With approximately 1,602 kilometers in length between Manaus and Barra Norte, at the mouth of the Amazon River, the Green Waterway connects the outflow of production and supply in the states of Amazonas, Pará, and Amapá. The corridor is responsible for transporting grains, ores, fuels, fertilizers, vehicles, machinery, and containerized cargo throughout the region.
Oilseeds and fruits, grains, cereals, ores, and fertilizers are among the products transported as solid bulk. The liquid and gaseous bulk group includes fuels, mineral oils, and chemical products.
General cargo includes automobiles, tractors, semi-trailers, cast iron, steel, machinery, and electrical appliances. The variety of goods demonstrates the waterway's importance for transporting inputs and equipment, facilitating production outflow, and ensuring regional supply.
Fuel distribution is an example of the logistical integration between the states. According to the National Agency of Petroleum, Natural Gas and Biofuels (ANP), most of the diesel supplying Amapá originates in Pará.
In Amazonas, the transport of products destined for Manaus and the interior requires operations adapted to river conditions. The ANP identifies Itacoatiara, Enseada do Madeira, and Tabocal as critical points for navigation and for the region's supply logistics.
During periods of draft restriction, lightering and transshipment operations may be necessary. In these procedures, part of the cargo is transferred between vessels to allow passage through shallower sections.
According to the National Secretariat of Waterways and Navigation (SNHN), the Tabocal Channel and the Madeira River Mouth are among the main bottlenecks identified in the corridor. Navigation conditions in these sections affect travel schedules and transport capacity, especially during dry seasons.
The Ministry of Ports and Airports (MPor), in partnership with the National Waterway Transport Agency (Antaq), is structuring the concession project for the Green Waterway. The studies evaluate interventions and services to improve navigation conditions and provide greater predictability for transport along the corridor.
The Green Waterway project has a preliminary diagnosis. The first proposal for the concession model will be developed with contributions from participatory meetings conducted by Antaq, which address environmental, engineering, and market aspects.
In this stage, interventions and services will be defined, as well as the navigation parameters planned for the corridor.
