STUDY OF LOGISTICAL INTERMODALITY IN
PARANÁ STATE – BRAZIL
Technical Note
Claudia Tania Picinin
Universidade Tecnológica Federal do ParanáJoão Luiz Kovaleski
Universidade Tecnológica Federal do ParanáLuiz Alberto Pilatti
Universidade Tecnológica Federal do ParanáBruno Pedroso
Universidade Estadual de CampinasMarcus Vinicius Pereira Gonçalves
Faculdades Integradas de ItararéABSTRACT: Intermodal transportation is characterized by the transfer of goods from the origin point to a destination, involving two or more different modals of transportation. This paper aims to analyze modal road and rail transportation in the Campos Gerais region, as a form of concentrated cargos (stor-age and distribution) in this region. The empirical secondary data was obtained from federal (stor-agencies, such as the Ministry of Development and Instituto Brasileiro de Geografia e Estatística (IBGE). The modal choice emphasizes each specific characteristic and costs cutting. The Campos Gerais region pres -ents significant exports, representing 41% of the state of Parana in 2004. The logistics junction of Cam -pos Gerais region is focused on modal road-rail, centering on a large volume of cargo in this region. Keywords: Logistics; modal of transportation; intermodality.
71
1. INtroDuctIoNThe methods used to perform the transportation may be the most varied depending on the type of cargo, location of the production company, availability of resources for the implementation of transportation such as highways, railroads, airports and ports, as well as several other factors that can directly and in-directly influence this practice.
Machline (2011) argues that during the period be-tween the 1950’s to 2000’s, companies have gone
organization acts based on an imprint aimed at the global view on the “era of supply chains.” Based on a corresponding approach, Bozarth et al. (2009), and Machline (2001), stated that in the last 20 years there was a “convergence of the traditionally distinct ar-eas of operations management (OM), sourcing, and logistics into a single area commonly known as sup-ply chain management (SCM)”.
According to Damaria (2004), the intermodal trans -portation of cargo uses the integration of different modalities, objectives the gain efficiency. Intermod -al transportation requires bill for each shipment in different modals under different responsibilities, as multimodal transport requires a single shipment bill under the responsibility of a legal person.
For Rodrigues (2003, p. 31) these modals can be sub -divided into road, rail, river / lake, sea, waterway, air and pipeline. Road transportation, even in some cases accounting for the high cost carrier, covers most of the Brazilian territory. The railway route has no flexibil -ity, being restricted to a single path and is not as fast as road transportation, but has a significantly lower cost. Road transportation is different from rail routes because it can supply routes without walking dis-tance, finished products and semi-finished products. Ballou (1993), affirms that the basic difference be -tween rail and road modal transportation is their way of acting, once trucks are able to manipulate a smaller variety of cargo due to security restrictions (regarding size and weight of the cargo). In addition, trucks offer greater flexibility in delivering cargo in installments.
This article aims to analyze the road and rail trans-port modality in the region of Campos Gerais, as a form of concentrated loads (storage and distribu-tion) on that studied region.
2. INtermoDalIty
Intermodality is the transportation of merchandise from the origin point to a delivery point, by using different modes. The documentation is issued inde -pendently, one for each carrier, each taking respon-sibility for their transport.
For Damaria (2004), the choice of modal to be used in the international distribution of merchandise is critical, so it is very important to know every detail for creating and developing appropriate logistics. For this study, modal road and rail transportation
will be detailed , being more directly linked to the structure of the logistics platform to be installed in the city of Ponta Grossa.
All the transportation modes use terminals and plat-forms to move the loads. The terminals are inevita-bly the origin or destination point of traffic, and in some cases, the point where the load requires ser-vices such as consolidation/deconsolidation for the distribution of loads. Therefore, they can be consid-ered a mix of facilities where the transport process is originated or completed.
2.1 modal road
Among the modes, roads are most used in Brazil, rep-resenting about 60% of the transport of cargo carried through the country. The road still has a long lifetime in Brazil, because even though it has a considerably high cost compared to rails, for example, it takes ad -vantage of the structure the country offers, considering the existing roads.
The lower deployment cost per kilometer and the low-est period of maintenance compared to the modal rail results in a fast expansion of road infrastructure (Ro -drigues, 2003, p. 49). A major reason for the develop -ment of highways is the shortest time for construction and maintenance, being encouraged by the rulers of this modal choice, especially in the period between 1956 and 1961.
Road transportation is the most flexible and agile to access cargo. They are transported in spaces reserved directly with carriers, which can be done together or separately with another cargo, when the load is sufficient for the to -tal space of the vehicle (Damaria, 2004). Road transporta -tion is widespread by the structure and the convenience it offers, considering the unfolding of the course. According to Rodrigues (2003, p. 51), road transportation is a more efficient and simpler type of transportation; its only re -quirement is the existence of roads.
The flexibility offered by road transport is undoubt -edly one of the key differing points which gives it an advantage, considering other modes, so the country has today a considerable fleet of trucks that perform this type of service for both cargo closed, and for frac-tional loads.
2.2 modal rail
According to the Agência Nacional de Transportes Ter-restres - ANTT2, rail transportation is characterized by
carrying large volumes with high efficiency, especially in cases of displacement to medium and long distances. The loads typical of this transportation are: steel prod-ucts, grain, iron ore, cement and lime, fertilizers, petro-leum, limestone, coal and clinker, and also containers. The modal rail embraces the important features the high competitiveness of transport for large volumes and long distances, and are safe, economical and clean - in this case, there is an option to use biodiesel (CNT, 2007). According to Ballou (2001), there are two legal types of rail service, being common or private carriers. For private services, the carrier sells transportation to all shippers, as the services settled by economic and se -curity regulations of government agencies. Private transportation is already acquired by the shipper for the purpose of serving only the owner. Due to the lim-ited scope of the private carrier, the drive train is the usual type.
According to Damaria (2004), the modal rail normally binds neighboring countries. It has flexible routes, by being restricted to a single path, and is not as nimble as road transport. The share of railway transportation between Brazil and other Latin American countries is still unexpressive, the difference being a gauge of the biggest problems. The movement of freight by railroad offers special benefits to the shipper, either in bulk, coal or grain, refrigerated goods or automobiles, which re-quire special equipment for transportation.
2.1.1 modal rail in Brazil
Brazilian rail has been experiencing an important moment after going through a process of granting the federal networks a private initiative, imple-mented by contracts for the operation of public rail freight. The Union concluded by the addition of concession contracts, the Union and the concession-aires signed the leases on assets tied to each one of networks coming from the privatization of the Fed-eral Railway SA - RFFSA. As one of the results, the transported volume has grown year after year, pro -viding significant savings in cargo transportation to the country.
According to Clésio Andrade (2007), President of the CNT, modal rail currently constitutes 25% of Brazil’s transportation matrix. The Brazilian railway system totals 29,706 km, focusing on South, South
-east and North-east, given part of the Midwest and North. Approximately 28,840 km of network was granted (ANTT).
2.3 comparisons between the modal
The rail provides greater security, compared to road transportation, because it has lower accident rates and a lower incidence of burglaries and robberies. To Caixeta Gameiro and Filho (2002, p. 3), is the fol-lowing situation is considered cargo theft: “the situ-ation in which individuals illegally take possession of part or the entire load of a carrier vehicle, which may occur, in the last case, the disappearance or no of the vehicle concurrently with the stolen goods” In Brazil, the occurrence of “cargo theft” indicates a preference for products with high added value and easy market distribution.
Road transportation has a unique feature that differ -entiates it from all other modes, which is its ability to travel by any means. It doesn’t attach to fixed or rigid paths routes, having the ability to pass by any place, presenting a unique flexibility. This feature gives to this mode an extraordinary advantage in the race for the load with the other modes (Keed, 2003). This modal has an advantage towards rail modals or air modals, once the door to door services are not inter-rupted by loading and unloading between the source and destination, along their frequency of performance, availability, speed and convenience. Besides these characteristics, modal rail road is different from other aspects, such as transportation may be common, pri-vate or hired through a contract carrier, which attends the needs of a particular form of a shipper.
Comparing the railroads to other modes, it seems that its implementation cost is lower, but its oper-ating cost is very high. It is the most widely used in Brazil, allowing flexibility and access to isolated points (Wanke & Fleury, 2000).
Figure 1 – Transport road, rail and waterway
Source: CNT (2007)
In Brazil, considering only 2006, the road freight transport moved 639 million tons, although, rail freight moved 431 million tons of products. In 2000, Brazil ranked 446 million tons and rail transport 304 million tons. Compared to 2006 data, it is perceived that the increase in volume transported through the road transportation has increased more significantly compared to rail transportation.
2.3.1 cost of transportation
The necessity to know the current total costs of logis-tics, physical distribution and storage of products in-fluences the negotiation potential of the organization. Christopher (2002), says the need to manage the activ -ity of total logistics and distribution mainly as a com-plete system, considering the effects of decisions taken in one area of cost on others, has considerable impact for the company. The verification of the cost should not place rigid, which has not allowed analysis of the costs. Flexibility for the analysis is necessary.
Martins et al (2010), points out that the transporta -tion activity is the basis of distribu-tion, since it is responsible for directly impacting costs, and posi-tively or negaposi-tively influences customer satisfaction. The authors argue that the act of delivery performed with delays or defects affect customer loyalty or im -pacts on decisions regarding new purchases.
Ballou (2001) says that transportation cost is most relevant in logistics, accounting for two thirds of total logistics costs. The transportation modes can be used individually (water, rail, road, air and pipeline) or a combination of them, featuring intermodality. Appropriate price, the av-erage time in transit time, variability in transit and dam-ages are considered the choice of modes. These factors are important to make the most appropriate decision. The price corresponds to the cost of transportation to the shipper. The transportation cost includes the value
of moving between two points (origin and destination) and is contained in fuel, manpower, maintenance, de-preciation of equipment and administrative costs. Bal-lou (2001) presents the approximate costs per ton-mile of the modes. Costs are different for each type of trans -port as pointing to a table 1:
Table 1 – Value per modal
Average freight, transport per mile, cost per modal
Modal Price/ton mile
Rail 2,50
Road 25,08
Waterway 0,73
Pipeline 1,40
Airway 58,75
Source: Adapted by Ballou (2001, p. 121)
The values for the air transport value and represent the largest waterway and pipeline with the lowest values. The damages also require transport. Trans-portation must be done quickly; however, it must in-clude reasonable care to avoid or prevent damages. Citing the figure of the transporting agent, Ballou (2001, p. 122) points out: “as the ability of carriers to move loads without damage is different, it becomes a factor in selecting a carrier.” The losses are tied to costs such as losses resulting from inadequate ser-vice to customers.
-able costs significantly lower. According to Ballou (2001), the loading, unloading, billing, collection and handling of trains in the yard of multiple prod-ucts and multiple cargo terminals extend costs for railroads because the increase in shipments, have the effect of reducing costs in scale of the terminal. The cost of the railway includes wages, fuel, oil and maintenance. Fixed costs represent, in average, one third of total costs. The railroad’s strategy is to re -duce unit costs, in other words, distribute the costs on an economy of scale.
For the highway mode, fixed costs are low, but vari -able costs are considerably high, due firstly to main -tenance of roads, charged to users in the form of taxes on fuel, tolls and fees on the weight carried per mile. In Brazil, according to Mason et al. (2003), empirical studies have shown that the cost of transport to reach 2% to 4% of sales and 30% to 60% of total logistics costs of firms. Besides direct costs, related to trans -portation decisions, there are also storage costs, ser-vices and production planning (Holter et al. 2008). Costs for terminal expenses, which include collec -tion, delivery and management platforms, billing, collection and transmission lines represent 15% to 25% of the total cost of transportation (Ballou, 2001). The total cost per unit decreases by increasing the volume transported and the distance of the ship-ment because the cost of the terminals are better ab -sorbed by ton-miles.
Wanke, Correa and Hijjar (2010), stand out some ways, such as outsourcing, to increase productiv-ity and reduce logistics costs. This type of activproductiv-ity is not new, but the benefits are clear, since this seg -ment seeks excellence through specialization. From this perspective, Martins et al. (2005), indicate that the goal of integrating the supply chain is reducing cost generated by sectors of production, inventory,
warehousing, distribution and transporta
tion.
3. methoDology
According to the research classification proposed by Gil (2010), the present study is classified as an ap -plied nature study, quantitative considering the ap-proach of the problem, exploratory considering the aims of the study and bibliographical regarding the technical procedures.
To identify the problem - analysis of the modal road and rail transport in the city of Ponta Grossa, as a way of concentration of loads (storage and
distribu-tion) in the region – the knowledge produced about the subject was explored . The methodological pro -cedures have first appeared in a theoretical and em -pirical study and later in a survey of data available on the internet.
Scientific publications and information available on -line in IBGE, a federal agency related to the Minis-try of Development, in order to obtain the empirical secondary data it was used . Data related to logistics structure in the Campos Gerais region, as well as the GDP by sector (agriculture and industry) of Ponta Grossa and the fleet of vehicles was collected from the IBGE database.
Data on imports and exports related to the districts within the region of Campos Gerais was collected in the database of the Ministry of Development, Indus-try and Foreign Trade, by clicking the label “comércio exterior” and later on the label “estatísticas de comércio exterior.” The collected data allowed for the construc-tion of a panorama of the following aspects of the Campos Gerais region: (i) the volume exported and imported by the municipalities of Campos Gerais; (ii) The main products exported and imported by the region of Campos Gerais; (iii) Export of Ponta Grossa in relation to other municipalities in the state of Paraná which present a similar dry port structure installed.
To present the data previously mentioned, it was considered an import and export volume equal to 100%, and in both situations not every district of the region has an import or export activity. Empirical data collected is predominantly quantitative, since the import and export indicators are presented nu -merically, with expository charts and graphs. It was used basic statistics for the presentation of the results using percentages, sums and cumulative frequency.
4. outcomes
4.1 Junction logistics in campos gerais
-gi and Ventania. Figure 2 shows the geographical distribution of the cities in Campos Gerais.
Figure 2: Cities in Campos Gerais Area
Source: Associação dos Municípios dos Campos Gerais3
Founded in 1812, Ponta Grossa stands out in the composition of the Campos Gerais logistic junction. The municipality is limited territorially with Campo Largo, Ipiranga, Teixeira Soares, Palmeira, Tibagi and Castro. According to the Brazilian Institute of Geog-raphy and Statistics - IBGE (2009), Ponta Grossa is lo -cated 975 meters above sea level, has a population of 314,680 inhabitants, of whom 164 000 are the econom -ically active population (PEA - 15 to 65 years ). Ponta Grossa has 2068 km ² of territorial extension and is located 118 km far from the capital, being linked to it by highways and railroads. The city has a core po-larization potential due to its location, including road and rail junctions (Ipardes, 2009). The first link with the capital Curitiba was in 1894. In 1906 the “Square
station” was inaugurated, which linked Sao Paulo to Rio Grande do Sul by railroad.
The railway lines depart from the State of Parana through the capital and following the port. The rail-roads enabled the development of culture, commerce and transportation in the region, having connected the region to major centers.
Figure 3: Logistics Conjuncture of Ponta Grossa City and its Region
Source: IBGE, 2009.
Ponta Grossa presents dense road and rail junctions, enabling access to other regions. According to the IBGE (2009), the municipality of Ponta Grossa has paved roads, and many of them are duplicated. The closest highways are BR-376, connecting the region to the port of Paranagua, north and northeast of the state; BR-37 and BR-277 providing access to the West and Southeast regions of the state, linking Ponta Grossa PR 151 to Sao Paulo and Planalto Central. Ponta Grossa is located near Transbrazilian High-way, which links the northern, central and southern Brazil and is a major route for disposal of products. Ponta Grossa includes a large rail infrastructure that goes through the same agricultural production for export through the port of Paranagua. The area railway Uvaranas allows for the screening of incom-ing cargo, while the Desvio Ribas (located near the Industrial District) made the delivery to the area of industries. This same deviation carries the flow of
production, corresponding to an average of 240 cars daily. Figure 4 shows the interconnection station.
Figure 4: Junction logistics Ponta Grossa
The system of railroads in the city consists of the Federal Railway Network SA, which has its direc-tion lines to Curitiba, Paranagua port and southern Brazil, Central Railroad of Paraná, with direction lines to Sao Paulo (Ourinhos) and Apucarana in the northern part of the state through Wenceslas Bráz). Near Ponta Grossa there are several storage centers for products beyond units for slaughtering animals, strengthening the export potential and industrial -ization of the region.
4.2 Imports and exports in campos gerais
In exports, Parana took the position of second place in Brazil in exports in 2004, and in 2003 it took 4th place. From 2003 to 2004, exports on Paraná in -creased 43% in the first semester.
Paraná exported a total of $ 1 billion to China in a period of eight months (January-September 2004). China represents the largest purchaser of products from state and these are mainly grains and poultry. The sum of exports from the municipalities of Cam -pos Gerais in the period from January to September 2004 represents 41% of exports from Paraná, corre -sponding to U.S. $ 1.677.473.385 in F.O.B. values. The economic sectors that stand out are secondary, including food, chemical, wood processing, furni-ture manufacturing, packaging, beverages, automo-tive components, metallurgical, and trade.
The primary sector (agriculture and animal hus-bandry) is four times smaller than the secondary sec-tor. The trade sector stands out with vehicles, parts and accessories, hardware, super and hypermarkets, fuel, agricultural, household and lubricants. Table 2 shows the PIB of Ponta Grossa in accordance with the business sector:
Table 2 – Ponta Grossa GDP by sector
GDP for activity of Ponta Grossa
Year Agriculture Industry Service
1996 3% 30% 67%
2000 5% 56% 39%
Source: IBGE (2009)
It is noteworthy that from 1996 to 2000, there was a re -versal in the predominant sectors of activity. The ser-vice had a greater degree of activity in 1996 and the industry begins to exert greater importance in PIB in 2000. To characterize the export potential of Campos Gerais a survey of exports was held at the Ministry. The region exported a total of U.S. $ 2,120,431,004.
The municipalities that contribute to a greater
degree of significance to leverage the volume
of exports from the region are Ponta Grossa
and
Telêmaco Borba, respectively. Table 3
pres-ents the volume exported by Campos Gerais
in 2008.
Table 3 – Campos Gerais Region Exported Volume
Municipalities US$
Percentage by municipalities of Campos Gerais
Ponta Grossa 1.619.510.532 76,38
Telêmaco Borba 349.660.138 16,48
Jaguariavaia 50.069.258 2,36
Arapoti 44.536.806 2,10
Castro 21.524.295 1,01
Ventania 18.587.864 0,87
Carambei 9.038.903 0,41
Palmeira 5.526.120 0,26
Tibagi 1.296.407 0,06
São João do Triunfo 406.113 0,02 Ortigueira 274.568 0,04
TOTAL 2.120.431.004 100
Ponta Grossa, by itself, exported 76.38% of the exported volume, amounting to US$ 1,619,510,532. Ponta Grossa and Telêmaco Borba sent abroad a total of 93% of to-tal volume. It is noteworthy that the municipalities are not all municipalities belonging to Campos Gerais that carry out export activities.
The main products in natura were exported, such as grain (mostly soy). In 2004, the automotive products of increasing their participation in the State’s exports, accounting for 16.5% of total volume. For 2008, follows in Table 4, with the main products exported.
Table 4 – Principal Products Exported by Campos Gerais
Products Percentage by Campos Gerais
Bagasse and solid waste soybean 19,55
Cuts and offal of chicken 17,68
Brute soybean oil 16,44
Soybean oil crushed 4,84
Soybean oil in containers 3,30
Grain maize 2,74
Frozen pork 2,48
Coated paper 2,13
Meat of turkey cock 1,42
Source: Adapted of Ministry of Development, Industry and foreign trade (2008)
The rest are the most significant products to make up the volume exported -solid soy waste, the pieces and offal of chicken and crude soybean oil. In imports, the
total is US$ 335,401,383. Only seven Municipalities That Are part of the Campos Gerais region present imports, the Table 5 Indicates:
Table 5 – Volume imported by Campos Gerais – PR
Municipalities US$ Percentage by municipalities of Campos Gerais
Ponta Grossa 227.701.450 67,89
Telêmaco Borba 45.473.006 13,56
Arapoti 25.160.109 7,50
Jaguariaíva 12.142.971 3,65
Carambeí 9.503.571 2,83
Castro 8.526.743 2,54
Palmeira 6.717.332 2,03
TOTAL 335.401.383 100
Source: Adapted of Ministry of Development, Industry and foreign trade (2008)
Ponta Grossa represents 67.89% of the capacity im -ported by the region. Imports are the major chemicals, which are used to manufacture other products, wheat with rye and wheat and soybeans. These three
Table 6 – Imported products by Campos Gerais
Products Percentage by Campos Gerais
Chemical compound 42,34 Wheat and wheat with rye 13,42
Soybean 4,68
Laminate (iron and steel) 1,46
Beans 1,40
Accessories for aluminum tubes 1,31 Granules, chips and marble powder 1,31 Vulcanized rubber tube 1,27 Paper of cellulose 1,11 Panels and Woods fibers 1,05
Others 31,65
Source: Adapted of Ministry of Development, Industry and foreign trade (2008)
The region imports a lot of products in very small quantities, which together produce 31.65% of the value of ex -ports, shown in table as “other.” Compared to other municipalities with dry port already installed, Ponta Grossa has a high amount exported. Table 7 shows the amount exported by Ponta Grossa compared with municipalities that have installed a dry port in Parana.
Table 7 – Exports of Ponta Grossa and municipalities with dry ports
Municipalities Volume exported (US$)
Ponta Grossa 1.232.272.676
Maringá 455.809.925
Londrina 366.001.655
Cascavel 273.390.308
Foz do Iguaçu 136.556.637
Source: Adapted of Ministry of Development, Industry and foreign trade (2008)
Figure 5: Vehicle fleet
Source: IBGE (2009)
According to analysis by IBGE (2009), 4.7% of Ponta Grossa’s vehicles are designed to carry loads; in oth
-er words, they are composed of trucks. In the same
sphere, the average for Paraná corresponds to 4.8% of the total fleet; Brazil has 3.8% of the fleet of ve-hicles to transporting loads.
5. DIscussIoN
The positioning of Ponta Grossa, between the rail route linking the interior of Parana to Paranagua Port and agricultural areas provides the installation of manufacturing industries, with activities geared towards foreign trade. Ponta Grossa presents dense road and rail junctions, enabling access to other re-gions. Ponta Grossa includes a large rail infrastruc-ture that passes through the same agricultural pro-duction for export through the Paranagua Port. The system of railroads in the city consists of the Federal Railway Network SA, which has its direc-tion lines to Curitiba, Paranagua port and southern Brazil, Central Railroad of Paraná, with direction lines to Sao Paulo (Ourinhos) and the northern city of Apucarana through Wenceslas Bráz).
To characterize the export potential, a survey of ex-ports of Campos Gerais was developed by the Bra-zilian government. The region exported a total of U.S. $ 2,120,431,004. The municipalities that contrib-ute to a greater degree of significance to leverage the volume of exports from the region are Ponta Grossa
and Telêmaco Borba, respectively.
In imports, the total is U.S. $ 335,401,383. Ponta Gros -sa represents 67.89% of the volume imported by the region. The major imports are chemicals, which are used to manufacture other products, wheat with rye and wheat and soybeans. These three products rep-resent 60.44% of the total imports by broad fields.
CONCLUSION
Intermodality is the transportation of merchandise from a point of origin to a point of delivery, through different modes. The documentation is issued inde -pendently, one for each carrier, each one taking re-sponsibility for their transport.
re-gion of Campos Gerais, express an environment which could be cargo centralized in Parana State, as well as the municipalities of Maringá, Londrina, Cascavel and Foz do Iguaçu. In addition to the large volume of import and export cargo that are trans -ported in the region, there is a concentration of rail-way infrastructure installed, besides support roads providing access to metropolitan areas and ports in Brazil. Therefore, it is understood that the purpose of this study was achieved, since there was the pre-sentation of data showing the volume of cargo trans-ported centralization, as well as the main modes of transportation incident in the region (road and rail). Since there are few Brazilian studies in logistics, and more particularly in the modes of transportation, this study presents potential contribution to scholars and public officers, by presenting potential improve -ment and business opportunities, respectively. The first item to be observed in the logistic segment is that it can represent business opportunities to the com-panies, as well as a problem, due the operational costs that it involves. Another factor that must be considered is the supply chain’s tendency to use information tech -nology as a driving force, followed by technological in-novations, such as better efficiency for vehicular fuels or radio frequency identification (RFID). In this con -text, the companies are immersed in an environment that demands detailed operational, tactical or depart-mental planning,, such as supply chain planning. The study carried out in the Campos Gerais region has similar purposes, pointing the possibility for generating revenue with the implementation of dis-tribution centers, like a dry harbor, for example. Transcending governmental contributions, the present investigation shows that the logistic mapping of the Campos Gerais region enables the local companies to develop their master plans in this segment with better safety , to define the location of implantation of new companies and to enlarge the choice possibility of the region, as well as to guide the actions of already exist -ing companies. Therefore, the logistic mapp-ing of the studied region enables the managers better possibili -ties in logistics decision-making based on their capac-ity for generating profits instead of minimizing costs. The study presents limitations because focused on only one region of the state of Paraná. From this per-spective, research with similar nature may analyze other regions of Brazil with centralizing structures, such as dry ports.
REFERENCES
ANTT – Agência Nacional Dos Transportes Terrestres. A evolução do transporte ferroviário. (2010). Brasília.
ASSOCIAÇÃO DOS MUNICÍPIOS DOS CAMPOS GERAIS. Avail-able at: <http://www.amcg.com.br>. Accessed May 15, 2009. Ballou, R. H. (1993). Logística empresarial: transportes,
administra-ção de materiais e distribuiadministra-ção física. São Paulo: Atlas.
Bookman. (2001). Gerenciamento da cadeia de suprimentos: plane-jamento, organização e logística empresarial. (4th ed.). Porto Alegre: Ballou, R. H.
Bordin, E. Q. (2008). Análise das empresas transformadoras de carga com ênfase na tecnologia de rastreamento. Dissertação (Mestrado em engenharia de transportes) – Programa de pós-graduação de engenharia, Universidade Federal do Rio de Janeiro, Rio de Janeiro.
Bozarth, C. C.; Warzing, D. P.; Flynn, B. B.; Flynn, E. J. (2009). The impact of supply chain complexity on manufacturing plant
performance. Journal of Operations Management, v. 27, p. 78-93.
Christopher, M. (2002). Logística e gerenciamento da cadeia de supri-mentos: estratégias para a redução de custos e melhoria dos serviços: São Paulo: Pioneira.
CNT – Confederação Nacional do Transporte. Pesquisa rodoviária 2007. (2007). Relatório gerencial. Brasília: SEST SENAT. Damaria. M. (2004). Operador de transporte multimodal como fator
de otimização da logística. Dissertação (Mestrado em Engenha-ria de Produção) - Programa de Pós-Graduação em Engen-haria de Produção e sistemas, Universidade Federal de Santa Catarina, Florianópolis.
DESENVOLVIMENTO. (2009). Ministério do desenvolvimento, indústria e comércio exterior. Available at: <http://www.mdic. gov.br/sitio/>. Accessed August 10, 2009.
Fleury, P. F.; Wanke, P.; Fiqueredo, K. F. (2000). Logística empre-sarial: a perspectiva Brasileira. São Paulo: Atlas.
Gameiro, A. H.; Caixeta Filho, J. V. (2002). Administração de se
-guros no transporte de cargas. Revista de Administração Em-presarial (eletrônica). São Paulo, v. 1, n. 1, jan./jun. p. 1-12.
GIL, A. C. (2010). Métodos e técnicas de pesquisa social. (6th. ed). São Paulo: Atlas.
Holter, A. R.; Grant, D. b.; Ritchie, J.; & Shaw, N. (2008). A frame
-work for purchasing transport services in small and medium size enterprises. International Journal of Physical Distribution & Logistics Management, v. 38, n. 1, p. 21-38.
IBGE – Instituto Brasileiro de Geografia e Estatística. (2009). Avail-able at: <www.ibge.org.br>. Accessed April 03, 2009. IPARDES – Instituto Paranaense de Desenvolvimento
Econômi-co e Social. (2009). Caderno Estatístico: Município de Ponta Grossa. Jun./2009.
Machline, C. (2011). Cinco décadas de logística empresarial e ad -ministração da cadeia de suprimentos no Brasil. Revista de Administração Empresarial. São Paulo, v. 51, n. 3, maio/jun., p. 227-231.
Martins, R. S.; Rebechi, D.; Prati, C. A.; Conte, H. (2005). Decisões estratégicas na logística do agronegócio: compensação de custos transporte-armazenagem para a soja no estado do
Paraná. Revista de Administração Contemporânea, v. 9, n. 1, jan./ mar, p. 53-78.
Martins, R. S.; Xavier, W. S.; Souza Filho, O. V. & Martins, G. S.
(2010). Transport management in small and medium-sized
enterprises in Brazil. Journal of Operation and Supply Chain Management, v. 3, n. 1, p 55-66.
Mason, S. J.; Ribera, M. P.; Farris, J. A.; & Kirk, R. G. (2003). Integrat -ing the warehous-ing and transportation functions of the supply chain . Transportation Research - Part E, v. 39, n. 2, p. 141-159.
Rodrigues, P. R. A. (2003). Introdução aos sistemas de transporte no Bra-sil e à logística internacional. (3rd ed.) São Paulo: Aduaneiras. Secretaria do Estado do turismo (2011). Regiões turísticas.
Avail-able at: <http://www.setu.pr.gov.br/modules/conteudo/con-teudo.php?conteudo=14>. Accessed June 7, 2011.
Wanke, P. F.; Correa, H. L.; Hijjar. M. F. (2010). Establishing the relationship between logistics complexity and supply chain objectives and decision areas in large companies operating in Brazil. Journal of Operation and Supply Chain Management, v. 3, n. 1, p 34-54.
author’s BIograPhy
claudia tania Picinin: MSc in Production Engineering by UTFPR (Brazil). PhD student in Business
Adminis-tration of UP (Brazil). Professor of Business AdminisAdminis-tration undergraduate course of FAFIT-FACIC (Brazil). João luiz Kovaleski: PhD in Industrial Instrumentation by Université Joseph Fourier (France). Professor of MSc in Production Engineering of UTFPR (Brazil).
luiz alberto Pilatti: PhD in Physical Education by UNICAMP (Brazil). Professor of MSc in Production
Engi-neering of UTFPR (Brazil).
Bruno Pedroso MSc in Production Engineering by UTFPR (Brazil). PhD student in Physical Education of
UNICAMP (Brazil). Professor of Physical Education undergraduate course of FAFIT-FACIC (Brazil).
marcus Vinicius Pereira gonçalves: MsC in Business Administration by UNIVALI (Brazil). Coordinator of
