Moved 29.1 million tons of grain in 2018, 10.8% more than in 2017
Arco Norte handled 32% of all exported grains in the 1st semester of 2019.
Arco Norte port terminals exported 17.1 million tons of soybean and corn in the first half of 2019. The volume represents a 12.3% increase compared to the same period last year.
Arco Norte (Northern Arc)
The map above, shows the principle ports (many under development) for exporting grain and importing inputs from/to Mato Grosso, Tocantins and Goiás mostly via rivers. Presently, most grain is exported to the South via highways.
BR 163 (the primary means of exporting grains North) only lacks about 16km to be completely paved from Cuiabá, MT to Santarem, PA. (click here for map and more info) This should be completed by the by the end of 2019 finally ending this logistical bottle neck.
In 2018, port movement of grain (corn + soybean) by Arco Norte reached 53.8 million tons. In 2017, this number was 48.8 million tons. Last year, Brazil moved 136.1 million tons of grain, against 126 million tons in 2017.
Tokarski (Director, ANTAQ, National Agency for Waterway Transportation) also highlighted the potential of Arco Norte, noting that in Porto Velho, on the Madeira River, port handling was approximately ten million tons last year, with 7.4 million tons of grain. The director of the Agency also brought numbers of the port movement in Itacoatiara (AM), where 10.3 million tons were handled, and about seven million tons were grain.
Meanwhile, port traffic in Santarém was 8.7 million tons in 2018, with soybean and corn handling reaching 8 million tons. In the Port of Vila do Conde, in Barcarena (PA), port traffic reached 29 million tons. The grain volume was 15.6 million tons. In relation to the Port of Itaqui (MA), the facility moved in 2018 about 22 million tons. The grains were 9.8 million tons.
USDA: Brazil 2015 The Soybean Transportation Guide is a visual snapshot of Brazilian soybean transportation in 2015. It provides data on the cost of shipping soybeans via highways and ocean to Shanghai, China, and Hamburg, Germany. It provides information about soybean production, exports, railways, ports, and infrastructural developments. pdf file
23 Jan 18
Arco Norte: At least 43% of the grain exports produced in Mato Grosso do Sul in 2017 went through the so-called Arco Norte. The port of Barcarena (PA) was the highlight, with an increase of 92.6%.
27 Dec 2017
Itaqui moves 16.3 million tons from January to October
With the closing of the November and December numbers of the Statistical Yearbook of the National Waterway Transportation Agency (Antaq), the Port of Itaqui indicates that this year will have a much larger movement than in 2016, when it closed the 12 months with a 17,082 million tonnes.
From January to October, figures indicate that shipments and landings totaled 16.321 million tons, or 760 thousand tons less than that of the previous year. The volume of shipments, in the ten months, total 10,011 million tons, while landings, 6,310 million.
Despite the recovery, the movement is expected to be well below 2015, when the port handled more than 21.816 million tons and should narrow or slightly exceed the handling of 2014, which was 18.082 million tons. According to Antaq figures, in the month of October, Itaqui passed through 1,822 million tons of cargo, more than the one registered in September, 1,070 million tons.
Agribusiness, boosted by the good harvest this year, was the sector that contributed the most to the movement this year, since the transport of grains totaled 6.087 million tons, which corresponds to 37.3% of the total, followed by fuels with 4,375 (26.7%), cereals with 1.473 million (9.0%), fertilizers with 1.482 million (3.2%) and pulp and paper with 1.184 million (7.3%).
For its performance in the ten months of this year, Itaqui is occupying the 11th position in the ranking of national ports, but it is the sixth among the public ports, behind Santos (SP), Itaguaí (RJ), Paranaguá (PR), Rio Grande RS) and Suape (PE).
Vale's terminal remains the largest port in the general ranking, with a turnover of 137.977 million tons, while that of the Consortium Alumar is in 10th among the TUPs, with a turnover of 12.496 million tons. In the overall ranking, the port of Alumar is the 16th of the country.
The Midwest Region (Goias, Mato Grosso, and Mato Grosso do Sul) accounts for 42% of domestic production of grain, but only 18.5% of the crop is shipped via the Northern Arc ports, although these ports are closer to the producing regions north of Cuiabá (MT) and capital markets such as Europe, North American and the Panama Canal route. 'A significant portion of soy travels to the South by truck and back to the North by ship, which does not make sense,' says Miranda.
CNA's survey shows that the average cost of transporting the grain harvest to the ports in Brazil is US $92 per ton, while in the US it is $23 and Argentina, $20. However, Mato Grosso producers paid US $126 per tonne to ship their products to the ports of Santos and Paranagua, but would only spend US $80 per ton, if it had the right conditions to export through the ports of Pará. Mato Grosso producers lose US $1.2 billion a year because of the logistics.
The development over the last 40 years of Mato Grosso state in Brazil’s interior as an industrial agribusiness powerhouse has, from the beginning, been hindered by a major economic problem: how to get the commodities to the coast for profitable export.
The first route of export from Mato Grosso was a costly and time-consuming southern one, with commodities trucked on a circuitous route to Santos in São Paulo state and Paranaguá in Paraná state on the Atlantic coast.
The paving of the northern section of BR-163, running south to north through Pará state, opened a much less expensive, faster route, with commodities now moved to Miritituba on the Tapajós River, then downstream to the Amazon, and on to Europe and China.
New infrastructure plans call for the channelization of the Juruena, Teles Pires and Tapajós rivers, creating a 1,000-mile industrial waterway. Two railways, one over the Andes, are also proposed. These schemes pose grave threats to the Amazon rain forest, biodiversity, indigenous and traditional communities, and even the global climate.