STUDY OF LOGISTICAL INTERMODALITY IN PARANÁ STATE BRAZIL Technical Note

Transcription

1 Volume 4 Number 2 July - December 2011 STUDY OF LOGISTICAL INTERMODALITY IN PARANÁ STATE BRAZIL Technical Note Claudia Tania Picinin Universidade Tecnológica Federal do Paraná claudiapicinin_adm@yahoo.com.br João Luiz Kovaleski Universidade Tecnológica Federal do Paraná kovaleski@utfpr.edu.br Luiz Alberto Pilatti Universidade Tecnológica Federal do Paraná lapilatti@utfpr.edu.br Bruno Pedroso Universidade Estadual de Campinas brunops3@brturbo.com.br Marcus Vinicius Pereira Gonçalves Faculdades Integradas de Itararé mviniciuspg@hotmail.com Abstract: 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 (storage and distribution) in this region. The empirical secondary data was obtained from federal 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 presents significant exports, representing 41% of the state of Parana in The logistics junction of Campos Gerais region is focused on modal road-rail, centering on a large volume of cargo in this region. Keywords: Logistics; modal of transportation; intermodality. 1. Introduction The 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 indirectly influence this practice. Machline (2011) argues that during the period between the 1950 s to 2000 s, companies have gone 71 through four ways of organizing logistics organizations internally. Until 1950, the companies developed activities on their own, ruled by the era of transportation. From 1950 to 1970, companies ran through a phase of predominance of a systemic vision, in which the age of business logistics predominated. From 1970 to 2000, there were two phases of greater structural impact in organizations, which the era of supply chain, was active from 1970 to 2000, with an integrated circuit of manufacturing, logistics and other organizational functions. After 2000, the

2 72 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 areas of operations management (OM), sourcing, and logistics into a single area commonly known as supply chain management (SCM). According to Damaria (2004), the intermodal transportation of cargo uses the integration of different modalities, objectives the gain efficiency. Intermodal 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 subdivided 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 flexibility, 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 distance, finished products and semi-finished products. Ballou (1993), affirms that the basic difference between 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 transport modality in the region of Campos Gerais, as a form of concentrated loads (storage and distribution) 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 independently, one for each carrier, each taking responsibility 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 platforms to move the loads. The terminals are inevitably the origin or destination point of traffic, and in some cases, the point where the load requires services such as consolidation/deconsolidation for the distribution of loads. Therefore, they can be considered 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, representing 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 advantage of the structure the country offers, considering the existing roads. The lower deployment cost per kilometer and the lowest period of maintenance compared to the modal rail results in a fast expansion of road infrastructure (Rodrigues, 2003, p. 49). A major reason for the development 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 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 total space of the vehicle (Damaria, 2004). Road transportation 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 requirement is the existence of roads. The flexibility offered by road transport is undoubtedly 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 fractional loads. 2.2 Modal Rail According to the Agência Nacional de Transportes Terrestres - ANTT 2, rail transportation is characterized by 2 National Land Transportation Agency

3 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp carrying large volumes with high efficiency, especially in cases of displacement to medium and long distances. The loads typical of this transportation are: steel products, grain, iron ore, cement and lime, fertilizers, petroleum, 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 security regulations of government agencies. Private transportation is already acquired by the shipper for the purpose of serving only the owner. Due to the limited 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 require special equipment for transportation 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, implemented by contracts for the operation of public rail freight. The Union concluded by the addition of concession contracts, the Union and the concessionaires signed the leases on assets tied to each one of networks coming from the privatization of the Federal Railway SA - RFFSA. As one of the results, the transported volume has grown year after year, providing 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, Southeast and Northeast, 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 following situation is considered cargo theft: the situation 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 differentiates 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 interrupted 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, private 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 operating cost is very high. It is the most widely used in Brazil, allowing flexibility and access to isolated points (Wanke & Fleury, 2000). According to Bordin (2008), the modal most used in Brazil is the road; the second modal is present in the rail operating costs low. The waterway modal oscillation has increased the volume transported, a decrease of 6.5% from 2005 to Figure 1 shows the carriage performed through road, rail and water transport in the period 2000 to 2006.

4 74 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 Cost of transportation The necessity to know the current total costs of logistics, physical distribution and storage of products influences the negotiation potential of the organization. Christopher (2002), says the need to manage the activity of total logistics and distribution mainly as a complete 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 transportation activity is the basis of distribution, since it is responsible for directly impacting costs, and positively or negatively influences customer satisfaction. The authors argue that the act of delivery performed with delays or defects affect customer loyalty or impacts 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 average time in transit time, variability in transit and damages 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, depreciation of equipment and administrative costs. Ballou (2001) presents the approximate costs per ton-mile of the modes. Costs are different for each type of transport 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. Transportation must be done quickly; however, it must include 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 service to customers. Costs can be classified as variables; in other words, which change according to the volume of services provided for loads carried and fixed costs, which are independent of this variation. For the analysis of transport costs it is important to check two variables: volume and shipment. Each one of them has a particular characteristic modal for costs as indicated by their nature. So, there are some dimensions for the different types of modes. The modal rail presents its high fixed costs and vari-

5 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp able costs significantly lower. According to Ballou (2001), the loading, unloading, billing, collection and handling of trains in the yard of multiple products 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 reduce unit costs, in other words, distribute the costs on an economy of scale. For the highway mode, fixed costs are low, but variable costs are considerably high, due firstly to maintenance 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 transportation decisions, there are also storage costs, services and production planning (Holter et al. 2008). Costs for terminal expenses, which include collection, 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 shipment because the cost of the terminals are better absorbed by ton-miles. Wanke, Correa and Hijjar (2010), stand out some ways, such as outsourcing, to increase productivity and reduce logistics costs. This type of activity is not new, but the benefits are clear, since this segment 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 transportation. 3. Methodology According to the research classification proposed by Gil (2010), the present study is classified as an applied nature study, quantitative considering the approach 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 distribution) in the region the knowledge produced about the subject was explored. The methodological procedures have first appeared in a theoretical and empirical study and later in a survey of data available on the internet. Scientific publications and information available online in IBGE, a federal agency related to the Ministry 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, Industry and Foreign Trade, by clicking the label comércio exterior and later on the label estatísticas de comércio exterior. The collected data allowed for the construction 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 numerically, 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 The region known as Campos Gerais was defined by present grasslands, forests or isolated clusters of forest, where often we see the Araucaria pine. In other words, the region was bounded due to similar geographic features. The region covers routes taken by drovers from Rio Grande do Sul to São Paulo and Minas Gerais and it is composed by the following cities: Arapoti, Carambeí, Castro, Guamiranga, Imbaú, Imbituva, Ipiranga, Ivaí, Jaguariaíva, Ortigueira, Palmeira, Piraí do Sul, Ponta Grossa, Porto Amazonas, Reserva, Sengés, São João do Triunfo, Teixeira Soares, Telêmaco Borba, Tiba-

6 76 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 Gerais 3 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 Geography and Statistics - IBGE (2009), Ponta Grossa is located 975 meters above sea level, has a population of 314,680 inhabitants, of whom are the economically 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 polarization potential due to its location, including road and rail junctions (Ipardes, 2009). The first link with the capital Curitiba was in 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 railroads enabled the development of culture, commerce and transportation in the region, having connected the region to major centers. The positioning of Ponta Grossa, between the rail route linking the interior of Parana to Paranagua Port and agricultural areas of Parana provide the installation of manufacturing industries, with activities geared to foreign trade. Figure 3 presents the logistics conjuncture of Ponta Grossa City and its region.

7 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp Figure 3: Logistics Conjuncture of Ponta Grossa City and its Region Source: IBGE, 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 Highway, 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 incoming 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 Source: IBGE (2009)

8 78 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp The system of railroads in the city consists of the Federal Railway Network SA, which has its direction 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 industrialization 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 increased 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 Campos Gerais in the period from January to September 2004 represents 41% of exports from Paraná, corresponding to U.S. $ in F.O.B. values. The economic sectors that stand out are secondary, including food, chemical, wood processing, furniture manufacturing, packaging, beverages, automotive components, metallurgical, and trade. The primary sector (agriculture and animal husbandry) is four times smaller than the secondary sector. 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 % 30% 67% % 56% 39% Source: IBGE (2009) It is noteworthy that from 1996 to 2000, there was a reversal in the predominant sectors of activity. The service had a greater degree of activity in 1996 and the industry begins to exert greater importance in PIB in 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 presents the volume exported by Campos Gerais in Municipalities Table 3 Campos Gerais Region Exported Volume US$ Percentage by municipalities of Campos Gerais Ponta Grossa ,38 Telêmaco Borba ,48 Jaguariavaia ,36 Arapoti ,10 Castro ,01 Ventania ,87 Carambei ,41 Palmeira ,26 Tibagi ,06 São João do Triunfo ,02 Ortigueira ,04 TOTAL Source: Adapted of Ministry of Development, Industry and foreign trade (2008)

9 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 total 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: Municipalities Table 5 Volume imported by Campos Gerais PR US$ Percentage by municipalities of Campos Gerais Ponta Grossa ,89 Telêmaco Borba ,56 Arapoti ,50 Jaguariaíva ,65 Carambeí ,83 Castro ,54 Palmeira ,03 TOTAL Source: Adapted of Ministry of Development, Industry and foreign trade (2008) Ponta Grossa represents 67.89% of the capacity imported by the region. Imports are the major chemicals, which are used to manufacture other products, wheat with rye and wheat and soybeans. These three products account for 60.44% of the total imports by broad fields. Table 6 shows the relationship of all imported products, corresponding with its equivalent in total volume.

10 80 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 exports, 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 Maringá Londrina Cascavel Foz do Iguaçu Source: Adapted of Ministry of Development, Industry and foreign trade (2008) Paraná has its main logistics platforms installed in the cities of Maringá, Londrina, Cascavel and Foz do Iguaçu. Adding the amounts exported by these cities, it has a total of U.S. $ 1,231,758,525, and Ponta Grossa exported U.S. $ 1,232,272,676. The difference in the amount exported by cities and Ponta Grossa that include logistics platform is U.S. $ Figure 5 shows the description of the fleet at the national and local levels.

11 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 other 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 vehicles 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 regions. Ponta Grossa includes a large rail infrastructure that passes through the same agricultural production for export through the Paranagua Port. The system of railroads in the city consists of the Federal Railway Network SA, which has its direction 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 exports of Campos Gerais was developed by the Brazilian government. 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. In imports, the total is U.S. $ 335,401,383. Ponta Grossa 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 represent 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 independently, one for each carrier, each one taking responsibility for their transport. All transportation modes used terminals for the movement of loads. The terminals are inevitably the source or destination of traffic, and in some cases, the point where the load requires services such as consolidation/deconsolidation to distribute the load. Therefore, they can be considered a union of facilities where it originated or completes the transport process. In Brazil in 2006 alone, the road freight transport turnover was 639 million tons, although rail freight moved 431 million tons of products. The present study investigated the Campos Gerais region as a potential area for intermodality transportation. The data presented in the previous section, plus the logistics structure which composes the re-

12 82 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp 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 transported in the region, there is a concentration of railway 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 presentation of data showing the volume of cargo transported 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 improvement and business opportunities, respectively. The first item to be observed in the logistic segment is that it can represent business opportunities to the companies, 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 technology as a driving force, followed by technological innovations, such as better efficiency for vehicular fuels or radio frequency identification (RFID). In this context, the companies are immersed in an environment that demands detailed operational, tactical or departmental 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 distribution 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 existing companies. Therefore, the logistic mapping of the studied region enables the managers better possibilities in logistics decision-making based on their capacity for generating profits instead of minimizing costs. The study presents limitations because focused on only one region of the state of Paraná. From this perspective, 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. Available at: < Accessed May 15, Ballou, R. H. (1993). Logística empresarial: transportes, administração de materiais e distribuição física. São Paulo: Atlas. Bookman. (2001). Gerenciamento da cadeia de suprimentos: planejamento, 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). 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13 Picinin, C. T., Kovaleski, J. L., Pilatti, L. A., Pedroso, B., Gonçalves, M. V. P.: Study of Logistical Intermodality in Paraná State Brazil Journal of Operations and Supply Chain Management 4 (1), pp Machline, C. (2011). Cinco décadas de logística empresarial e administração da cadeia de suprimentos no Brasil. Revista de Administração Empresarial. São Paulo, v. 51, n. 3, maio/jun., p 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 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 Mason, S. J.; Ribera, M. P.; Farris, J. A.; & Kirk, R. G. (2003). Integrating the warehousing and transportation functions of the supply chain. Transportation Research - Part E, v. 39, n. 2, p Rodrigues, P. R. A. (2003). Introdução aos sistemas de transporte no Brasil e à logística internacional. (3rd ed.) São Paulo: Aduaneiras. Secretaria do Estado do turismo (2011). Regiões turísticas. Available at: < Accessed June 7, 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 AUTHOR S BIOGRAPHY Claudia Tania Picinin: MSc in Production Engineering by UTFPR (Brazil). PhD student in Business Administration of UP (Brazil). Professor of Business Administration 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 Engineering 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 Business Administration undergraduate course of FAFIT-FACIC (Brazil).