Tietê-Paraná waterway upgrade has 2026 completion target

The São Paulo state government aims to complete one of the main infrastructure works of the Tietê-Paraná Waterway in 2026: the rock removal (derrocamento) of the Nova Avanhandava channel, a long-standing bottleneck for navigation in the region. With 70% of the work already completed, the project involves removing submerged rocks along a 16-kilometer stretch downstream from the hydroelectric plant and has already moved over 300,000 cubic meters of material — equivalent to 221 Olympic-sized swimming pools.

The investment in the project totals R$293 million, in an initiative led by the state government in partnership with the National Department of Transport Infrastructure (DNIT), Eletrobras, and Cetesb. Of the total, R$107 million came from DNIT, and another R$211 million from Eletrobras — R$147 million of which were stipulated during the company’s privatization process, and R$64 million added this year.

“The goal is to ensure a minimum depth of 3.5 meters in the channel and mitigate conflicts over water use between energy generation and river transport, especially during droughts when convoys must be halted,” said Natália Resende, São Paulo’s Secretary of Environment, Infrastructure, and Logistics, to Valor.

According to her, the underwater explosions are conducted using technology that minimizes environmental impact, including the use of bubble curtains to protect aquatic life.

In addition to the rock removal, the state government has been widening bridge spans on São Paulo highways such as SP-333 and SP-425, where convoys previously had to be decoupled to pass through narrow sections.

Integration with the railway network is also a priority. The investment has support from the Inter-American Development Bank (IDB) and is included in the state’s Multi-Year Plan.

The government is also studying an administrative concession model for the waterway. “We’ve been in talks with the entire logistics chain — from pulp producers to rail concessionaires like Rumo and MRS — to map supply and demand and create an integrated logistics plan with legal certainty,” she added.

Unlike traditional or sponsored concessions, administrative concessions are fully funded by the state and do not involve user fees. Amortization occurs over time, which could attract operators and stimulate cargo movement. The model is expected to be tested first on the Upper Tietê Waterway in a project focused on dredging and river desilting.

“The potential is enormous. Brazil needs to prioritize its waterways,” said Resende, who previously worked at the Ministry of Infrastructure.

Another aspect of the plan includes the concession of terminals through 2050, covering docks, locks, and other waterway assets. According to the secretary, the model is still under evaluation, and the government is considering the most suitable type of contract — whether public works, as in Nova Avanhandava, or long-term concessions.

Source: Globo Rural

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