hand, waterways depend only on channel maintenance and terminals on the banks.
Similarly, global technical discoveries like the lost temple of Saqqara reinforce the speed with which engineering advances gain attention.
At that time, Brazil is also investing in research to accelerate the expansion of the waterway network.
Next steps: Tapajós expected to exceed 20 million tons in 2027
The Ministry projects that the waterway will exceed 20 million tons in 2027. Then, the goal is to reach 30 million tons by 2030.
According to the logistics sector, the expansion depends on complementary works on BR-163 and new terminals. Consequently, the private sector announced parallel investments in storage capacity.
According to Antaq, there is demand to increase the number of convoys. Similarly, new private terminals were authorized in 2025 and 2026 on the banks of the Tapajós.
There are recognized limitations. The waterway depends on adequate water levels, affected by the Amazon drought in recent years.
According to Embrapa studies, the navigability of the Tapajós decreases during severe drought periods. In other words, convoys need to reduce the load during specific months.
According to Antaq, the sector is studying alternatives such as barge models with reduced draft. Consequently, terminals can operate 12 months a year with specific adaptations.
Similarly, the agribusiness of Mato Grosso depends on the predictability of the flow. According to the sector, critical periods require emergency dredging.
Will the expansion of the Northern Arc be able to absorb the entire Brazilian soybean and corn harvest in the next five years? The answer begins to appear in the second half of 2026.
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