Port of Santos accounts for more than half of Brazil’s car exports

The Port of Santos continues to accelerate when it comes to automobile exports. The Santos complex is currently responsible for approximately 55% of the country’s shipments, distributed between the Ecoporto terminal, on the Right Bank, and Santos Brasil, on the Left Bank (Guarujá).

According to data from the Santos Port Authority (APS), based on Comex, the system from the Ministry of Development, Industry, Trade and Services (MDIC), 108,657 units were exported via the Port of Santos from January to September this year. This represents growth of 39.08% compared to 66,191 units in the same period of 2024. The figure has already surpassed last year’s total of 92,926 units.

In financial terms, the movement reached USD 1.5 billion up to September this year — 37% more than the USD 922.8 million recorded in the same time window of 2024. The value also exceeded the full year of 2024, which totaled USD 1.3 billion.

Lúcio Lage, executive director of Process Log & Comex, a company specializing in logistics and foreign trade operations, says that vehicle exports have major economic relevance for the Baixada Santista region, as they mobilize the entire regional logistics chain: port, terminals, carriers, freight forwarders, customs brokers, insurers, and service companies.

“From an economic standpoint, it is an activity that brings liquidity and predictability to the region’s foreign trade. Each ship loading vehicles represents hundreds of containers, break bulk cargo, logistics services, road transport and international insurance — all of which circulate capital in the Baixada Santista,” he explains.

Growth in other ports

Although Santos is far ahead of Paranaguá (PR), the runner-up with 51,870 vehicles exported up to September, and Suape (PE), in third place with 28,099 units, the results from other port complexes also stand out.

“The growth demonstrates the central role of Santos in exports, while also highlighting the advance of other ports as a result of logistics diversification by automakers and the operational recovery of regional terminals,” evaluates Rafael Cristelo, general manager of K Line, a Japanese shipping company that operates more than 600 vessels globally and is the leader in maritime vehicle transport in Brazil.

International market

The National Association of Motor Vehicle Manufacturers (Anfavea) reported that Brazil exported 430,800 units up to September — higher than the 398,000 in 2024. The number also exceeded the entity’s forecast made in January (428,000), which was revised to 552,000 in August.

Cristelo notes that Brazilian vehicle exports remain concentrated in Latin America. Argentina is by far the main destination, accounting for around 50% of export value from January to September this year. Next come Mexico (20%), Colombia (10%), Chile (6%), and other regional markets such as Peru, Uruguay, and Paraguay.

“Historically, Brazil has specialized in the production of passenger cars, compact SUVs, trucks, and bus chassis, while Argentina concentrates its industry in the production of pickup trucks due to the strong local presence of suppliers and automakers focused on that segment,” he says.

However, he notes that Mexico, the second-largest market for Brazilian vehicles, faces strong competition from Chinese models, which already hold more than 35% of the local market, creating pressure on Brazilian products.

Port has two car terminals

Operated by Santos Brasil, the Vehicle Export Terminal (TEV) on the Left Bank accounts for more than 90% of automobile movement in the Port of Santos and around 40% nationwide. It is the largest vehicle terminal in Brazil, with capacity for 300,000 units per year, and is located next to Tecon Santos, the container terminal also operated by Santos Brasil.

In the first nine months of this year, the terminal moved 194,468 vehicles, compared to 143,713 in the same period of 2024 — an increase of 35.3%. In the third quarter, 73,202 vehicles were handled, up 31.1% from the same period last year, driven by exports of light vehicles to Argentina, Colombia and Mexico and heavy vehicles to the United States.

Exports account for most of the operations. In the first half of this year, of the 121,266 vehicles handled, 114,235 were destined for foreign markets. In the same period of 2024, 87,858 units were operated, with 77,470 exported.

Most vehicle exports are destined for South America (Argentina, Colombia, Ecuador and Chile) and North America (Mexico). According to Bruno Stupello, Director of Port Terminal Operations at Santos Brasil, the movement is predominantly export-oriented due to the terminal’s proximity to Brazil’s largest automotive industrial hub, located in the ABC region and the interior of São Paulo. He also cites the higher import tax burden in São Paulo, which discourages inbound operations in the state.

Ecoporto, owned by the EcoRodovias Group, handled 20,057 units from January to September this year, above the same period of 2024 (15,499), an increase of 29%. According to the company, capacity for vehicles may vary depending on the cargo profile scheduled, as the terminal is multipurpose.

Activity requires specialized labor

Lúcio Lage stresses that automobile exports require qualified labor in several stages: stuffing, inspection, surveying, documentation, insurance, and logistics management. For each direct job at an automaker or terminal, there are several indirect jobs in support companies, such as logistics operators, carriers, and foreign trade agents.

“What can be improved is the qualification and integration of the local workforce with the sector’s new technologies, such as tracking systems, document digitalization and automated customs processes,” he comments.

He adds that incentive policies and tax simplification can increase the competitiveness of companies in the region, allowing more operations to remain in Santos instead of migrating to ports with lower costs or less bureaucracy. “The more predictability and efficiency the port environment offers, the more jobs and investments the sector attracts,” he concludes.

Competitiveness and challenges

For Lage, maintaining the competitiveness of the Port of Santos is essential. The main challenge is balancing cost, efficiency and infrastructure. “Santos is the largest port in the Southern Hemisphere, but it faces logistics bottlenecks such as road access constraints, customs bureaucracy and high costs. At the same time, terminals in other states are heavily investing in technology, automation and tax incentives,” he states.

He advocates for the acceleration of structural projects such as the immersed tunnel Santos–Guarujá, modernization of road and rail access, and full digitalization of port processes. He also mentions the integration of the Federal Revenue Service, Anvisa, Vigiagro and other authorities into unified platforms.

“Another crucial point is strengthening collaboration between private operators, public agencies and companies in the sector, creating an environment of trust and predictability. That is what ensures that international investors and operators continue to choose Santos as the main export hub — not only for automobiles but for Brazil’s entire industrial chain,” he reinforces.

Source: A Tribuna

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