The impact of the cost of road transport on the price of Brazilian soybean: the case of Mato Grosso do Sul and the practice of collaborative logistics

Of vital importance to the economy of Mato Grosso do Sul, soybean held the second position in the overview of the products exported in 2020, however, the state is distant from the main export terminals and with high dependence on the road modal. In view of this, the present study sought to evaluate the impact of the average cost of transportation on the price of Mato Grosso do Sul state soybean and the adoption of the practice of collaborative logistics as an alternative to reduce transportation costs. In order to calculate the average cost of road transport, the criteria established in the National Policy of Minimum Costs of Road Cargo Transport (PNPM – TRC) were followed as a guide. Analyzes were made for the vehicle compositions with 7 axles and 9 axles, originating in the municipalities of Maracaju, Ponta Porã and São Gabriel do Oeste and as destinations the port of Santos, Paranaguá and São Francisco do Sul. The results indicate that the vehicle compositions with 9 axles presented the lowest cost per ton transported for all routes analyzed and that, in the comparison between the current scenario and the ideal scenario that considers the adoption of the practice of collaborative logistics with the aggregate of routes Santos (route 1a), Paranaguá (route 1b) and São Francisco do Sul (route 1d) the reduction in the total financial cost for 7-axle compositions was R$ 49,936,261.64, representing a reduction of 5.24% and for 9-axle compositions the reduction in the total financial cost between the current scenario and the ideal scenario of the same aggregate route was R$ 43,462,818.45, representing also a reduction of 5.24%.


Introduction
Establishing itself as the main player for the production and export of soya beans on the international market, the country accounted for 82.978 million tons of soya beans worldwide in 2020, with China as one of the main destinations (SECINT & SEPEC, 2021). According to Conab (2021) the main Brazilian production region is the Center-West, concentrating 48.62% of the national production, and the most distant from the port terminals and with high dependence on road transport, as it is the case with Mato Grosso do Sul. The state has a geographical position distant from the main terminals for exporting commodities, being approximately 1,104km from the port of Santos, 1,126km from the port of Paranaguá and 1,205km from the port of São Francisco do Sul. Today, the main alternative for grains transportation focuses on the use of a precarious road structure (Kussano, 2010).
This reality is a Brazilian portrait because the highways have been the main means for the internal movement of cargo in the country. According to data from the Statistical Bulletin -CNT -June 2021, the modal road was responsible for 64.86% of the annual cargo movement in the country, totaling 1,548 billion NTK (net ton kilometer) (CNT, 2021). Another important factor is related to the highways quality. According to The Global Competitiveness Report elaborated in the World Economic Forum the country occupies the 116th position of the total ranking of 141 analyzed economies (Schwab, 2019).
In addition, CNT traveled in 2019 a total of 108,863 km between state and federal highways and the data collected were published in the CNT Research Bulletin of Highways 2019. The results showed that of the total traveled, 64,198 kilometers presented some type of problem in the general state of the highways when analyzed jointly the characteristics of the pavement, the signaling and the track geometry (CNT, 2019). According to the bulletin, the low quality of the highways directly influences the increase in the risk of accidents, demands a higher volume of investments and results in an increase in the operational cost, directly impacting the price of freight transport services.
Considering that transportation represents a significant portion of the operational costs, the present study aimed to evaluate the impact of the average cost of road transport on the price of Mato Grosso do Sul state soybean for export and the adoption of the practice of collaborative logistics to reduce costs.

Methodology
In order to calculate the average cost of road transport, the present study followed as a guide the criteria established in the National Policy of Minimum Costs of Road Cargo Transport (PNPM -TRC) established in Law number 13703 of August Research, Society and Development, v. 11, n. 12, e155111234289, 2022(CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 8, 2018(Brasil, 2018. For the calculation of the minimum costs, the methodological procedures and coefficients indicated in Resolution number 5867 of January 14th, 2020 (ANTT, 2020) that establishes "...the methodology and coefficients of the minimum costs, referring to the kilometer traveled in the performance of the freight-paid road transport service, per loaded axle". The analyzes took into account vehicle compositions of 7 and 9 axles and regarding the type of cargo, solid in bulk.
According to Chapter I, Article 2, Section V of the said resolution, this type of cargo is "shipped and transported without any type of packaging, without identification mark and without counting of units." For the calculation of fixed costs, the values were extracted from Administrative Rule number 322, of July 15, 2021 of the ANTT (2021) considering the following premises: Cargo motor vehicle depreciation cost (Cdep_c): two analyzes were carried out, the first with a Volvo FM460 (6x4) vehicle with a purchase value (VAc) of R$ 543,189.46 for a 7-axle vehicle composition car and the second with a Scania R450 (6x4) vehicle with a Vac of R$ 590,671.12 for a 9-axle vehicle composition. For the resale value (VRc), the percentage equivalent to 46.1% of VAC and the economic life of the vehicle composition (VEc) of 84 months was adopted. The monthly cost formula is equal to Cdep_c = ((VAc -VRc) / VEc); (1) Cost of remuneration for the capital of the cargo motor vehicle (Crcap_c): the percentage of 0.13125% for the variable rate of return on capital per month (i) was adopted, and the monthly cost formula equal to Crcap_c = ((Vac + VRc) / 2) * I; Cost of remuneration for the capital of the implement (Crcap_i): the percentage of 0.13125% for the variable rate of return on capital per month (i) was adopted, and the monthly cost formula equal to Crcap_i = ((VAi + VRi) / 2) * i; Labor cost of drivers (Cmo): for the calculation, the following values were adopted: Drivers' minimum wage (S) the value of R$ 2,202.21; A 96.75% increase in labor expenditure on labor and labor charges (ES); Total number of drivers operating the vehicle composition (Nmo); The formula for the monthly cost equal to: Cost of taxes and car composition rates (Ctax): for the calculation, the following values were adopted: IPVA The formula for the monthly cost equal to: Ctax = ((IPVA * ((VAc + VRc) / 2)) + LIC + DPVAT + TAC) / 12 Cost of accident insurance and car composition theft (Cseg): VS: for the insurance cost factor, the percentage of 1.45% per year was adopted (Silva et al., 2011); Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4. Average Fuel Yield (Rdcomb): 2.00 km/l for composition of 7 axles and 1.725km/l for composition of 9 axles; The formula is equal to: Cost with Arla (Carla): arla is the name given to an essential reducing agent whose objective is to reduce the emission of pollutants and for its calculation the values were adopted: Arla Market Price (Parla): R$ 2.96 per liter; Average yield of arla additive (RDarla): 40.00km/l for composition of 7 axles and 34.50km/l for composition of 9 axles; The formula is equal to: Cost of tires and tires repairs (Cpne): as indicated in Annex Imethodology for calculating minimum costs, B.
Variable Costs, III -Cost of tires and repairs, no repair procedures were considered for directional tires, which are those used Maintenance cost (Cman): R$ 0.313 per km for both the composition of 7 axles and 9 axles; Cost of Engine Lubricants (Club): Volume of engine oil used in the motor vehicle (Llubm): 41 liters for both the composition of 7 axles and 9 axles; Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4. The formula is equal to: Cost of washes and greases (Clav): Wash and grease application expense (Dlav): R$ 323.33 per wash for both the composition of 7 axles and 9 axles; Interval between washes and grease applications (Ilav): 9,000 km for product class of the other cargos type, both for the composition of 7 axles and 9 axles; Finally, the total cost of transport (CTce) is obtained by the formula: Where, Total yard time (Tp) = 5 hours. Time the composition stands still waiting for loading and unloading; Total travel time (Tv): it is the division between the distance to be traveled (route) and the average transport speed of 55 km/h for both the 7-axle and 9-axle composition.
It should be noted that resolution ANTT number 5867/2020 chapter II art. 3rd § 1st indicates that the variables profit and toll do not integrate the minimum costs calculation. In continuity, in the same Article 3rd § 3rd of the resolution, "the toll value, when present, must be added to the minimum costs, and payment must be made in the form of Law number 10209 of March 23rd, 2001, and current regulations." According to this law, the compulsory toll-card becomes the responsibility of the shipper or the equivalent (owner originating from the cargo), and the same must be paid in advance (Brasil, 2001).
Thus, the toll cost information was collected for the 7-axle and 9-axle compositions, originating in the municipalities Regarding the freight-return, two scenarios were analyzed, and for the first one (current scenario) the present study was based on the percentages adopted by Soliani, Innocentini and Carmo (2019) (2019) therefore, for the present study, the percentage of 68.95% representing the average between the two percentages was adopted. The second scenario (ideal scenario) took into account that 100% of the trips back would return with fertilizers to the analyzed municipalities, which would be the result of the application of collaborative logistics.
Regarding the soybean and fertilizer prices, the data were collected from Agrolink portal and the Esalq-USP freight information system (Sifreca) and considered the period from September 06th to September 12th, 2021 for both soybean and fertilizer.
In this research the monetary value of the equivalent of the real to the US dollar was R$ 1 = US$ 0.1772, on the date Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4.

Results and Discussion
For the analysis of the results, the routes originated in the municipalities of Maracaju, Ponta Porã and São Gabriel do Oeste and destination in the ports of Santos, Paranaguá and São Francisco do Sul were collected. Figure 1 shows the routes considered to originate in the municipality of Maracaju. In continuity, the analyzed routes originated in the municipality of Ponta Porã, as shown in Figure 2, were identified. Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 In continuity, the analyzed routes originated in the municipality of Ponta Porã, as shown in Figure 3, were identified. Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 The distances for the routes analyzed and the toll values according to their vehicle composition were also gathered as shown in Table 1 below: Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 Once the routes and their distances and the corresponding toll values have been identified, the fixed cost coefficients (CCFce) and the variable cost per kilometer traveled (CCV) for the type of solid bulk cargo and vehicle compositions with 7 and 9 axes were calculated. The results are shown in Table 2. It should be noted that, according to resolution ANTT number 5867/2020, the values obtained from the coefficients in Table 2 do not include the toll price. Once the fixed and variable cost coefficients have been defined, the total transport costs (CTce) have been calculated by adding the toll costs for each route analyzed.
In continuity and considering that the tare (weight of the set without cargo) of the vehicle composition weighs on average 19 tons for composition of 7 axles and 24 tons for composition with 9 axles, resulting in a cargo capacity of 38 tons in the combination with 7 axles and 50 tons with 9 axles. Taking into account the total costs obtained, it is useful to identify the costs per tonne transported. Therefore, considering that Resolution 211 of November 13, 2006 of the National Traffic Council (Contran, 2006) indicates the combined total gross weight (PBTC) of the vehicle composition with 7 axles of 57 tons and the composition with 9 axles of 74 tons. Thus, the total cost and the cost per ton transported for the 7 and 9 axle trains were calculated. The results are shown in Table 3. Research, Society and Development, v. 11, n. 12, e155111234289, 2022 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 The results obtained in Table 3 show that the 7-axle vehicle compositions options presented the lowest total cost for all the routes analyzed. With origin in Maracaju and destination in the port of Paranaguá, route 1b showed the lowest total cost in the two car compositions. In the analysis from Ponta Porã, the best option was route 2b for the vehicle composition with 7 axes and route 2c for the composition with 9 axes, both to the port of Paranaguá.
The same can also be observed for routes to the port of São Francisco do Sul (routes 2d and 2e). Even though there are differences in toll costs, the costs have been very close, which may indicate an alternative route option for the shipping company. In the analysis based on the city of São Gabriel do Oeste, the results obtained showed that route 3b was the one that presented the lowest total cost in the two vehicle compositions. Still considering the same origin, another alternative would be the route 3d that has as its destination the port of São Francisco do Sul and that presented a cost of about 2.94% higher than the route 3b.
The results presented in Table 3 show that of all the options presented with origin in the municipality of Maracaju, the one that presented the lowest total cost per ton was the vehicle composition with 9 axes for route 1b, which has as destination the port of Paranaguá, this may indicate a significant gain potential for the producer. Taking into account that the municipality of Maracaju exported about 152,173.25 tons of soya in 2020 (MDIC, 2021), the difference between the lowest cost option and the highest cost option (route 1a with 7 axles composition) was R$ 34.40 per ton (22.71%), which would amount to R$ 5,234,759.80.
In the analysis based on the municipality of Ponta Porã, the results showed that the route 2c for vehicle composition with 9 axles presented the lowest total cost per ton. Route 2b also presented a cost similar to that of route 2c, approximately R$ 0.38 higher (0.25%), indicating another possibility for the transportation of soybean from the municipality. It is urged to point out that both routes (2b and 2c) have a destination in the port of Paranaguá. Research, Society andDevelopment, v. 11, n. 12, e155111234289, 2022 (CC BY 4.0) | ISSN 2525-3409 | DOI: http://dx.doi.org/10.33448/rsd-v11i12.34289 11 Considering that the difference between the lowest cost option and the highest cost option was R$ 49.13 per ton (33.24%) and that 2020 the municipality exported only 2,084.67 tons which would result in an economy of R$ 102,419.84.
According to IBGE data (2021), the city produced about 930,000 tons of soya in 2020, which indicates that most of the volume produced is consumed internally or supplies the other municipalities in the state.
In continuity, the total cost per ton transported was calculated based on the municipality of São Gabriel do Oeste, and the results showed that the 9-axle vehicle composition option to the port of Paranaguá (route 3b). The lowest cost per ton transported was R$ 45.11 (27.16%) lower than the highest cost option, which was in the composition of 7 axles for the port of São Francisco do Sul (route 3e).
Considering that in 2020 the municipality exported around 89,832.74 tons the difference between the lowest cost option and the highest cost option would amount to R$ 4,052,354.90. Another important figure refers to the percentage of the total cost of transport in relation to the price paid by soya, which is an important index for the producer to assess the impact of this cost factor on the cost of its production. Data on the price of the 60 kg of soya sack were collected from the Agrolink portal based on November 12th, 2021, as shown in Table 4. Source: Agrolink (2021) and .
Once the prices of the 60 kg soya bean sack were identified in the municipalities studied, it was possible to calculate the impact of the cost of transport on the price of soya bean and the results are shown in Table 5. Considering the origin in the municipality of Maracaju, the results presented in Table 5 showed that the lowest percentage is obtained in the vehicle composition of 9 axles for the port of Paranaguá (route 1b), representing about 6.33% of the price paid for soya. In the analysis of the origin in Ponta Porã, the lowest percentage is obtained for the composition of 9 axles to the port of Paranaguá (route 2c), showing 6.17%. Originating in São Gabriel do Oeste, the lowest percentage is obtained for the composition of 9 axles to the port of Paranaguá (route 3b), showing 7.09%. In the sequence, the representativeness of the volumes imported from fertilizers compared to the volumes exported from the state of MS to the ports studied was analyzed, as shown in Table 6. The results of the research show that the adoption of the practice of collaborative logistics between soybean exports and fertilizer imports to the state of MS can integrate 0.36% in the port of Santos, 56.59% in the port of Paranaguá and 1.03% in the port of São Francisco do Sul. Once export and import flows have been defined, the total financial cost was calculated according to the vehicle compositions and routes studied. The average freight value took into account the results obtained for the 7 and 9-axle compositions for the municipality of Maracaju because it is the main city in the state soybean production volume according to IBGE data (2021). The calculation took into account the compositions of vehicles with 7 and 9 axles and as routes the ports of Santos (route 1a), Paranaguá (routes 1b and 1c) and São Francisco do Sul (routes 1d and 1e). The results obtained are shown in Table 7. The results in Table 7 showed that the total financial cost for the composition of vehicles with 7 axles was R$ represents the average between the first two ports. The average freight value took into account the results obtained for the 7 and 9-axle compositions. The results are shown in Table 8.  Table 8, it is possible to conclude that route 1c is the one that presented the greatest potential for cost reduction, indicating that it is the best option for the adoption of the practice of collaborative logistics both for the composition of 7 axles and for the composition with 9 axles.
For aggregate analysis, the total financial costs obtained in the current scenario and ideal scenario considered the adoption of the collaborative logistics practice were raised. The analysis took into account two options, the first being the ports of Santos (1a), Paranaguá (route 1b) and São Francisco do Sul (route 1d) and the second being the ports of Santos (route 1a), Paranaguá (route 1c) and São Francisco do Sul (route 1e). The results are shown in Table 9. Table 9: Analysis of the total financial cost between the current scenario and the ideal scenario for 7-axle and 9-axle compositions in soybean and fertilizer operations in 2020 Aggregate of Routes Vehicle composition Current Scenario Ideal Scenario Cost Difference adoption of the collaborative logistics practice as an alternative for reducing transportation costs, it can be concluded that the proposed objective was achieved.
The results indicate that the vehicle compositions with 9 axles were those with the lowest cost per ton transported for all the routes analyzed. By analyzing the impact of the cost of transportation on the price of soya bean, it was possible to observe that the transport represents about 6.33% in the price of soya for the vehicle composition of 9 axles originating in Maracaju and to the port of Paranaguá (route 1b), about 6.17% for composition of 9-axle vehicle from Ponta Porã to the port of Paranaguá (route 2c) and about 7.09% to the 9-axle vehicle composition and destination to port of Paranaguá (route 3b).
It can also be observed that, in the comparison between the current scenario and the ideal scenario that considers the adoption of the practice of collaborative logistics with the aggregate of routes Santos (route 1a), Paranaguá (route 1b) and São Francisco do Sul (route 1d) the reduction in the total financial cost for 7-axle compositions was R$ 49,936,261.64, representing a reduction of 5.24% and for 9-axle compositions the reduction in the total financial cost between the current scenario and the ideal scenario of the same aggregate route was R$ 43,462,818.45, it also represents a reduction of 5.24%.
Finally, the results of this research consolidate the practice of collaborative logistics as an important alternative for minimizing transportation costs. It is suggested for future studies to expand the sample of cities studied. In addition, a new port terminal has emerged as a channel for the flow of soybeans and imports of fertilizers, the Porto Murtinho terminal and the development of a study contemplating this channel could further contribute to consolidating collaborative logistics in the state of MS. With these lines of studies, it will be possible to compare the results obtained with other regions that face the same difficulties related to their geographical position in relation to export terminals.