DROUGHTS IN THE TIETÊ-PARANÁ WATERWAY: IMPACTS ON THE DIRECT,
INDIRECT AND HIDDEN COSTS IN THE TRANSPORTATION OF SOYBEAN
Rodrigo Carlo Toloi
Paulista University (UNIP), IFMT Campus Rondonópolis, Brazil
E-mail: toloirodrigo@gmail.com
Moacir Freitas Junior
FATEC ZS, Paulista University (UNIP), Brazil
E-mail: bicimo@uol.com.br
João Gilberto Mendes dos Reis
Paulista University (UNIP), Brazil
E-mail: jgilbertomreis@unip.br
Oduvaldo Vendrametto
Paulista University (UNIP), Brazil
E-mail: oduvaldov@unip.br
Pedro Luiz Oliveira Costa Neto
Paulista University (UNIP), Brazil
E-mail: politeleia@uol.com.br
Submission: 18/12/2015
Revision: 03/01/2016
Accept: 11/01/2016
ABSTRACT
Brazil's agricultural economy is growing and increasing productivity.
Therefore, it has required transportation systems with high load capacity and
lower transportation costs. However, with the drought in the Southeast region
of Brazil, the waterway Tietê-Paraná closed since May 2014 generating a loss of
more than 30 million last year. Thus, this study investigates the impacts on
direct, indirect and hidden costs resulting from this change of route for soy
transport. The methodology consists of an exploratory, descriptive and
bibliographic research that seeks to raise the main costs. The results show
that failing to ensure the production of soybeans by the Tiete-Parana waterway
and using the highway transportation costs for waterway users are increased by
US$ 37,760,146.86.
Keywords:
Logistics; Soy; Waterways; Costs
1. INTRODUCTION
River
transport has been considered an inexpensive and low-energy-consuming means of
transportation (POMPERMAYER; CAMPOS NETO; PAULA, 2014). Moreover, it is
efficient for transporting bulk goods of low benefit such as iron ore, grains, and commodities in general.
Countries
such as Argentina and the US have been using their main waterways to facilitate
the transportation of grains (SCHNEPF, 2001), being able to offer more
competitive prices when compared to the grains produced in Brazil, where they
use instead road and rail transport.
Brazil
owns over 39,146 miles of waterways from which between 24,854 e 31,068 miles of
river, lakes and lagoons can be considered potentially navigable. However,
nowadays, a little more than 8,077 miles are used for navigation (SCHNEPF,
2001; TEIXEIRA, 2010). The United States, for instance, use 13,670 miles of
waterways, being those 2,348 miles belong to only Mississippi River. These
waterways are responsible for transporting 600 million metric tons of cargo per
year (WORLD WIDE INLAND NAVIGATION NETWORK – WWINN, 2015). In Brazil, waterways
were responsible for transporting 80,3 million of metric tons in 2013 (AGÊNCIA
NACIONAL DE TRANSPORTE AQUAVIÁRIOS-ANTAQ, 2013).
In
Table, I, am possible to see the main Brazilian waterways used and adequacy
issues, aids-to-navigation issues, lack of shipping locks and non-observance of
the environmental law are among the many problems they face (AMARAL; CORDEIRO
NETTO, 2013).
The
drought in Brazilian waterways began in 2013 has been affecting transportation
by rivers. Tietê-Paraná waterway, for instance, has stopped its activities due
to the drought resulting in a loss of US$ 50,816,881.37. From January to July
2014, the number of shipments that are no longer performed by this waterway was
2.69 million metric tons and this difference amounts to 72 mil trucks
(TOMAZELA, 2014).
Table 1: Main Brazilian
waterways
Waterways |
Rivers |
Length (miles) |
Interconnected Cities |
|
Madeira |
Madeira River |
656 |
Porto Velho/RO |
Itacoatiara/AM |
Tietê-Paraná |
Paranaíba River, Paraná River, Tietê River |
1,491 |
São Simão/GO |
Conchas/SP, Santa Maria da Serra/SP |
Paraguai-Paraná |
Paraguai River, Paraná River, Cuiabá River |
2,138 |
Cáceres/MT |
Buenos Aires/Argentina |
San Francisco |
São Francisco River |
851 |
Pirapora/MG |
Juazeiro/BA, Petrolina/BA |
Tocantins-Araguaia |
Araguaia River, Tocantins River |
786 |
Cocalinho/MT |
Pedro Afonso/TO, Estreito/MA |
Waterways in the South |
Jacuí River, Taquari River, Jaguarão River, Lagoa dos Patos River,
Lagoa Mirim River. |
559 |
Porto Alegre/RS |
Rio Grande/RS, Pelotas/RS, Jaguarão/RS |
Source: Adapted from Oliva (2009) and Tokarski (2014)
Currently,
Tietê-Paraná waterway is closed due to the drought causing 4 million metric
tons of grains to be transported by trucks, consequently, resulting in a US$
14,482,811.19 (TREVISAN, 2015).
In
that scenario, this study has as its central issue: What are direct, indirect
and hidden costs created by the stoppage of Tietê-Paraná waterway? In order to
answer that question, this study aims at investigating what those costs are and
how they affect the transportation of grains that takes place between São
Simão/GO and Pederneiras/SP Ports.
2. WATERWAY TRANSPORT
The
matrix of transport modes in Brazil is dominated by road transportation, which
is responsible for transporting about 60% of all cargo at a high cost. (WANKE,
2010).
Waterway
transportation is the means by which it is possible to transport for a long
distance a great amount of goods such as minerals, gravels, sand, coal, iron,
grains and other non-perishable products. According to Dias (2010), waterway
transportation is made by great-size barges transporting cargo between domestic
ports, operating in seaports and river ports, nationwide or long-distance and
internationally.
The
ships and barges have a relatively great
capacity, the fixed costs are absorbed by the vast amount of products and, as
Chopra and Meindl (2011) suggest, its main advantage is the low cost.
Brazilian
transport system is managed by ANTAQ (Brazilian Waterway Transport Agency).
According to ANTAQ, Brazilian waterways transported 315,4 million metric tons,
between 2010 and 2013, Figure 1.
Figure 1: Tonnes Transported through
Waterways in Brazil between 2010 and 2013.
Source:
Adapted from ANTAQ (2014)
Among
the main goods transported are iron ore, soy, fuel,
and corn, as can be seen in Figure 2.
Figure 2: Main Products Transported by Waterways
between 2010 and 2013.
Source:
adapted from ANTAQ (2014)
The
Tietê-Paraná Waterway is responsible for transporting about 8 million metric
tons of cargo, from which 2 million metric tons are soy and corn (TREVISAN,
2015).
The
navigation on Tietê and Paraná Rivers began before Portuguese colonization in Brazil since Indians already used to use it for
commuting and fishing. Their geographical position hindered medium and long
distance navigation and people were forced to do that journey on foot, on
horseback or horse cart.
According
to TEIXEIRA (2010), in the last 50 years, São Paulo State Government built
several multiple-use constructions such as ship locks, opened channels to boost
navigation and spread navigation signaling all through the waterway. Such
efforts resulted in the consolidation of
an integrated waterway transport system, associated with a road and rail
transport network in a process of integration and modernization.
The
transportation through Tietê-Paraná Waterway is by barges destined to ports and
processing plants. This system owns about 1,491 miles of waterway between
Conchas and Piracicaba (SP) all the way to Goiás and Minas Gerais (to the
north) and Mato Grosso do Sul, Paraná and
Paraguay (to the south).
This
waterway has six hydroelectric power stations and eight ship locks at Tietê
River, and for more stations and two ship locks at Paraná River. They also own
23 bridges, 19 shipyards and 30 intermodal terminals managed by the private sector, which are used for temporarily
storing raw material or processing it. Such infrastructure made the waterway
mode an economical alternative for cargo transport besides propitiating the
reordering of transport matrix in the central-western São Paulo and propelling
the regional development of cities like Barra Bonita and Pederneiras (TEIXEIRA,
2010).
This
assignment aimed at Tietê-Paraná Waterway, bearing in mind its operations
stoppage due to problems caused by the drought, which demand transportation be
made by other modes, influencing the direct, indirect and hidden costs.
As
Kussano (2012) points out the transportation costs are those that involve
handling of inputs and raw material from the suppliers to the delivery of the
finished product and they are capital costs (depreciation, financial
obligations, rates of return), operational costs (maintenance, supervision,
staff, lease, insurances) among others (taxes, tolls, licenses).
Carvalho
(2010) states that the transportation costs must be dealt with upon two
perspectives: (i) the perspective of the user (contractor) and (ii) the
operating company (the fleet owner). In the first case, the company which
outsources the transport operations (or part of them), bearing in mind the
costs of transport as variables; in the second case, though, as operator (fleet
owner), the transport costs have a fixed amount and a variable portion.
According
to ILOS (Instituto de Logística e Supply Chains, 2014), the costs can vary according to the transportation mode
employed, since each mode has its costs variations, representing 4,7% in
relation to the net income of the companies in Brazil, as can be seen in Figure 3.
Figure
3: Logistical costs in relation to net income. Source: ILOS (2014)
3. RESEARCH METHODOLOGY
This
work consists of an exploratory research, which aims at studying the current
situation of the waterway and showing the impacts of the drought in the
transportation of grains.
This
assignment consisted of the following steps:
a) A
bibliographic research, which enabled the identification of:
I. The
direct, indirect and hidden costs with reference to the use of waterway mode
under normal circumstances;
II. The
cost of the road mode for transporting grains from São Simão/GO to
Pederneiras/SP.
b) The
making of a comparative study based on data gathered, which enabled the showing
of the impacts resulting from the change from the waterway mode to the road
mode for soy transport, caused by the drought.
4. FINDINGS AND DISCUSSION
Brazil
is one of the biggest soybean producers, a competitive asset essential for
trading balance. However, direct, indirect and hidden costs interfere directly
in the Brazilian soy market competitiveness.
According
to Reis, Toloi, and Freitas (2015), the
cost of waterway transport is only US$ 0.003 t/km, whereas the cost of rail
transport is US$ 0.018 ton-km and the road one is US$ 0.028 ton-km. thus, the
activities stoppage in that waterway
results in a direct cost of US$ 0.025 tone-km in the freightage.
In
order to evince such impact, below the costs involved in this stoppage are
discussed by the following concepts: direct, indirect and hidden costs.
According
to Dutra (2010), all expenses related to goods and service used in the
production of other goods or services are considered costs. The expenses have
the peculiarity to look similar, but in practice, they can be classified as
direct costs when used directly in the production process of a good or service
and indirect when used in the support operations, and can be classified as
fixed and variable.
Direct
cost is that which can be calculated in the moment of its occurrence, for
instance, the truck driver´s salary in road transportation. The indirect cost
is the opposite: we are not able to calculate it when it occurs and,
subsequently, by means of an assessment it can be accounted: mechanical
maintenance and tire wear, for instance. Table 2 shows the main direct and
indirect costs in transportation.
Table 2: Direct and
Indirect Costs in Transport
Direct |
Indirect |
Depreciation |
Administration |
Capital stock |
Fuel |
Crew salary |
Tyres |
Insurance |
Lubrication |
Taxes (vehicles) |
Maintenance |
Source: Created by the authors
Direct
costs are those, which can be calculated at the moment they occur. As an
example, the longevity of a barge is 20 years with an annual depreciation tax
of 5%, whereas a truck’s life span is five years with an annual depreciation
tax of 20%. Indirect costs are those,
which can only be calculated only afterwards, such as fuel expenses, by means
of an apportionment. While a truck consumes 96 liters of fuel in tons per
kilometer, a tugs consumes only 5 liters according to the Waterway Plan of MT (TRANSPORT
MINISTRY, 2013).
Waterway
transport is more efficient energy-wise, provides large concentration of cargo,
longer lifespan of vehicles and their infrastructure and maintenance costing
US$ 0.003 per km in comparison with road transport’s US$ 0.028 cost, and
consumes less fuel, emits a smaller amount of pollutants, does not create
traffic, shows a smaller rate of accidents and low noise emissions.
Table
3 shows the cost per metric ton for soybean transport, the city of Juína,
located in the northwestern region of the state of Mato Grosso, to the port of
Santos / SP.
The
table shows the costs of using transportation waterway, road and railway for
the transportation of production the soybean. Through the data, it concludes
that the financial cost of transport waterway is less than other modes of
transport.
Table 3: Costs of the
transportation modals.
City Region |
Transport route |
Distance (km) |
Cost t/km |
Cost transport metric ton |
||
Juína
northwestern |
Transport Road
(up São Simão / GO) |
1.533 |
US$ 0,028 |
R$ 168,63 |
|
|
Transport Waterway
(São Simão / GO – Pederneiras / SP) |
640 |
US$ 0,003 |
R$ 6,40 |
|
||
Transport
Railway (Pederneiras / SP – Santos / SP) |
496 |
US$ 0,018 |
R$ 34,72 |
|
Source: Adapted from USDA (2012), Pompermayer, Campos Neto and De Paula
(2014) and Reis et al. (2015).
Waterway
transport proves to be more economical in relation to road mode, since it
presents smaller costs in the environment impacts, from its design to its
operation, smaller pollutant emissions, less lubrication use, non-necessity of
tires, not existence of road tolls, less maintenance cost in all its extension,
less risk of theft.
In
addition to the financial advantage transportation of waterway and utilizing
the parameter in relation to cargo space, with equivalent cargo units, the
waterway presents a quite significant advantage, because, a composition, double
of four barges and a tug can transport 6,000 metric tons at the same amount of
time of the rail mode: there would have
to be 2.9 Hopper trains with 86 wagons weighing 80 metric tons and if the same
volume were transported by road mode, we would need 172 bi train dolly trucks
weighing 35 metric tons each (PROTASIO, 2015).
Besides
environmental, financial and economical advantages, the waterway mode stands
out, as can be seen in Table 4.
Table 4: Advantages of
waterway transport among the other modes
Characteristics |
Barges |
Train |
Truck |
Dead weight
per ton transported |
350 kg |
800 kg |
700 kg |
Traction force - 1 cv |
4.000 kg |
500 kg |
150 kg |
Amount of
equipment for transporting a thousand metric tons |
1 tug and 1 ferry |
1 engine and 50 wagons |
50 truck-tractors e 50 trailers |
Distance (km)
covered with 1 litter of fuel and 1 ton cargo |
219 km |
86 km |
25 km |
Lifespan in years |
50 |
30 |
10 |
Source: adapted from Protasio (2015)
Considering
its capacity for storing, waterway transport shows advantages, due to the fact
the tug of barge can transport up to 1,500 metric tons of cargo and, compared
to road transport, each barge equals to 60 trucks, which can transport no more
than 25 tons.
Souza
et al. (2015) defines hidden costs as those that are neither realized nor
calculated in a logistical context, invisible to managers, and have a negative
effect on the result of the company and originate from a non-compliance and are
disregarded in the general accounting due to lack of data control and failure
in identifying them.
Thus,
determine the indirect costs by means of apportionment is not real in relation
to the cost data preciseness in the companies, but determining the origin of
those costs in order to work them aiming at its correct calculation and,
subsequently, a reduction of the amount they represent. When it comes to
soybean draining these costs can be summarized as follows on Table 5.
Table 5: Hidden Costs
in Soy Transport due to the Stoppage of Tietê-Paraná Waterway
Activity |
Reasons |
Field |
The combines lose on average 1% of operation volume |
Storing |
Birds, humidity, cleaning, rats, product deterioration, pests and
insects: losses can reach 5% |
Operation |
Realease of vehicles for loading and shipping, inadequate equipment
use, not properly trained staff |
Transport |
Restrictions to road traffic, gridlock in cities, breakdown, and
maintenance caused by the aging of equipment, overload, adaptations in the wooden truck body, loss of grains along the
journey, with rough roads and unsuitable truck bodies those losses can hit 2
% of all cargo. |
Unloading |
Due to waiting for the line for unloading in terminals, document
checking, inspection, transshipping, another 2% is lost in the yard and other
compartments in the ports. |
Export |
In the
loading and unloading, another 2% is lost in the yard and other compartments
in the ports. |
Source: adapted from Freitas (2007), Souza et al. (2012) and Machado
(2012).
As
can be seen in Table 5, the hidden costs can appear in all the operations
(harvesting, storing, boarding process, procedures bureaucracy, outdated
technology and low rate of equipment maintenance), and those costs can also be
generated by the performance of unskilled staff.
Machado
(2012) estimates that from the harvesting to the draining of soy, there is a
loss from 5.95% to 15%. Among them, the
hidden costs that represent operational matters are embedded in order 2 %,
storing 5% and transport 5% (CARVALHO, 2015).
Based
on the data found and considering that the annual soy draining volume by
waterway mode, São Simão Port/GO to Pederneiras/SP, is 2 million metric tonnes
of grains, the hidden costs from grains loss hit 119 to 300 thousand metric
tonnes of soybean and it is equivalent to a loss between US$ 33,002.13 and US$
83,275.28.
Measuring
up these costs must be closely analyzed because the results obtained may
represent an inaccurate percentage.
5. CONCLUSIONS
Waterways
are an important mode of transport, for products with low benefit, for the
unexpansive costs it represents. In this assignment, we identified that the
direct, indirect and hidden costs for road mode transport as an alternative to
the Tietê-Paraná Waterway corresponds to a meaningful increase.
In
relation to the hidden costs, we conclude that they represent an increase of
10% in transportation costs, bearing in mind problems such as losses, delays
and products that spoil along the transport.
However,
the data gathered show that the rate of losses, which are considered as hidden
costs, occur between 5.95% and 15,00%, which is above the maximum accepted by
FAO (Food and Agriculture Organization) which suggests that they be below 13%
(FAO, 2015).
In
order to reduce those losses, cut down on the direct, indirect and hidden costs
and increase soybean producers competitive,
operations to normalize navigation level for Tietê-Paraná Waterway are
necessary. Water flow reduction of three hydropower plants in order to raise
the level of the reservoirs along Paraná River thus making it possible to
continue navigation through this waterway.
The
road mode alternative has been proven not to be suitable because the freight
cost variation, journey time, and
reliability is too large, over encumbering the operation.
Considering
the importance of Tietê-Paraná Waterway, be it for competitively of an economic
activity or for the development of a region, it is necessary to assess the need for investments in order to mitigate
complications, both related to infrastructure or weather-related, as the
drought we have been facing, for instance.
This
work intended to assess the impact of the costs in the transference from
waterway to Road mode, revealing the importance of a suitable transport
structure and the need to study more deeply, aiming at precisely describing
each step of the process and make a comparison of costs in relation to other
countries which own the same matrix of production, transport and storing and
that can be more competitive showing smaller costs.
REFERENCES
AMARAL, M. S.;
CORDEIRO NETTO, O. M. (2013) Empreendimentos e atividades hidroviários:
entraves históricos e questões ambientais. In: SIMPÓSIO BRASILEIRO DE RECURSOS
HÍDRICOS, 20, Bento Gonçalvez. Anais...
Bento Gonçalvez: ABRH, 2013.
AGÊNCIA NACIONAL DE
TRANSPORTES AQUAVIÁRIOS – ANTAQ (2014) Anuário
estatístico de 2013: navegação interior. Brasília: ANTAQ, p. 48.
AGÊNCIA NACIONAL DE
TRANSPORTES AQUAVIÁRIOS – ANTAQ (2013) Anuário
Estatístico Aquaviário: Navegação Interior – cargas, empresas e frota.
Brasília: ANTAQ, p. 34.
BRASIL. Ministério dos Transportes
(2013). Plano Hidroviário Estratégico – Relatório do Plano Disponível em:
<http://www.transportes.gov.br-/conteudo/91224> (Acesso em: 12 de out.
2015).
CARVALHO, D. (2009) Desperdício- Custo para todos - Alimentos apodrecem
enquanto milhões de pessoas passam fome. Revista Desafios do Desenvolvimento. Ano 6, Ed. 54.
CARVALHO, R. O.; ROBLES, L. T.;
ASSUMPÇÃO, M. R. P. A. (2010) Logística Integrada na Prestação de Serviços de
Cabotagem: de porto a porto para o porta a port. In: Simpósio de Administração
da Produção, Logística e Operações Internacionais – SIMPOI, 13, São Paulo. Anais... São Paulo: SIMPOI, 2010.
CHOPRA, S.; MEINDL,
P. (2011) Gestão da cadeia de
suprimentos: estratégia, planejamento e operações. São Paulo: Pearson, p.
536.
DIAS, M. A. P. (2010) Administração de Materiais: uma
abordagem logística. São Paulo: Atlas, p. 544.
DUTRA, R. G. (2010) Custos: uma abordagem prática. São Paulo:
Atlas, p. 448.
FOOD, NATIONS, A. O. of the U.,
DE LUCIA, M., ASSENNATO, D. (1994) Agricultural engineering in development :
post-harvest operations and management of foodgrains, FAO Agricultural Services
Bulletin. Food and Agriculture Organization of the United Nations. Disponível:
<http://www.fao.org /docrep/t0522e/T0522E04.htm#Post-harvest%20losses>. (Acesso em: 12 de out. 2015).
FREITAS, J. B.; SEVERIANO FILHO,
C. (2007) Apreciação dos custos ocultos do processo sucroalcooleiro em uma
usina de álcool na Paraíba. Revista
Gestão Industrial. v. 3, n. 1, p. 52-63.
INSTITUTO DE LOGÍSTICA E SUPPLY CHAIN –
ILOS (2014) Panorama Custos Logísticos
no Brasil. Rio de Janeiro: ILOS, p. 200.
OLIVA, J. A. B. (2009) Panorama das
hidrovias brasileiras, In: Seminário Internacional sobre Hidrovias Brasil –
Holanda, 1, Brasilia, Anais... Brasilia:
Seminario ANTAQ, 2009.
KUSSANO, M. R.; BATALHA, M. O. (2012)
Custos logísticos agroindustriais: avaliação
do escoamento da soja em grão do Mato Grosso para o mercado externo. Gestão da Produção. São Carlos, v. 19,
n. 3, p. 619-632.
MACHADO, S. T. (2012) Perdas na produção de soja brasileira: uma
análise do ponto de vista da estratégia de rede de suprimentos enxuta.
Especialização. Curitiba: UFPR.
POMPERMAYER, F. M.; CAMPOS NETO, C. A. S;
DE PAULA, J. M. P (2014) Hidrovias no
Brasil: perspectiva histórica, custos e institucionalidade. Rio de Janeiro:
IPEA, p. 58.
PROTASIO, P. (2009) 15º Fórum da
Associação Brasileira de Agribusiness. Agroanalysis
– Revista de Agronegócios da FGV, jun. 2009, p. 36-41. Disponível em:
http://bibliotecadigital.fgv.br/ojs/index.php/agroanalysis/article/viewFile/26917/
25790. (Acesso em: 12 de out. 2015).
REIS, J. G. M.; TOLOI, R. C.; FREITAS,
M. J. (2015) Análise da Viabilidade de Custos do Transporte de Soja de Mato
Grosso via Hidrovia Tietê Paraná, In: 1º. Encontro Interestadual de Engenharia
de Produção, 1, São João da Barra, Anais...
São João da Barra: EINEPRO, 2015.
SALOMÃO, R. (2012). Transporte de soja
fica mais barato no Brasil pela primeira vez desde 2003, aponta levantamento.
Disponível em: <http://www.canalrural.com.br
/noticias/agricultura/transporte-soja-fica-mais-barato-brasil-pela-primeira-vez-desde-2003-aponta-levantamento-39222>.
(Acesso em 05 de out. 2015).
SCHNEPF,
R. D.; DOHLMAN, E.; BOLLING, C. (2001) Agriculture
in Brazil and Argentina: developments and prospects for major field crops. USDA, p. 85.
SILVA, P. C. P.; FILHO, C. S. (2011)
Ocorrência de custos ocultos em operações de serviços: insights sobre
observação em uma sociedade de economia mista no Brasil, Revista Gestão da Produção, São Carlos, v. 18, n. 3, p. 499-508.
SOUZA, M. A.; ALBERTON, J. R.;
MARQUEZAN, L. H. F.; MONTEIRO, R. P. (2011) Fatores de ocorrência de custos
ocultos: estudo em uma cooperativa gaúcha agroindustrial de arroz, In: V
Congresso da Associação Nacional dos Programas de Pós-Graduação em Ciências
Contábeis, 5, Vitoria, Anais...Vitoria:
ANPCONT, 2011.
TEIXEIRA, P. F. (2010) Desempenho de terminais hidroviários do
corredor logístico centro-oeste: um estudo de multicascos. Dissertação
(Mestre em Administração). Campo Grande: UFMS.
TOKARSKI, A. (2014) Navegação interior
no Brasil e o avanço dos Investimentos públicos e privados, In: 1º Reunião de
Câmara Temática de 2014, Brasilia, Anais...
Brasilia: Reunião de Câmara Temática de 2014, ANTAQ, 2014.
TOMAZELA, J. M. (2014). No interior, seca
quebra safras, para industrias e encalha a hidrovia. Disponível em:
<http://saopaulo.estadao.
com.br/noticias/geral,no-interior-seca-quebra-safras-para-industrias-e-encalha-hidrovia,1542806>.
(Acesso em 06 de out. 2015).
TREVISAN, K. (2015). Com seca, produtores
trocam hidrovia por caminhões e têm prejuízo. Disponível em:
<http://g1.globo.com/economia/crise-da-agua/noticia/2015
/03/com-hidrovia-fechada-transporte-em-caminhoes-gera-prejuizo-produtores.html>.
(Acesso em: 07 ago. 2015).
U.S. DEPT. OF AGRICULTURE – USDA. Brazil Transportation Guide.
Washington, 2012.
WANKE, P. (2010) Logística e transporte de cargas no Brasil: produtividade e
eficiência no Século XXI. São Paulo: Atlas, p. 200.
WORLD WIDE INLAND NAVIGATION NETWORK (2010). SOUTH AMERICA: Us inland
waterways. WWINN.ORG. Available
em: <http://www.wwinn.org/us-inland-waterways>. (Acesso em: 01 out.
2015).