The rains were not enough to appease the problems that had been left behind by the lack of humidity.
Even so, the field did not stop. Nor did he back down. He continued to produce, and followed closely and with much indignation the famous “vaccinate” that put Argentina in the world’s newspapers.
In northern Argentina, the corn, sorghum and rice harvest is underway. It is not what was expected, but the productive wheel is advancing and will leave results for the state coffers that are so full of foreign exchange.
Livestock is trying to recover while the horizon is promising with the Asian giant of China, willing to buy not only beef but also pork.
THE DEBATE FOR HYDROVIA
There is an issue in which the leadership in general and the entities that bring together agricultural producers should have a greater presence, it is related to the Paraná-Paraguay waterway.
You cannot allow “others to debate” our issues. It is worth noting the position given by the Chaco governor Jorge Capitanich in the framework of the first meeting of the Federal Hidrovía Council, in which representatives of Chaco, Corrientes, Entre Ríos, Formosa, Misiones, Santa Fe and Buenos Aires, and the ministries of the Interior participated. and Productive Development.
Capitanich recalled that 47% of the fluvial route of South America comprises the Argentine territory, and yet 90% of the exports of the provinces comes out in land transport. That is why he insisted on the need to correct the “asymmetries” that prevent the provinces from developing, assuring that “it is necessary to design a new concept of integrated logistics.”
“We need an integrated federal-based logistics that promotes the exchange of commercial flow of imports and exports, that slows down the production process for the generation of added value and that leaves us resources and surpluses,” he proposed.
Yesterday, the governor told this journalist that “if what we have demanded and proposed materializes, surely we will be able to talk about a before and after” in road matters.
THE BARRANQUERAS ELEVATOR
In a talk given the day before, Juan Camarasa, operations manager of Colono SA explained to members of the Agroperfiles Group that the Barranqueras Elevator has a static storage capacity of 100,000 tons, with wheat base, and soy base to a lesser extent, and this Space shrinks as multiproducts with different qualities are used. Unloads 300 tons per hour.
He explained that in harvest “we work 24×7 in 10-hour shifts.” In other words, in just under 30 days we filled the plant, he said.
The shipping capacity is 700 tn / hour nominal, but real productivity drops substantially due to the mooring maneuvers, opening and closing of lids and quality controls and stowage. If one projects that operational capacity, it could operate more than all the production of the Chaco.
But the limitations are in at least three aspects: the crops of soybeans and corn that move the needle occur in 60 days a year and it is where almost the entire game is played. Secondly, the structure of the truck’s freight rate undermines multimodality, since the truckloads are worth almost twice per km than long freights. And thirdly, the dynamics of the truck freight rate following supply and demand in some way causes it to fall substantially out of harvest, with which multimodal companies lose competitiveness.
So making more volume in the Elevador, and generating a significant advantage entails more than the management itself, said Camarasa.
We have tried in these years to force the machine, we have brought the Elevator to its operational historical record in 2017, and we have collided with these factors mentioned above, said the inland waterway specialist.
THE LACK OF A LOCAL MERCHANT LACK
In addition to the lack of a national-flag merchant fleet, which has multiple reasons for being: today a shipowner that has assets of about 20 million dollars that would leave a convoy plus push will put it where it works the most and performs, and that scenario Due to various macroeconomic and macroeconomic factors, it is not Argentina. Our challenge is to balance the operations in this complex polynomial so that they flow as well as possible, optimizing each variable. We do not have a subsidy or budget, the businesses and operations that arise must be genuinely sustainable for us and our clients, “he said.
THE COST OF THE FREIGHT
“It was always said that with more trains (that is, tons to transport) we would lower the freight … With more barges, the cost would decrease?
“In order for the river cost to drop, in my opinion, the matrix of tax, labor and normative regulation must be worked out, there must be greater legal certainty and access to financing lines of capital goods at reasonable rates. There is no more barge supply for these issues “, answered.
At the same time, he indicated that in the analysis “we tend to get caught up in the analysis of the transaction, but it is the institutional factor that crosses and limits us.”