Santos Port Authority (APS) said it granted priority to the MH Ibuki, which arrived from the maritime terminal of Madre de Deus in the northeastern state of Bahia. The state-owned authority said it allowed the ship to move ahead in the queue due to the risk of fuel shortages in Sao Paulo state.

The coastal shipping operation was completed on March 30, with the discharge of 17,974 tonnes of Type A gasoline, equivalent to about 600 fuel tanker trucks.

APS President Anderson Pomini told CNN Brasil that queue priority is an exception granted when a specific cargo needs to be unloaded quickly due to an extreme event, such as a potential fuel shortage in a given region.

“As a rule, there is a queue that must be respected, but APS reviewed a request from a distributor and assessed that it was necessary to contribute to federal guidelines to help maintain fuel supply and avoid shortages in Sao Paulo state, as warned by ANP,” Pomini said, referring to Brazil’s oil regulator, the National Agency of Petroleum, Natural Gas and Biofuels.

Amid the conflict involving Iran, the closure of the Strait of Hormuz has prompted a reassessment of global oil routes. In that context, direct imports from Russia, for example, have gained traction and become more sought after by other countries. The shift has pushed fuel prices higher and driven a reorganization of sourcing, according to the report.

The fuel unloaded in Santos on March 30 came from the Mataripe refinery, one of Brazil’s main refining units and the largest in the Northeast, the report said. The aim of the faster flow is to rebalance supply in Sao Paulo.

APS’ operations directorate said it has received multiple requests to prioritize fuel ships, which are being reviewed.

Despite clearing the vessel from Bahia, the directorate denied another request for priority from a fuel company, citing other ships already ahead in line.

“In other words, if we are giving berthing priority for fuel supply, one fuel cargo cannot jump ahead of another,” Operations Director Beto Mendes said.

Original text by Fabricio Julião for CNN Brasil

The project requires an initial investment of 100 million reais and is scheduled for completion in 2026. Once finished, it will allow two ships to berth simultaneously and will prepare the terminal to handle larger vessels. The Port of São Francisco do Sul is the state’s largest by cargo throughput.

Part of a broader modernization plan

The pier expansion is the first phase of a broader plan to modernize and expand the terminal.

In addition to the 100 million reais already approved for this stage, Solaris, the concessionaire that operates TESC, is seeking federal approval for a new investment cycle estimated at more than 500 million reais. The company expects a decision from Brazil’s Ministry of Ports and Airports in early May 2026.

“This is only the first step in a transformative project for TESC,” said Stéphane Frappat, CEO of Solaris. “We are preparing the terminal for a new level of capacity, efficiency and competitiveness, in line with the evolution of Brazilian foreign trade.”

Expansion to coincide with Babitonga Bay dredging

The work is also expected to position the terminal to benefit from the Babitonga Bay dredging project, which is set to deepen the access channel to a 16-meter draft.

The deeper channel would enable TESC to receive larger-capacity ships and vessel classes above those currently calling at the terminal, according to the company.

Solaris said it expects the project to boost the terminal’s competitiveness mainly in fertilizers, soybeans, corn, soybean meal, sugar and other dry bulk cargoes, while also strengthening its general cargo operations, including steel products and project cargo.

Source: ND Mais

The report, published by the Buenos Aires Province Ministry of Production, Science and Technological Innovation, said overall bulk cargo throughput across the province rose more than 17% year on year. Grain volumes climbed more than 23% as drought conditions eased, it said.

Crude oil exports from Coronel Rosales totaled about 7.8 million tonnes in 2025, up 81.3% from the previous year, the report said.

In the city of Coronel Rosales, run by Mayor Rodrigo Aristimuño, authorities said work is underway on what they described as one of Argentina’s most strategic projects to move, store and load Vaca Muerta crude onto larger ships. The province said a joint effort with energy company Oiltanking Ebytem (Otamérica) added new storage tanks, new berths and upgraded infrastructure, lifting crude throughput in the south of the province by 17%.

Dock Sud, meanwhile, benefited from the addition of two new shipping services after Buenos Aires Province captured a route previously served via Montevideo, provincial ports official Juan Cruz Lucero told local newspaper Buenos Aires/12. As a result, Dock Sud, now headed by Monica Litza, increased container throughput by 71% versus 2024, the report said.

The Buenos Aires province said these initiatives fit within Governor Axel Kicillof’s broader port strategy, now formalized through five-year plans for each of the province’s port consortia. Weeks ago, officials presented the plan for La Plata, which targets investment in infrastructure, logistics and IT upgrades over the next five years.

Across 2025, the eight main provincial ports — San Nicolás, San Pedro, Bahía Blanca, Quequén, La Plata, Coronel Rosales, Dock Sud and Mar del Plata — handled 57.9 million tonnes of cargo, nearly 5 million tonnes above the 53 million tonnes recorded in 2022, the previous provincial record, according to the report.

Container throughput totaled 544,693 units in 2025, it said.

The chart below shows container throughput in both the export and import trades, based on data compiled by Datamar’s business intelligence team and made available through the DataLiner platform:

Container Exports and Imports | La Plata | Jan 2023 – Feb 2026 | TEUs

Source: DataLiner (click here to request a demo)

The province said 2025 grain exports from its ports totaled 20.8 million tonnes, while crude oil exports were close to 8 million tonnes. “With these results, exports through Buenos Aires province ports registered their best figure in the last 15 years,” the government said.

What the Port Monitor shows

The 2025 report compares performance against 2024 and provides a breakdown of cargo flows across the province’s eight port consortia.

In bulk cargo, Coronel Rosales and Bahía Blanca led the ranking, each accounting for 29% of the province’s bulk throughput, followed by Quequén with 16%, the report said. For containerized cargo, Dock Sud handled 96% of total volumes.

Including cargo sent both abroad and to other parts of Argentina, crude oil was the largest product category at more than 19.5 million tonnes, representing 38% of all cargo moved through the provincial port system, the report said. Liquid fuels and gas ranked second with 15%, while the first grain category appeared in third place: corn at 13%, ahead of soybeans at 9%.

Bahía Blanca and Quequén led grain flows, while Coronel Rosales led crude oil shipments, the report said. Fuels moved mainly through Dock Sud and Bahía Blanca, while fish-related cargo was concentrated in Mar del Plata. La Plata led in chemicals, while San Nicolás and Bahía Blanca ranked first in fertilizers, according to the report.

Vessel calls across the eight ports rose 16.3% year on year to 8,434, with most calls recorded in Mar del Plata, the report said. It added that while Mar del Plata accounts for about 1% of total cargo volume, its cargo profile underpins significant maritime employment.

Dock Sud ranked second in vessel calls with 2,127, followed by Bahía Blanca with 849, the report said.

On inland logistics, the province said truck movements exceeded 1.4 million in 2025, up nearly 28% from 2024. Around 72,800 rail wagons were loaded or unloaded at provincial ports, according to the report.

The report said 47% of cargo arrived by truck and 5% by rail, while the remaining 48% moved via pipelines. Of cargo carried by truck, 65% consisted of grains, derivatives and byproducts, while containers represented 15%. By rail, grains accounted for 79% of volumes, followed by chemical and petrochemical products at 17%, it said.

Source: Página12

On July 31, 2025, the bonded terminal was ordered by a lower court in Santos to pay a BRL 15,000 fine for delays in returning two containers that had remained at the facility for nearly a year due to irregularities in the transported cargo.

The decision was later reversed by the São Paulo Court of Justice (TJ-SP). The 13th Chamber of Private Law ruled that the terminal had fully complied with the judicial order within the established deadline by making the empty containers available to the claimant for collection and return to an empty depot.

According to the claim filed by the container owner, the units arrived at the terminal in July and August 2024 but were not released after the terminal argued they were subject to forfeiture — a situation in which cargo is subject to seizure by the Federal Revenue Service under customs regulations.

The terminal was formally notified on June 27, 2025, of its obligation to return the containers within 48 hours, under penalty of a fine ranging from BRL 5,000 to BRL 15,000. However, the physical removal of the containers only occurred on July 1.

Eudmarco’s lawyer, Leonardo Makimoto, of Cunha Batista & Advogados Associados, said the court acknowledged that the company made the containers available for collection and notified the interested party on the same day it received the order, within a timeframe shorter than that established by the court.

The ruling also recognized that any delay in the physical removal of the units resulted from circumstances beyond the terminal’s control.

“Terminal Eudmarco reaffirms its commitment to strict compliance with judicial decisions, operational transparency, and service excellence for its clients and partners,” the company said in a statement.

Source: A Tribuna

Among the most sensitive projects is STS 10, a mega container terminal planned for the Port of Santos. The project is considered the main asset in the pipeline and also the most vulnerable to litigation.

The study was prepared by ANTAQ at the request of the Office of the Attorney General of the Union (AGU), which aims to anticipate potential legal conflicts involving key federal tenders. The strategy is to identify vulnerabilities in advance that could jeopardize auction processes.

The mapped projects include major cargo terminals, access channel concessions, and port leases across various regions of the country. In the case of STS 10, the terminal is planned for the Saboó area on the right bank of the port, covering an estimated 622,000 square meters dedicated to container handling and general cargo.

Despite growing complaints over long waiting times for vessel berthing and container loading, the Port of Santos remains the busiest in South America. The chart below shows monthly container export and import volumes through Santos, according to data from the DataLiner platform:

Container Exports and Imports | Port of Santos | Jan 2023 – Feb 2026 | TEUs

Source: DataLiner (click here to request a demo)

Despite its importance, the project still has no defined auction date. Industry players already acknowledge the possibility that the tender may not take place in 2026, amid repeated changes to the official schedule. Since last year, the government has indicated different timelines, ranging from the second half of 2025 to sometime this year.

Ports and Airports Minister Silvio Costa Filho recently stated that the auction should take place “over the course of the year” and that he intends to discuss the schedule directly with the president. The signal, however, has been received cautiously by port operators interested in the project.

Changes to the timeline are linked to internal disagreements within the government over the tender model. The Ministry of Ports and Airports and ANTAQ support a two-phase format, in which companies already operating at the Port of Santos would be excluded from the first stage. By contrast, the Civil House and the Federal Court of Accounts favor a model with no participation restrictions. The debate also involves pressure from major international groups interested in the asset.

Beyond STS 10, ANTAQ’s list includes projects across all regions of Brazil. In the North, these include the MCP01 terminal at the Port of Santana (AP) and IQI16 at the Port of Itaqui (MA). In the Northeast, projects include NAT01 at the Port of Natal (RN), TMP Recife at the Port of Recife (PE), MUC04 at the Port of Fortaleza (CE), and SUA01 at the Port of Suape (PE).

The list also includes SSD-A3 at the Port of Salvador (BA), as well as projects in the South and Southeast, such as POA26 at the Port of Porto Alegre (RS), ITJ01 at the Port of Itajaí (SC), the SSB01 lease at the Port of São Sebastião (SP), and the concession of the access channel to the Port of Itajaí.

The list of projects was requested by the AGU in January and recently provided by ANTAQ. In the meantime, some projects have already advanced to the auction stage. In February, the government held a tender at B3 in São Paulo for three terminals: MCP01, POA26, and NAT01.

The outcome, however, showed limited competition. The MCP01 terminal at the Port of Santana was awarded to CS Infra with a symbolic bid of R$2, under a model that предусматри investments of R$150.2 million over a 25-year contract.

Days before the auction, a federal court decision temporarily suspended the tender following a lawsuit filed by Rocha Granéis, which operates at the port. ANTAQ appealed and overturned the injunction, allowing the auction to proceed.

Another asset auctioned was the POA26 terminal at the Port of Porto Alegre, awarded for R$10,000 to the Portos do Sul Consortium, formed by Soluções Inteligentes Operadores Portuários and Simetria Logística. The project predicts investments of around R$21 million under a 10-year contract.

The NAT01 terminal at the Port of Natal was acquired by Fomento do Brasil for R$50,000, with planned investments of R$55.17 million over 25 years.

A fourth project, TMP Recife, was initially included in the same auction session but was withdrawn at the request of the local port authority, which asked for more time to review the project’s technical data.

In the inland waterways sector, the government also faces challenges. The Ministry of Ports and Airports had to revise its concession schedule following opposition from indigenous communities to river projects in the Amazon region.

Delays now amount to up to two years compared to the original timeline. One example is the concession of the Madeira River waterway, initially scheduled for July last year but postponed to 2027.

Against this backdrop, the federal government is seeking to balance progress in its concession agenda with the need to reduce legal risks and ensure investor certainty, at a time considered strategic for the country’s logistics infrastructure.

Source: Gazeta do Paraná

In practice, the terminal is now allowed to receive and ship cargo to and from other countries, expanding Porto Murtinho’s role in regional logistics, especially in connections with South American trade routes and the Bioceanic Corridor. The authorization is exceptional and temporary, remaining valid only until the full regularization process is completed.

Hidronave took over the terminal after winning an auction held by the Mato Grosso do Sul state government. The area had previously been granted to another company, but that contract was terminated for failure to meet its obligations, leading to the recovery of the asset and a new concession process.

Before the authorization, in February, the port had already been identified by the state government as a strategic asset for the new international transport corridor, with the potential to boost cargo flows and reduce logistics costs between Brazil and neighboring countries. Now, with the provisional clearance, the operation is beginning to move off the drawing board, although still under an emergency framework.

According to Antaq, the authorization was granted because the terminal already meets the technical requirements for operation. Even so, the process for a definitive grant remains under way, and the current operation is still conditional on the completion of that stage.

Source: Campo Grande News

The fuel, held at a terminal operated by Santos Brasil Participações, will be sold through fully online auctions conducted by Positivo Leilões.

The first lot, totaling 1.07 million liters, is valued at BRL 3.7 million. Bidding will run from April 13 to April 16, starting at 100% of the appraised value. If no offers are received, the lot will automatically move to a second round with a minimum bid of BRL 3.2 million, or 85% of its estimated value.

The remaining two lots — which account for the bulk of the volume — will be offered starting April 20, also at full appraised value. One includes 3.33 million liters, with an initial bid of BRL 11.6 million, while the other totals 2.92 million liters, with a starting price of BRL 10.18 million. If unsold, both will proceed to a second stage at minimum bids of BRL 9.8 million and BRL 8.6 million, respectively.

The auction is intended to recover more than BRL 31.5 million in unpaid storage fees linked to cargo held at the Port of Santos. The debt led to enforcement actions against Dubai-based Dia33 Energies General Trading and Inn Trading Brasil, based in Santa Catarina.

Minimum bid prices were calculated based on diesel quotations from Petrobras, at BRL 3.4877 per liter as of March 14.

The auctions will be conducted entirely online, allowing participation from both domestic and international bidders, with full access to documentation and bidding procedures through the auction platform.

Source: Diário Sul Maranhense

Located at the front, next to the wall facing the street, the warehouse is part of an expansion package that will add approximately 15,000 square meters to the storage area, equivalent to more than two soccer fields.

Next to the completed structure, a second warehouse is still under construction. The third warehouse is being installed at the back of the complex, near the Bela Vista community. Both are in the final stages of assembly and are expected to be released for operation in April.

Each structure has around 5,000 square meters and is expected to help expand the terminal’s storage capacity, which is the largest in cargo handling in the state of Santa Catarina.

The chart below shows the leading commodities exported through the Port of São Francisco do Sul in the first two months of 2026. The data was compiled by Datamar’s business intelligence team.

Top Exports | Port of São Francisco do Sul | Jan-Feb 2026 | WTMT

Source: DataLiner (click here to request a demo)

The expectation is to enable the storage of a greater volume of cargo, optimize the flow of incoming and outgoing goods, and reduce operational bottlenecks.

Source: ND Mais

The project requires an investment of R$100.3 million, with completion expected within 13 months from the issuance of the notice to proceed.

The upgrade is aimed at enabling the berthing of larger vessels, in terms of both length overall (LOA) and draft. “The objective is to enhance efficiency and competitiveness in port operations,” said Victor Kengo, Engineering and Maintenance Director at Portos do Paraná.

Currently, the PPGL is limited to handling vessels of up to 190 meters in length and 11.60 meters in draft. Following updates to maritime traffic and port regulations in 2025, the Port of Paranaguá is now authorized to receive vessels with drafts of up to 13.30 meters.

“As a key structure for cargo handling within the port complex, the PPGL’s main constraint is its operational limitation, given that the pier was built in the 1940s and requires upgrading,” Kengo said.

The project also includes the installation of a mooring dolphin — a fixed offshore structure used for vessel mooring — as well as two berthing dolphins to absorb vessel impact, and a new operating platform. The upgrade will also improve connectivity with hinterland terminals.

First phase of the project

Upgrade works began in 2025, with R$29 million invested in reinforcing the pier. The scope included the construction of a dolphin, replacement of fenders, installation of monitoring and laser berthing systems, upgrades to lighting and electrical systems, pavement rehabilitation, and the implementation of a new hose-handling system. The works are ongoing, with the new dolphin already completed.

Throughput

Liquid bulk accounted for 12.75% of total cargo throughput at Paraná’s ports in 2025. Key exports included soybean oil (848,253 tonnes) and fuel oil (461,692 tonnes).

The chart below breaks down the share of the main liquid bulk cargoes handled at the Port of Paranaguá between January and February 2026, according to data obtained by Datamar:

Liquid Bulk Cargo Throughput at the Port of Paranaguá | 2026 | WTMT

Source: DataLiner (click here to request a demo)

Imports were led by diesel (3,245,872 tonnes) and methanol (1,383,673 tonnes).

Source: Portos do Paraná

In 2024 and 2025, cargo throughput exceeded the annual average recorded up to 2023 by more than 50%. Over the two-year period, 2.96 million tonnes were handled — 1.53 million tonnes in 2024 and 1.44 million tonnes in 2025 — surpassing any equivalent period in the previous four years.

The following breakdown details the leading solid bulk commodities handled at the Port of São Sebastião in 2025, encompassing both import and export flows. This data was sourced from Datamar’s DataLiner platform:

Top Commodities Handled | Port of São Sebastião | Jan 2022 – Dec 2025 | WTMT

Source: DataLiner (click here to request a demo)

According to Ernesto Sampaio, CEO of the São Sebastião Port Authority (CDSS), the results mark a new operational level for the port. “We have effectively reached a new level of throughput,” he said.

Sugar and live cattle exports were the main drivers of growth. Bulk sugar became a key cargo following the signing of a temporary use agreement at the end of 2024. “In 2025, we handled around 473,900 tonnes of sugar. One-third of our total throughput is bulk sugar,” Sampaio said. In January, the commodity accounted for 59% of total cargo handled.

Live cattle exports are another key segment. Only three ports in Brazil handle this type of cargo: Rio Grande (RS), Vila do Conde (PA), and São Sebastião. “In 2025, volumes increased by 28% compared to 2024. International demand favors cattle raised in Brazil’s Southeast region,” he added.

Sampaio also highlighted logistics efficiency gains following the completion of the southern bypass of the Tamoios Highway in late 2024. “We now have direct access to the port, allowing trucks to avoid passing through the city center. A second exclusive access route is in the final stage of construction.”

With an investment of R$51.1 million, the new structure will enable direct truck access to the port, connecting the bypasses of São Sebastião and Caraguatatuba. “A fast and fluid operation improves conditions for truck drivers and reduces emissions,” he said.

The CDSS president also emphasized the truck screening yards in Caraguatatuba. “All export-bound trucks undergo screening before heading to the port, reducing traffic impacts and improving logistics.”

The Port of São Sebastião has maritime access through its northern and southern channels, with natural depths ranging from 18 to 25 meters and reaching up to 42 meters, reducing the need for dredging. “Eliminating dredging uncertainty adds value to operations,” Sampaio noted.

With the future SSB01 multipurpose terminal, whose auction is expected this year, the port will begin handling containers. Capacity is projected at up to 1.35 million TEU and 3.45 million tonnes of dry bulk per year.

“The expected investment is R$3.8 billion, with R$2.5 billion in the first phase and R$1.3 billion over the 35-year concession,” Sampaio said. The terminal will be geared toward container transshipment.

Sampaio said the key differentiator will be the ability to receive fully loaded large vessels. “No other port in Brazil will have a terminal with this draft,” he said.

The goal is not to compete with the Port of Santos, but to complement regional logistics. “Our role is to complement and attract cargo flows.”

More than 90% of operations are international, reinforcing the port’s position as an alternative to enhance Brazil’s competitiveness in foreign trade.

The port-city relationship is considered efficient, with a positive economic impact and without affecting urban mobility. Robson Wilson dos Santos, the city’s Director of Port Affairs, highlighted the cooperation between municipal, state, and federal authorities.

“The new road access has eliminated truck traffic from the city center, reducing congestion and accidents,” he said.

The next phase involves a direct exit from the port to the highway, which is expected to further improve logistics flow.

The port currently hosts six operators, generating more than 1,000 direct jobs.

Regarding the SSB01 terminal, expectations include increased employment and income, with planning in place to avoid uncontrolled growth.

The new terminal is expected to diversify cargo profiles and boost demand. With an investment of R$3.8 billion and a 35-year concession period, it will handle dry bulk, general cargo, and containers.

The Ministry of Ports and Airports said the project has undergone public consultation and is currently being refined. Its implementation is expected to strengthen the port’s strategic role, generating around 5,000 jobs during construction and 1,300 during operations.

Benefiting from its location, the port has strong growth potential, according to economist Roberto Paveck. Proximity to industrial hubs and improved access infrastructure support expansion.

“The trend is toward complementarity between ports, not direct competition,” he said.

Source: A Tribuna