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\nProducers in Mato Grosso are facing a harvest marked by high logistical costs and less predictability in distribution. On the export route connecting the state to the district of Miritituba, in the state of Par\u00e1, access limitations and operational saturation have increased travel time and transportation costs, directly impacting competitiveness.<\/p>\n
The logistics corridor that integrates BR-163 with the port system has registered strong demand growth. In 2025, cargo movement in the Miritituba region reached approximately 15.3 million tons, an increase of 24.61 TP4T compared to 2024. However, this growth occurs in an environment still sensitive to flow restrictions and interventions in the final access stretch to the terminals, which reduces transport efficiency precisely during the period of highest shipment concentration.<\/p>\n
Operational pressure is already appearing in freight costs, and for producers, this means lower margins in a scenario of more compressed international prices. For the Mato Grosso Soybean and Corn Producers Association (Aprosoja MT), this situation reinforces the need for structural improvements in capacity and logistical predictability.<\/p>\n
Current access to the terminals is undergoing emergency improvements, while a new paved access road, running parallel to the route, is under construction and is expected to be completed in November 2026. Until then, the system remains sensitive to the high volume of trucks and the physical limitations of the stretch of road.<\/p>\n
According to the vice-president of Aprosoja MT's northern region, Ilson Jos\u00e9 Redivo, the growth in export volume has not been accompanied by proportional improvements in infrastructure. "Production increases year after year, but the road conditions remain precarious. There are final access stretches that are not paved, and during rainy periods, trucks need to be towed one by one up steep inclines, forming queues that can exceed 30 kilometers," he stated.<\/p>\n
According to him, the economic impact is directly on the producer's income. \u201cToday, freight between Sinop (MT) and Miritituba (PA) is around R$$ 20 per sack. With soybeans being traded at close to R$$ 106 gross, and less than R$$ 100 net after charges, the logistical cost significantly compromises the margin and reduces the producer's competitiveness,\u201d he highlighted. Ilson Redivo also draws attention to an additional structural problem: the state's storage capacity, estimated at around 52% of the volume produced, which forces accelerated commercialization and outflow.<\/p>\n
Katia Hoepers, a producer from the municipality of Santa Rita do Trivelato, adds that operational costs and insufficient infrastructure at receiving points exacerbate the situation. \u201cFor us, what most impacts profitability is freight and the cost of diesel, which puts pressure on the entire transportation budget. The problem also lies with the port in Miritituba, where there is a lack of infrastructure to receive trucks, and everything ends up getting bogged down. Furthermore, there has been an expansion of planted areas without a proportional increase in storage capacity, which generates long lines at trading companies during the harvest,\u201d she reported.<\/p>\n
In the field, the effects are felt in the day-to-day operation. Uncertainty regarding delivery deadlines and increased logistics costs impact handling, storage, and marketing decisions, as well as increasing risks to the product until it reaches the port.<\/p>\n
Mateus Berlanda, a producer in the far north of the state, reports that the difficulties begin on the regional roads. \u201cOur region has a high rainfall index and soils with a lot of clay, which makes traffic difficult. There are many stretches of dirt road, damaged bridges and culverts, and during critical periods, trucks simply cannot move forward,\u201d he explained. He adds that the problem extends to the next stage of the chain: \u201cEven when we manage to transport the production, we face queues of three to four days at the warehouses, a reflection of the structural deficit in capacity and the logistical pressure on the entire region.\u201d<\/p>\n
Berlanda, which produces in the Alta Floresta region, emphasizes that the combination of poor infrastructure, heavy rains, and storage limitations increases operational costs and amplifies the risk of indirect losses. "The producer at the far end of the state faces a succession of obstacles from harvest to final delivery, which makes the process more expensive and increases the uncertainty of the operation," he stated.<\/p>\n
The productive sector expects that the completion of the new paved access road will bring greater fluidity to the corridor, reducing travel time and helping to stabilize logistics costs. Until the structural improvements are consolidated, producers in Mato Grosso continue to absorb the effects of bottlenecks on the competitiveness of production destined for the international market.<\/p>\n
\u201cProducers contribute to FETHAB expecting that the resources will be used to improve logistics and road infrastructure. However, this return has not effectively reached the end user. We recognize the progress made by the current state government administration, but in a scenario of increasingly tight margins, it is necessary to reassess FETHAB. Producers cannot continue to bear this cost without seeing concrete results in the fundamental infrastructure for the flow of production,\u201d says Diego Bertuol, administrative director of Aprosoja MT.<\/p>\n
In this scenario, strengthening public policies focused on rural storage emerges as a complementary strategy to reduce pressure on the logistics system. With greater storage capacity on farms, producers can better plan the flow of goods and avoid concentrating transportation at the peak of the harvest, when the demand for freight increases and the intense flow of trucks overloads the main export corridors.<\/p>\n
From a structural perspective, the Ferrogr\u00e3o railway, which has not yet been auctioned and is far from becoming operational, is seen by the productive sector as a strategic and potentially disruptive project for addressing the bottlenecks on the BR-163 highway. The migration of a significant portion of cargo to rail transport is expected to reduce the volume of trucks accessing the Miritituba district, promoting greater logistical efficiency, better distribution of transport flow, and relieving pressure on the main export corridors destined for the ports of the Northern Arc.<\/p>\n<\/p><\/div>\n