The Paraná-Paraguay waterway handles approximately 80% of Argentina’s exports, primarily grains, flours, and oils, making it the country’s largest “river highway.” Its strategic role has taken center stage in infrastructure debates, with business leaders and officials warning that delays in dredging and modernization threaten the competitiveness of national production in international markets. This was a key focus at the Agribusiness Forum 2025, organized by the American Chamber of Commerce in Argentina (AmCham) on Thursday.
Gustavo Idígoras, president of the Argentine Oil Industry Chamber and Grain Exporters Center (Ciara-CEC), cautioned that delays in strategic logistics infrastructure increase costs and limit market access, while national officials announced upcoming tenders and long-term investment plans.
“To reach the ports, we need infrastructure—roads, which currently face significant challenges. We need to expand and improve them. We also urgently need to revitalize rail transport. Of the roughly 100 million tons of grains—based on grain exchange reports—only 15 million tons are transported by rail. Rail transport is the most economically efficient, significantly reducing costs. Studies, both local and international, suggest it could save producers between $10 and $15 per ton. This could make a producer in Salta, for example, competitive, enabling them to intensify production, adopt more technology, increase output, diversify, and, of course, reach our ports, particularly in the greater Rosario area,” Idígoras emphasized.
He highlighted that the government has launched a broad strategy to advance privatizations and tenders. Another key issue, he noted, is Argentina’s sole connection to global markets—not Ezeiza airport, but the trunk waterway, commonly known as the hidrovía.
“Today, our waterway, which was in good shape 15 years ago, is outdated and under-dredged. It’s like having a single-lane road for two-way traffic—it worked 30 years ago, but Argentina now needs a ten-lane highway. That’s what we need in the coming years, and the government is working hard on it,” he observed.
Luciano Masnú, executive director of Processes and Privatizations at the Public Enterprises Transformation Agency, confirmed that tenders for the Belgrano Cargas railway and the first phase of road corridors will be launched before year-end. “This includes privatization and concessions. We’re working on the rail system and roads for trucks. For the waterway, we want these processes to be robust, ensuring long-term protection. The railway concession is designed for 50 years, structured to allow careful investment with state support,” he stated.
Tracks will be tendered separately from rolling stock. “The proceeds from the rolling stock auction will fund necessary infrastructure improvements, which is the current dilemma. Low traffic density prevents investment to sustain the system, and poor conditions deter the volume needed to justify investments. The goal is to break this cycle through the tender process,” Masnú explained.
He emphasized that the first phase, the Belgrano railway in San Martín, will launch before year-end: “We’re working toward that. We’re also developing financing structures to accelerate private investment and ensure irreversible processes. The goal is to unlock the Belgrano’s potential with private investment and management. The road corridors have three phases, with the first opening bids on October 8. Financing is critical—we’re working with the IDB and private banks for the first phase, with support from multilateral institutions. I’m excited about the progress and the potential for these processes to succeed,” he added, noting that provinces must also get involved.
Gastón Benvenuto, interventor of the General Ports Administration S.A.U, underscored that the waterway is Argentina’s primary river highway, handling 80% of the country’s exports, making it strategically vital. “We must plan for the next 20 to 30 years. The state took over the waterway in 2000, facing significant deficits and an imbalanced economic equation. A plan was designed to restore balance, reduce costs, achieve operational break-even, and pay off supplier debts. In parallel, we advanced a plan to re-tender the waterway to private hands, without state backing and at the operator’s risk,” he added.
He noted that interdisciplinary dialogue tables with sector stakeholders across provinces were resumed this year to build consensus. “Key issues were discussed: tariffs, dredging depth, and sections. Today, the Official Gazette published a call for a public hearing on November 3, where all stakeholders can participate and provide input on the tender. The goal is to have it ready as soon as possible. That’s the agency’s management plan for the waterway,” Benvenuto summarized.
“The risk is missing this train,” Idígoras concluded, emphasizing that investment in transport and dredging will determine Argentina’s ability to compete over the next 30 to 40 years.