Jeferson Augusto Carneiro; Domingos Isaias Maia Amorim

DOI: 10.22167/2675-6528-202600939

Article prepared by the ResumeAI tool, an artificial intelligence solution developed by the Pecege Institute focused on synthesis and writing.

Abstract

The growing dependence on road transport for grain outflow in Brazil, with its impacts on costs and the environment, motivated the evaluation of coastal navigation competitiveness. The study aimed to analyze the performance of cabotage as an alternative to road transport for soybeans and corn to the Port of Santos, considering the scenario after the enactment of Law No. 14.301/2022, which established the BR do Mar program. Applied research was developed, of a descriptive and comparative nature, with a quantitative approach, extensively using secondary data obtained from official databases and public documents. The logistics corridor originating in Sorriso (MT) and destined for the Port of Santos (SP) was analyzed, comparing an integral road route with an intermodal alternative that included an initial road section to Miritituba (PA) and continuation by waterways. The results indicated that road transport maintained high freight rates throughout the analyzed period, significantly impacting the total logistics cost, and the Port of Santos preserved its centrality in the national grain outflow. Coastal navigation, in turn, demonstrated a relevant environmental advantage, with considerably lower gas emissions, and a promising competitive potential on longer routes. However, it was observed that its best performance depended crucially on efficient integration between modes, optimization of transshipments, available infrastructure, and the operational capacity of the port system. It was concluded that cabotage represents a competitive and sustainable solution, but its practical viability is intrinsically conditioned by the efficient and coordinated functioning of the entire logistics corridor.

Keywords: Logistics corridor; Logistics cost; Gas emissions; Intermodality; Sustainability.

1. Introduction

The Brazilian agribusiness, with projections of 295.4 million tons of grains in the 2023/2024 harvest, including 147.7 million tons of soybeans and 111.6 million tons of corn (CONAB, 2024; Costa, 2018), faces logistical challenges in transporting to the export ports of the Southeast and South, affecting costs, deadlines, and international competitiveness. Brazil’s cargo transportation matrix is predominantly road-based, accounting for about 65% of movement (IBGE, 2012; EPL, 2021). This dependence generates volatile freight rates, congestion, high greenhouse gas emissions, accidents, and infrastructure wear and tear (Agrolink, 2025; National Confederation of Transport [CNT], 2022). In distant producing regions, such as Mato Grosso, the logistical cost is significant, reducing producers’ margins (Oliveira et al., 2017). The expansion of the agricultural frontier (Vieira Filho, 2018) has shifted production to the Center-West and MATOPIBA, increasing distances to ports. The Port of Santos maintains its centrality, handling 58.1 million tons of the soybean complex in 2023 (Port Authority of Santos [APS], 2024; Soliani, 2022), but this concentration, combined with long land corridors and limited infrastructure, exacerbates costs and losses (Nascimento et al., 2022; Cardoso, 2025).

Coastal shipping emerges as a strategic alternative for the transport of national cargo (Santos, 2021), defined by Law nº 9.432/1997 as navigation between Brazilian ports via maritime or inland waterways (Brazil, 1997). This mode offers greater cargo capacity, lower cost per ton over long distances, increased safety, and reduced environmental impact (Migalhas, 2025). Although Brazil has an extensive coastline, the participation of coastal shipping is still limited, but growing, with 288.8 million tons moved in 2021 (CNT, 2022). To boost the sector, the government established the BR do Mar program (Law nº 14.301/2022), aiming to streamline ship chartering and offer incentives, expanding the national supply and fleet to reduce logistics costs (Brazil, 2022; Empresa de Planejamento e Logística [EPL], 2021). However, the effectiveness of these regulations requires a practical assessment of their competitiveness against road transport.

Road freight in the Sorriso (MT) – Porto de Santos (SP) corridor remains high, with direct costs between R$ 0.21 and R$ 0.23 per ton per kilometer in 2024 and 2025 (CONAB, 2024; 2025), reinforcing the search for alternatives. Environmentally, cabotage presents a significant advantage: its emission factor for Agricultural Solid Bulk (GSA) is 4.329E-06 tonCO2e/tku, while road transport (nine axles) is 3.5393E-05 tonCO2e/tku, representing approximately 12.2% of the emissions from the land-based modal (Observatório Nacional de Transporte e Logística [ONTL], 2024; João e Vettorazzi, 2016). The Port of Santos is crucial, handling 28.3% of the soybeans and 42.0% of the corn exported by Brazil in 2024 (Comex Stat, 2024). However, the efficiency of cabotage depends on intermodal integration, optimization of transshipments, and port operational capacity, with waiting times for berthing of 95 hours at terminal ARM12A (Agência Nacional de Transportes Aquaviários [ANTAQ], 2020), highlighting the complexity of the system (Alves, 2012; Senna et al., 2025).

Despite regulatory advances and discussions on diversifying the transport matrix, comparative empirical studies on the performance of cabotage in grain outflow post-BR do Mar, especially on routes from the Center-West and MATOPIBA to the Port of Santos, are limited. A practical understanding of cabotage viability, considering its multiple aspects, is essential to support strategic decisions and investments. Given this context, this work aims to evaluate the competitiveness of cabotage navigation as an alternative to the road modal in the transport of soybeans and corn from the Center-West and MATOPIBA to the Port of Santos, considering the scenario after Law No. 14.301/2022, and jointly analyzing total cost, transit time, operational reliability, greenhouse gas emissions, and infrastructure and intermodality restrictions.

2. Material and Methods

This work was developed as an applied research, descriptive and comparative in nature, adopting a quantitative approach. The methodology employed an instrumental case study, single case, based on the analysis of secondary data. The choice of this design was justified by the intention not to investigate a specific company, but rather to understand the position of coastal shipping in relation to road transport in the outflow of grains to the Port of Santos. This approach allowed an in-depth analysis of the phenomenon in its real context, without the need for direct intervention or primary data collection.

The study’s context focused on the logistics corridor connecting Sorriso, in the state of Mato Grosso, to the Port of Santos, in São Paulo. This temporal and geographical scope was established to analyze the scenario after the enactment of Law No. 14.301/2022, which instituted the BR do Mar program. The selection of Sorriso was justified by its prominence as one of Brazil’s main grain production hubs, while the Port of Santos was chosen due to its strategic importance in the national outflow of soybeans and corn. The unit of analysis consisted of a comparative evaluation of two logistical configurations for this corridor.

The research did not involve a population or sample in the traditional sense, but rather an in-depth analysis of a specific case unit. This case unit was the grain logistics corridor originating in Sorriso (MT) and destined for the Port of Santos (SP), under the lens of the post-Law No. 14.301/2022 scenario. Within this unit, two distinct logistical alternatives were compared: an entirely road-based route, directly connecting Sorriso to Santos, and an intermodal route, which included an initial road leg to Miritituba (PA), followed by waterway sections to the final destination in Santos. This approach allowed for a direct comparison of the efficiencies and challenges of each mode.

Table 1. Synthesis of the research methodological design

Aspect	Description
Case study	Logistics corridor originating in Sorriso (MT) and destined for the Port of Santos (SP), in the context after Law No. 14.301/2022
Alternatives analyzed	Fully road-based route between Sorriso and Santos and intermodal route with an initial road leg to Miritituba (PA), followed by waterway sections to Santos
Data sources	Secondary data obtained from official databases and public documents, with emphasis on CONAB, Comex Stat, APS, ANTAQ, ONTL/Infra S.A. and ESALQ-LOG
Analyzed indicators	Freight, distance, direct cost per ton per kilometer, participation of the Port of Santos in exports, port operational indicators, emission factors, and transport sensitivity parameters

Source: Original survey data

Data collection was predominantly carried out through documentary analysis and archival records, as recommended for case studies using information already produced by reliable institutions with consolidated historical series (Yin, 2015). This approach was considered appropriate, as it allowed for the collection of accurate and revised data on freight, distances, export volumes, port traffic, emissions, and operational parameters, without the need for interviews or field observation. The research focused on public and aggregated information, avoiding contact with private agents and confidential data.

The data sources used included the National Supply Company (CONAB) for freight values and route distances, and Comex Stat for national export volumes of soybeans and corn, in addition to the participation of the Port of Santos. The Port Authority of Santos (APS) provided data on total port traffic, while the National Waterway Transport Agency (ANTAQ) contributed operational indicators for the STS11 area, such as average consignment and waiting times. The National Observatory of Transport and Logistics (ONTL/Infra S.A.) provided emission factors by mode and the economic value of time for agricultural cargo. Material from ESALQ-LOG complemented the sensitivity analysis of road transport.

After the collection phase, the data were organized into spreadsheets, where the variables were standardized and separated into analysis blocks. Freight values were kept in Brazilian Reais per ton, and based on them, the direct cost per ton per kilometer (R$/t.km) was calculated for each route by dividing the freight by the corresponding distance. The participation of the Port of Santos in national exports was determined by the ratio between the volume shipped through the port and the total volume exported by Brazil in the same period, expressed as a percentage, allowing for a clear view of the port’s relevance.

In the environmental dimension, the emission factors of greenhouse gases from different modes were directly compared, using road transport as a reference for the analysis. The evaluation of the operational issue involved the survey and analysis of indicators such as waiting times for docking, operation times, service levels, berth occupancy rates, and handling platforms at port terminals. Additionally, in the economic dimension, the value of time for agricultural cargo was considered, according to ONTL data, and the road transport sensitivity parameters published by ESALQ-LOG.

The data analysis was conducted in a descriptive and comparative manner. Initially, the indicators were presented individually, detailing their absolute values and respective units of measurement. Subsequently, a comparison was made between these indicators to highlight how each component of the logistics corridor impacted the competitiveness of the evaluated transport alternatives. The organization of the results in tables aimed to facilitate understanding, and the interpretation was based on the collected data and the central objective of the study, seeking to identify the advantages and competitive potential of each mode, without anticipating specific conclusions.

The methodological construction of this work followed the guidelines for case studies proposed by Miguel (2007), Yin (2015), and Gil (2017). These references guided the clear definition of the research problem, the objective delimitation of the case unit, the coherent selection of data collection instruments, the systematic organization of information, and the interpretation of findings in alignment with the study’s general objective. This structuring sought to ensure the rigor and consistency necessary for evaluating the competitiveness of cabotage compared to the road modal in grain outflow.

Regarding the ethical aspects, the work fully respected the principles required by the institution. Since the research was based exclusively on public information and aggregated data, there was no direct contact with human participants, nor the manipulation of confidential data. This characteristic dispensed with the need to identify private agents and allowed the analytical focus to be kept strictly on the logistical corridor under study. Transparency and integrity in the use of sources were fundamental premises for conducting the investigation.

The methodological limitations of the study included the exclusive use of secondary data, which, although it guaranteed the objectivity and comprehensiveness of the information, prevented the collection of specific primary insights or data that could complement the analysis. Another relevant limitation was the focus on a single logistics corridor, which restricts the generalization of the results to other routes or producing regions. However, this delimitation allowed for an in-depth and detailed analysis of the specific particularities and challenges of grain transport between Sorriso and the Port of Santos.

3. Results and Discussion

In the analysis of the logistics route connecting Sorriso (MT) to the Port of Santos (SP), one of the most prominent findings refers to the persistence of high road freight rates throughout the study period, comprising the years 2024 and 2025. Data collected by the National Supply Company (CONAB, 2024; 2025) indicated that, in January and June 2024, the freight for grain transport reached R$ 500.00 per ton. Although there was a slight reduction to R$ 450.00 in September 2024 and R$ 460.00 in February 2025, these values continue to represent a significant portion of the total logistics cost. The reported distance for this route varied between 2,171 km and 1,961 km, resulting in a direct cost per ton per kilometer (R$/t.km) that fluctuated between R$ 0.21 and R$ 0.23.

Table 2. Road freight and distance of the analyzed routes for the composition of logistical alternatives destined for the Port of Santos

Route	Time horizon	Freight (R$/t)	Distance (km)	Estimated direct cost (R$/t.km)	Use in research
Sorriso (MT) – Santos (SP)	January 2024	500,00	2.171	0,23	Road alternative
Sorriso (MT) – Santos (SP)	June 2024	500,00	2.171	0,23	Road alternative
Sorriso (MT) – Santos (SP)	Sep. 2024	450,00	2.171	0,21	Road alternative
Sorriso (MT) – Santos (SP)	Feb. 2025	460,00	1.961	0,23	Road alternative
Sorriso (MT) – Miritituba (PA)	Sep. 2024	250,00	1.017	0,25	Initial leg of the intermodal alternative
Sorriso (MT) – Miritituba (PA)	Feb. 2025	280,00	1.076	0,26	Initial leg of the intermodal alternative

Source: Original research results based on CONAB (2024; 2025)

The maintenance of these road freight levels, as detailed in Table 2, underscores the strong influence of this mode on the final cost of Brazilian agricultural products, especially in long-distance corridors. This scenario corroborates the observations of Agrolink (2025) and CNT (2022), which point to Brazil’s structural dependence on road transport and the consequent exposure to volatile costs. Academic literature, such as that of Oliveira et al. (2017), already highlighted that, in producing states like Mato Grosso, logistical costs can absorb a significant portion of the total export cost, directly impacting the producer’s margin and the competitiveness of the national agribusiness in the international market. The persistence of high freight rates, even with small fluctuations, suggests that the structural challenges of the road network and the dynamics of supply and demand for transport have not substantially changed in the analyzed period, reinforcing the need to seek more efficient and resilient alternatives.

The practical implications of this finding are multifaceted. Firstly, the high participation of road freight in the total cost of grain outflow requires producers and exporters to seek mitigation strategies, such as route optimization, negotiation of long-term freight contracts, or diversification to other modes whenever possible. Secondly, for the public sector, the continuity of high road costs signals the urgency of investments in road infrastructure, not only in maintenance but also in expansion and modernization, aiming to reduce congestion, travel times, and consequently, the operational costs of transporters. Furthermore, the excessive dependence on road transport entails negative externalities, such as higher greenhouse gas emissions, infrastructure wear and tear, and a higher incidence of accidents, as warned by EPL (2021) and Nascimento et al. (2022). Therefore, the search for solutions that alleviate this pressure on road transport is not only an economic issue but also an environmental and social one.

In contrast to the entirely road-based route, the analysis of the Sorriso (MT) – Miritituba (PA) stretch, which represents the initial leg of the intermodal alternative destined for the Southeast, revealed a potential change in the composition of logistical costs. The freights observed for this stretch were R$ 250.00 per ton in September 2024 and R$ 280.00 per ton in February 2025, for distances of 1,017 km and 1,076 km, respectively. This resulted in a direct freight cost between R$ 0.25 and R$ 0.26 per ton per kilometer. Although the cost per ton-km is slightly higher than that of the direct road route to Santos at certain times, the lower absolute outlay for this initial leg is an indication that intermodality can, in theory, offer economic advantages by reducing the length of the most expensive leg of the transport.

The literature on multimodality, such as that by Alves (2012), emphasizes that the economic advantage of this type of solution critically depends on the quality of integration between modes, the efficiency of transshipment terminals, and the capacity to reduce transfer costs without compromising the operation as a whole. In the case of the Sorriso-Miritituba-Santos corridor, the transition from road to water transport in Miritituba is a critical point. If the transshipment terminals do not operate with high efficiency, the potential gains from the water leg may be neutralized by the additional costs and time for handling and waiting. This point is crucial, as the mere existence of an intermodal route does not guarantee its competitiveness; it is the synergy and fluidity between the links in the chain that determine success. Law No. 14.301/2022, which established the BR do Mar program, seeks precisely to foster this integration and efficiency, but its practical effectiveness is still being consolidated, requiring continuous investment in infrastructure and logistical coordination (Brasil, 2022; Souza, 2022).

The practical implications of this observation are clear: for cabotage to establish itself as a truly competitive alternative, it is imperative that there be robust investment in transshipment infrastructure and in the operational processes of terminals. This includes the modernization of equipment, process automation, workforce training, and the implementation of integrated logistics management systems that allow for efficient tracking and coordination of cargo between different modes. Furthermore, public policy must continue to encourage the creation of intermodal logistics corridors that offer not just a transportation alternative, but a complete logistics solution, capable of competing in cost, time, and reliability with road transport. The expansion of port capacity and the improvement of land and water access to ports are equally fundamental to ensuring that the benefits of multimodality are fully realized.

Regarding port relevance, the Port of Santos maintained its central position in the national flow of soybeans and corn in 2024. Comex Stat data (2024) revealed that, from January to December, Brazil exported 98.8 million tons of soybeans, of which 28.3% (27,961,080 tons) were channeled through Santos. For corn, out of the 39,783,168 tons exported, 42.0% (16,701,153 tons) passed through Santos. The port’s total movement in 2023, reaching 173.3 million tons, set a historical record, consolidating Santos’ strategic importance for Brazilian agribusiness.

This centrality of the Port of Santos, although not a direct comparison between modes, is a contextual factor of extreme importance for the analysis of the competitiveness of coastal shipping. The literature, such as Rocha (2006) and Ramos et al. (2025), consistently points to Santos as the main logistical option for cargo handling in its area of influence, due to its capacity to concentrate large volumes and its consolidated infrastructure. The relevance of Santos is not restricted only to recent volumes, but also to its historical capacity to attract and sustain logistical flows on a national scale. This means that any transport alternative, whether road or intermodal, aimed at exporting grains from the Center-West, will inevitably have to consider the Port of Santos as a key destination.

The practical implications of this centrality are profound. For coastal shipping operators, the ability to offer competitive services to Santos is a prerequisite for their viability. This requires not only efficient waterway routes but also integration with existing port infrastructure and the ability to compete with already established road flows. For the government and port authorities, maintaining and expanding Santos’s capacity is crucial for the competitiveness of Brazilian agribusiness. This implies continuous investments in dredging, terminal modernization, berth expansion, and improvement of land and rail access to the port, ensuring that it can absorb the increased demand for grains from various origins, including intermodal routes that use coastal shipping. The port’s operational efficiency, therefore, becomes a potential bottleneck or an enabler for the expansion of coastal shipping.

Still on port infrastructure, the operational indicators for the STS11 area of the Port of Santos, specialized in vegetable bulk solids, reveal crucial aspects for the reliability of the logistics corridor. The average consignment was 57,539 tons per vessel for soybeans and 52,282 tons for corn. In 2020, the overall throughput was 839 t/h for soybeans and 910 t/h for corn, with the operational throughput reaching 961 t/h and 1,043 t/h, respectively. The average berth occupancy rate was 65.0% at terminal ARM12A, 50.2% at ARM13/14, and 42.4% at ARM15, with average service levels of 145.6%, 139.2%, and 148.6% at these same berths. However, the average waiting time for docking at ARM12A was approximately 95 hours, and the average operating time was about 67 hours.

Table 3. Operational indicators of the Port of Santos and environmental parameters

Group	Indicator	Soybean	Maize	Unit
Port Operations	Average consignment per ship	57.539	52.282	t/ship
Port Operations	General Board	839	910	t/h
Port Operations	Operational board	961	1.043	t/h
Port infrastructure	Average ARM12A occupancy rate			65,0%
Port infrastructure	Average waiting time in ARM12A			95 hours
Port infrastructure	Average operating time on ARM12A			67 hours
Environmental	Road emissions (9 axles, GSA)			3.5393E-05 tonCO2e/tku
Environmental	Cabotage emission (GSA)			4.329E-06 tonCO2e/tku
Environmental	High restriction waterway emission (GSA)			5.59E-06 tonCO2e/tku
Economic	Time Value (GSA)			R$ 0.5652/t/day

Source: Original research results based on ANTAQ (2020); ONTL (2024)

This data, presented in Table 3, demonstrates that, although the Port of Santos shows high handling capacity and satisfactory service levels in some aspects, waiting times for berthing and operation still represent a significant challenge. The reliability of the logistics corridor, therefore, depends not only on the efficiency of land or waterborne transport, but also on the port’s ability to absorb cargo flow in a regular and predictable manner. Studies such as those by ANTAQ (2020) and Figueiredo (2016) reinforce the need for well-equipped terminals, adequate storage areas, efficient access, and good coordination between modes to ensure the fluidity of port operations. Prolonged waiting times can nullify efficiency gains obtained in other stages of the logistics chain, increasing demurrage costs and negatively impacting the competitiveness of exported products.

The practical implications of port operational indicators are vital for the competitiveness of coastal shipping. The reduction of waiting and operation times requires continuous investments in port technology, process automation, optimization of yard and berth management, and improvement of coordination among the various port agents (terminal operators, port authorities, shipowners, freight forwarders). The implementation of integrated information systems that allow for advance planning and efficient resource allocation can mitigate bottlenecks and improve operational predictability. Furthermore, the expansion of storage capacity and the improvement of road and rail access to port terminals are essential to avoid congestion and ensure a continuous flow of cargo. For coastal shipping to be a viable alternative, it needs a port that not only has capacity but operates with high efficiency and predictability, minimizing the costs associated with cargo dwell time.

The environmental dimension is another highlight in the comparison between logistical alternatives. For the transport of Agricultural Solid Bulk (GSA) by road vehicle with 9 axles, the equivalent CO2 emission factor was 3.5393E-05 tonCO2e/tku. In contrast, the emission factor for coastal shipping was 4.329E-06 tonCO2e/tku, and for inland navigation on a high-restriction waterway, 5.59E-06 tonCO2e/tku. These coefficients, also present in Table 3, demonstrate that the emission factor for coastal shipping corresponded to approximately 12.2% of the reference road factor, while the high-restriction waterway factor represented about 15.8% of this same parameter.

This substantial difference in greenhouse gas emissions, as evidenced in Table 3, positions coastal shipping and waterway transport as significantly more sustainable alternatives compared to road transport. This finding is in line with previous studies, such as that of João and Vettorazzi (2016), who observed a 35% reduction in CO2 emissions when comparing the multimodal alternative with direct road transport in the logistics of Mato Grosso soybean exports. The lower carbon footprint per unit transported is a powerful argument for promoting coastal shipping, especially in a global scenario of growing concern about climate change and the search for greener supply chains. The environmental advantage is not just an intrinsic benefit, but a competitive differential that can attract companies committed to sustainability and meet the growing demands of consumer markets for products with lower environmental impact.

The practical implications of the environmental advantage of cabotage are vast. Governments can implement fiscal and regulatory incentive policies for companies that opt for lower-emission transport modes, such as cabotage. Companies, in turn, can incorporate emission reduction into their corporate social responsibility and marketing strategies, using cabotage as a competitive differentiator. Furthermore, the demand for sustainability reports and investor pressure for ESG (Environmental, Social, and Governance) practices make the choice of cleaner modes a strategic decision. The expansion of cabotage, therefore, not only contributes to the decarbonization of the Brazilian transport matrix but also strengthens the image of the national agribusiness as a sector committed to sustainability, which can open new opportunities in more demanding international markets.

The logistic decision, however, is not based solely on direct costs and emissions, but also on the sensitivity of costs to operational conditions and the value of time. The National Observatory of Transport and Logistics (ONTL, 2024) indicated that, for GSA cargo, the value of time is R$ 0.5652 per ton per day. Furthermore, sensitivity parameters for road transport, released by ESALQ-LOG (2023), showed that a 10% increase in average road transport speed resulted in a 2.94% reduction in transport cost, while a 10% increase in fuel price raised this cost by 7.72%. In the same study, 67.83% of road cost simulations for the Sorriso-Santos route were between R$ 340.99 and R$ 416.97 per ton.

These results, also summarized in Table 3, emphasize that the road alternative, although offering greater operational simplicity and direct response to boarding, is highly exposed to diesel price volatility and traffic conditions, which directly affect average speed and, consequently, the cost of time. The economic value of time is particularly relevant for agricultural cargo, which may have restricted expiration dates or export windows, where delays can result in significant financial losses. Cabotage, in turn, can offer greater predictability over long distances, but its efficiency is intrinsically linked to the fluidity of transshipments and the operational capacity of ports, as already discussed. If there are bottlenecks at the terminals, the time and cost benefits of the waterway leg can be compromised.

The practical implications of this sensitivity are crucial for supply chain management. For road transport, mitigating risks associated with fuel volatility may involve using more efficient vehicles, optimizing routes to reduce consumption, and negotiating fuel supply contracts with fixed or indexed prices. For cabotage, the key is to ensure seamless operational integration between modes, minimizing transshipment and waiting times. This requires investments in port infrastructure and management systems that allow real-time coordination between road carriers, port terminals, and shipping lines. The choice of mode, therefore, must consider not only the direct cost but also the total logistics cost, including the value of time and exposure to operational and market risks.

Finally, the competitiveness of cabotage must be analyzed in the context of the institutional environment established by the BR do Mar program (Law No. 14.301/2022). This program was designed to facilitate ship leasing, reduce bureaucracy, and offer financial incentives, with the aim of increasing transport supply and expanding the national fleet (Brazil, 2022). Studies such as Barbosa et al. (2022) estimated that the advancement of cabotage could remove about 410,000 trucks from long-distance roads, resulting in a reduction in accidents, damages, cargo theft, and pollution levels. This perspective demonstrates the transformative potential of the policy for the Brazilian transport matrix.

However, the mere enactment of a law does not, in itself, guarantee real improvements for agribusiness. The effectiveness of the BR do Mar benefits depends on the sector’s ability to respond to incentives and overcome operational and infrastructure challenges. The participation of cabotage in the transport of agricultural bulk, although with growth potential, remains conditioned to the efficiency of the entire system and the specific characteristics of the market served (Barbosa et al., 2022). Recent qualitative studies on the program, such as those by Silva (2023) and Souza (2022), perceive the policy’s effects as positive for expanding supply and strengthening the sector, in addition to favoring greater competition and service regularity. However, these advances require continuous investments, improved logistical coordination, and operational enhancement to translate into effective competitiveness gains. The expansion of cabotage, therefore, is intrinsically linked to the capacity of terminals, operators, and other agents in the chain to respond efficiently to the potential increase in demand.

The practical implications of the BR do Mar are far-reaching. For the government, it is crucial to continuously monitor and adjust policy, ensuring that incentives are effective and that regulatory and bureaucratic barriers are progressively removed. For the private sector, the program represents an opportunity to invest in new vessels, management technologies, and strategic partnerships that enable the offering of more competitive and integrated cabotage services. Collaboration among the different links in the logistics chain – producers, road transporters, port operators, shipowners, and exporters – is essential to create intermodal logistics corridors that function cohesively. Cabotage, therefore, is not an isolated solution, but a fundamental piece in a complex logistics puzzle, whose practical viability depends on the efficiency of each component and the harmonious integration of all of them, under a regulatory framework that fosters innovation and competitiveness.

4. Conclusion

It is concluded that the objective was achieved, when evaluating the competitiveness of coastal shipping as an alternative to the road modal in the transport of soybeans and corn from the Center-West and MATOPIBA to the Port of Santos, in the post-Law nº 14.301/2022 scenario. The analyses revealed that coastal shipping presents a significant environmental advantage, with considerably lower CO2e emissions, and competitive potential over long distances. However, its practical viability and superior performance critically depend on efficient integration between modals, transshipment infrastructure, and the operational capacity of the port system, especially at the Port of Santos, which maintains its centrality in grain outflow. The persistence of high road freight rates reinforces the need for diversification of the transport matrix, but port bottlenecks, such as waiting times for docking, still represent challenges to the reliability and total cost of the logistics chain.

As limitations of this study include the exclusive use of secondary data and the focus on a single logistics corridor. For future studies, it is suggested to conduct research with primary data, which would allow for a more in-depth analysis of operational costs and transit times across different modes. It is also recommended to expand the analysis to other logistics corridors, including routes from MATOPIBA to Northern and Northeastern ports, and to compare coastal shipping with the rail modal. Furthermore, it would be valuable to investigate the practical and long-term impact of the BR do Mar program on reducing logistics costs and improving port efficiency, considering the perspective of service operators and users.

Bibliographic References

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Companhia Nacional de Abastecimento [CONAB]. 2024. Boletim logístico – julho 2024. CONAB, Brasília, DF, Brasil.

Costa, L.O. 2018. Agronegócio brasileiro: história, importância no cenário internacional e perspectivas.

Empresa de Planejamento e Logística [EPL]. 2021. O BR do Mar e a redução de custos logísticos. Disponível em: https://ontl.epl.gov.br/wp-content/uploads/2021/02/Artigo-tecnico-n-02.pdf. Acesso em: 01 abr. 2026.

Instituto Brasileiro de Geografia e Estatística [IBGE]. 2012. IBGE mapeia a infraestrutura dos transportes no Brasil. Disponível em: https://agenciadenoticias.ibge.gov.br/agencia-sala-de-imprensa/2013-agencia-de-noticias/releases/14707-asi-ibge-mapeia-a-infraestrutura-dos-transportes-no-brasil. Acesso em: 20 fev. 2026.

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