ROAD TRANSPORT
INFRASTRUCTURE: A LONGITUDINAL CASE STUDY (2009-2017)
Rodrigo Ribeiro Oliveira
Federal Institute of Education, Science and Technology of São Paulo (IFSP), Brazil
E-mail: rodrigoribeirosp@hotmail.com
Renata Schirrmeister
Pontifical Catholic University of São Paulo (PUC-SP), Brazil
E-mail: rschirrmeister@gmail.com
Fernando
Nascimento Zatta
Mackenzie
Presbiterian University - Mackenzie, Brazil
E-mail: zatta@hmzconsulting.com.br
Rodrigo Randow Freitas
Federal University of Espírito Santo (UFES), Brazil
E-mail: rodrigo.r.freitas@ufes.br
Wellington Gonçalves
Federal University of Espírito Santo (UFES), Brazil
E-mail: wellington.goncalves@ufes.br
Submission: 12/08/2018
Revision: 12/31/2018
Accept: 2/08/2018
ABSTRACT
This
article investigates the economic gains with the reduction of logistics costs
after the asphalt pavement of the highway MT 235 for a Brazilian crystal sugar
and alcohol industry. Investment in infrastructure is an attribute that
increases economic growth and increases the competitiveness of companies. As
far as road transport infrastructure is concerned, the problems are not limited
to a specific area, but stretches of highways, which link urban transportation
and ports to the generation and transmission of electricity, among others. Only
12.2% of Brazilian highways are paved. This work is the result of a
longitudinal case study with participant observation, in a timeline from 2009
to 2017. It was possible to identify that, after improvements in road transport
infrastructure, the asphalt pavement of the highway MT 235 made possible
earnings in travel time and a decrease in logistics costs, which led to the
closure of the activities of one of the subsidiaries of the company studied,
located in Manaus (Amazonas), in 2009. With the benefits of the asphalt
pavement of the MT 235, in 2017 we found that sales volume increased 483% to
2009, logistics costs have been significantly reduced concerning gross
revenues, maintaining an average of 11.58%. In 2017, the logistics costs of the
company studied were 12.61% versus 20.7% from the group of Brazilian
agribusiness companies. The findings show that investments in road transport
infrastructure are crucial when it comes to fostering trade and competitiveness
of domestic products in international markets, by reducing logistics costs.
Keywords: Brazilian infrastructure;
road transport; logistical challenges; logistics costs; reduction of logistics
costs
1. INTRODUCTION
According
to Fay et al. (2017), Latin America and the Caribbean do not have the necessary
basic infrastructure, when one considers the level of income and the real and
expected demand. These regions have logistical infrastructure below what is
considered necessary to promote social integration to achieve a higher level of
growth and prosperity.
For
example, geographic factors and transport infrastructure are two of the main
factors influencing international competitiveness (BASSASSI et al., 2015). In
this way, it can be seen that there is a direct relationship between the
precariousness of Brazilian Highways and the social, environmental, and
economic issues, for example, accidents that result in deaths and unnecessary
consumption of fuels, mainly diesel oil, affecting the cost structure and
increasing the emissions through the emission of polluting gases.
Regarding
the lack of infrastructure, in 2016, on the policed federal highways, there
were 96,362 accidents resulting in 6,398 deaths recorded at a cost of R$ 10.88
billion for the country, a figure that is higher than the investment made in
highways in 2015, which was of the order of R$ 8.61 billion (CNT, 2017).
In
a country of continental dimensions such as Brazil, the knowledge and
application of modern logistics practices should have as primary objective to
manage compatible costs to maintain the continuity of productive, commercial
and distribution activities. In particular, the agribusiness sector is an
essential follow-up for the development of the national economy. From this
perspective, the country needs to increase its investments in infrastructure in
order to strengthen the growth of national production and consequently its
productivity. However, it is a matter of concern, since Brazil currently
occupies the 116th position regarding infrastructure quality, in a list of 138
countries (OECD, 2018).
Given
this scenario, the main focus of this article is to investigate the economic
gains arising from the asphalt paving process of the MT 235 highway, in the
period between 2009 and 2017, in order to meet the demand of a sugar and
alcohol industry located in the Mato Grosso region.
It is structured in five sessions, considering this introductory section. The
next section deals with methodological procedures, the fourth section discusses
the results of field research, and the fifth section presents the final
considerations, contributions, limitations and suggestions for future research.
2. THEORETICAL
FRAMEWORK
In
recent years, logistics has been gaining ground in the discussions within the
organizations with a broad contribution of the academy, since the treatment of
problems related to this theme suggest significant gains for the business
organizations, especially when considering scenarios of constant economic
crises and complexity of the competition between companies, where the market
becomes increasingly demanding.
In
this scenario, companies need to identify ways to remain active and remain
competitive by reducing their logistics costs (NUNES et al., 2018). For
example, organizations need to arrange the movement of raw materials for their
operations, and finished products to be destined to the retail and wholesale
markets, as well as organize their protection, storage, control and
distribution of their finished product stocks (SLACK, 1996).
Ballou
(2006) argues that logistics is about creating value for customers and
suppliers of the company, and value for all those who have direct interests in
it. Thus, any product or service loses almost its full value when it is not
available to customers at the right time and place.
In
Brazil, one of the primary modalities is road transport, that is, the modal
supports the more significant part of the movement of cargoes and passengers.
This situation is expected to remain so for many years still mainly, to offer competitive
prices in comparison to the other modes, even considering the long distances,
despite the environmental and economic externalities involved (ASSIS; MARCALET;
DALO, 2017; BOULOS FILHO et al., 2015).
The
road modal is used to dispose of 75.9% of production within the country,
followed by the maritime modal with 9.2% partition, the air modal with the
participation of 5.8%, the rail modal with 5.4%, cabotage
with 3% and the waterway model with participation of 0.7% (FDC, 2017). However,
despite the significant participation of the modal road, as we have just
verified, only 12.2% of Brazilian highways are paved (CNT, 2017).
Considering
the waterways, Brazil has more than 39,146 traffic miles, which includes
rivers, lakes, and lagoons; however, just over 8,077 miles are used for
navigation. For comparison purposes, the United States of America (USA) uses
about 13,760 miles (TOLOI et al., 2016).
According
to Faria, Souza and Vieira (2015), the best logistics
performances are generally those of Germany, USA, and Japan, followed by the
performances presented by the Netherlands, which are considered the main
competitors of Brazil in international trade.
Deimling et al (2016) suggests that if there were a
disruption of the transportation system, any nation would be literally
paralyzed, since when it is considered that transport modes do not constitute
an importable good and when including in this analysis countries of continental
dimensions as is the case of Brazil, this risk becomes even more critical.
It
should also be noted that the modal conditions used directly influence the
freight price. The poor conservation of the roadway, for example, dramatically
increases vehicle maintenance costs, making transport activity slower, causing
more significant exposure to accidents, aggravating logistic inefficiency and
directly impacting higher logistics costs.
Neves
(2018) reports that the truck drivers’ strike in Brazil in May 2018, also
called the Diesel Crisis - caused by the increase in freight prices, as well as
influenced by the poor quality of the roads, insecurity and theft of cargo -
caused losses in the order of R$ 16 billion, reinforcing the fact that the high
dependence of the road modal became a matter of national security.
It is
notorious that Brazil needs to increase its investments in infrastructure to
strengthen productivity growth and to obtain a better position compared to the
one currently occupied by the country (116th), as a logistical infrastructure,
in a list of 138 countries (OECD, 2018).
The
low level of investment in infrastructure that characterizes Brazil’s economy,
and the problems arising therefrom are not limited to an isolated area, but to
vast stretches of federal, state and municipal highways, for urban
transportation, for ports, and for generation and transmission of electricity
(AMANN et al., 2016). However, the main problem is not the low level of
investment, but the inability to continue to maintain investment levels
permanently (MONTES; REIS, 2011).
According
to Assis, Marchetti and Dalto
(2017) logistical costs are increased by the preponderant use of the road modal
for the transport of cargo over long distances, the lack of quality of the
physical infrastructure and management and the difficulties of rational
integration of logistics flow between different modes, generating undesirable
stocks.
Therefore,
it is necessary to apply new competitive strategies, seeking the integration of
transport modalities existing and available in Brazil, with the objective of
reducing the costs involved in this stage of the production chain. At this
threshold, Fay et al. (2017) report that the connection, for example, of rural
communities with the "outside world" is essential for inclusion in
economic development, since good rural access can increase the welfare of
families, facilitate ownership of goods, increase in agricultural productivity
and access to essential services (Figure 1).
Counterpoint
is the use of waterways which is an essential means of transport for products
with low added value and non-expressive costs (TOLOI et al., 2016). However,
according to Ballou (2010), the waterway service is limited in scope for many
reasons, mainly because it is confined to the interior waterway system, thus
requiring the user to be located on its banks or to use another mode of
transportation.
Figure 1: Representation of low population density and
transport infrastructure in Latin America. Percentages of the rural population
to 2 km of a road.
Source: Fay et al. (2017, p. 25).
Thus,
development in logistics and transport infrastructure is crucial when it comes
to fostering trade and therefore the competitiveness of domestic products
concerning international markets (BASSASSI et al., 2015). In this context, the
northern region, besides being the one that has the lowest supply of highways,
is the one with the worst conditions, with 81.1% of the extension classified in
2017 as regular, poor or very poor. The best result was obtained by the
southeast region, with 14,260 km evaluated as excellent or good (48.5%). In the
same classification, the central-west, south and northeast regions obtained:
65.4%, 61.7%, and 61.5%, respectively (CNT, 2017).
As an
example of competitiveness, as discussed above, in 2015 Brazil exported 54.32
million tons of soybeans, which represented 40.2% of total world exports.
However, even with lower production costs, Brazil's competitive advantages are
diminished due to poor product distribution caused by logistic network problems
(LOPES et al., 2017).
In
summary, based on the above discussion, investment in transport and logistics
infrastructure is a critical factor in fostering the development of a country's
economy (SKOROBOGATOVA; KUZMINA-MERLINO, 2017) and thus in the case of Brazil,
it is necessary to make investments in its logistical modalities, so that an
increase in the volume of cargoes can reduce logistical costs (COSTA;
MARJOTTA-MAISTRO, 2017).
3. METHODOLOGY
We
use a longitudinal case study with participant observation, which Yin (2010)
calls as a special modality, in which the researcher is not only a passive
observer, that is, he participates in the process of accumulation of knowledge
about the object of study, assuming a variety of functions within the case
study, participating in the events surveyed. Participant observation consists
of real participation in the life of the community, organization or group in
which the research is carried out (GIL, 2009), because the observer assumes, at
least to some extent, the role of a group member.
One
advantage of conducting longitudinal studies is that it can keep up with
changes over time, and ensure possible benefits with an intelligent questioning
of past attitudes, history and future expectations (COOPER; SCHINDLER, 2003).
Specifically
in this study, one of the researchers participated directly in the observation
and activities developed in the investigated sugarcane industry, located in the
interior of the Mato Grosso state. This company has
been developing activities for the production of crystal sugar and ethanol
(fuel alcohol) for more than 30 years. The sugar and alcohol industry operates
with approximately 1,400 employees in the harvest period, from April to
October, and 800 employees in the off-season from November to March.
Regarding
the secondary data, we consult records, reports, spreadsheets, graphs,
inventories and other documents related to the monitoring of production,
billing, logistics costs and volume of products marketed by the industry. This
data collection also counted on a participant and controlled observation about
these activities, which took place in January and February of 2018.
4. CASE
STUDY ANALYSIS AND DISCUSSION
In
August 2002, the sugar and alcohol industry began operations in the city of
Manaus, capital of the state of Amazonas, located in the Amazon region, through
the inauguration of a subsidiary that served to prompt delivery of its products
in order to serve its customers better.
In
this subsidiary, the sugar-alcohol industry sought to reach a reasonable degree
of availability of its products, keeping its stocks to act as buffers between
supply and demand (BALLOU, 2010). The extensive use of inventories results in
the fact that, on average, they are responsible for consuming approximately one
to two-thirds of logistics costs, which makes inventory maintenance an
essential activity in the production chain, regarding logistics.
However,
the high costs associated with the maintenance of stored products, on the
whole, correspond, on average, between 25% and 30% of the value of the product
per year, requiring careful administration. Inventory management involves
maintaining the lowest levels while providing the desired availability of the
customers.
The
great challenge of the sugar and alcohol industry was to meet the demand of its
customers during the twelve months of the year. Thus, it was necessary to
develop, through logistics, strategic actions of competitiveness to maintain
the lung stock of the products in its subsidiary and to be programmed to face
yearly susceptible climatic conditions peculiar to the Central-West and
Northern regions of Brazil.
The
BR-364 Highway that has approximately 60.8 km is the main route to the
transportation of products from the agribusiness and became impassable for
approximately four months of the year. It occurs because being in its bed
natural, highways constructed without meeting the road rules of geometric
design, considerably increasing the transportation time traveled in this
stretch, causing a significant increase in transport costs (Figure 2).
Figure 2: Photographic illustration of the traffic
conditions in the Mato Grosso do Sul
Highway that persist and generate a state of emergency in the full year of
2018.
Source: Gazeta MT (2018).
The
road model, which represents the primary means to transport the products of the
State of Mato Grosso, still is not currently in good
condition, lacking investments in maintenance and modernization of roads (RECH
et al., 2017).
It is
estimated that in 2017 alone, the transportation sector has an unnecessary consumption
of 832.30 million liters of diesel. This waste will cost R$ 2.54 billion to
transporters. The calculation is made based on the inadequacies found in the
pavement (CNT, 2017).
An
alternative to the production flow in that region is to transport them to the
city of Porto Velho, Capital of the State of Rondônia,
where the fluvial port used for loading, unloading, and transportation of
products by the Madeira River Waterway is located, a tributary of the bank
right of the Amazon River. The Madeira River is a fundamental way of disposing
of agricultural production in the states of Rondônia
and western Mato Grosso, thus presenting the lowest
logistics costs, being the most competitive alternative with external and
internal markets (North and Northeast regions of Brazil) and contributing to
the development of the Amazon region due to its strategic position.
It
should also be noted that river transport has peculiar characteristics due to
the period of low water that occurs from July to October. In this period the
formation of sandbanks occurs, which alter the favorite navigation channel,
which makes transport through large rafts impossible. Therefore, the only
alternative is to use smaller-sized ferries, which requires a longer transport
time, on average from 7 to 25 days, in addition to the reduction of the load
capacity per ferry, which raises costs in the logistics process (Figure 3).
Figure 3: Navigation on the Madeira river is
restricted between Porto Velho (Rondônia) and Humaitá (Amazonas)
Source: Portal Amazônia (2016).
The
aspects reported were the motivating factors that have led the sugar and
alcohol industry to set up a subsidiary in Manaus in 2002 to meet the needs of
its clients in the North of the country.
4.1.
Changes adopted for the Manaus market
In
the face of the impacts of the global economic crisis of 2008, the sugar and
ethanol industry's board asked the commercial and logistics departments for an
economic feasibility study on the maintenance of the branch office located in
Manaus, whose primary objective was to reduce logistics costs.
Ferreira
et al. (2015), for example, cites in his study that every organization should
improve its operations by reducing costs and managing risks, which will lead to
consumer satisfaction and corporate image improvement.
After
the data collection, analysis and results of this study, in 2009 the Manaus
branch was deactivated, centralizing its activities in the sugar and alcohol
industry in the state of Mato Grosso.
This
centralization was mainly motivated by the conclusion of the asphalt paving of
the Highway MT 235, in 2009. Besides, another action was the segmentation of
the customers that would be served, which went from small retailers to
wholesalers and distributors. In this scenario, customers began to purchase
larger volumes, which resulted in full loads, reducing the cost and making it
possible to receive their products in the Porto Velho River Port, from which
point onwards the transportation of the products to their final destination has
become the responsibility of buyers. According to the logistics manager, with
the transport of crystal sugar being carried out only up to Porto Velho, the
costs of this activity were reduced by approximately 50%.
The
industry was able to pass on to customers a reduction of 15% to 20% in crystal
sugar prices, with customers taking over water freight, leaving the sugar and
alcohol industry responsible for delivering the cargo in Porto Velho-RO. The
advantage to buyers (wholesalers and distributors) of taking over water freight
is to reduce the overall costs of their business because they can dilute those
costs with other products they resell. Manufacturers located mostly in the
South and Southeast of Brazil deliver their products also in Porto Velho, thus
enabling the continuation of transportation until the delivery of the products
in Manaus.
The
sugar and alcohol industry adopted significant alternatives that allowed a new
perspective of competitiveness, from the change in freight contracts, reduction
of deadlines, allocation of bales in big bags, maximization of physical space,
reduction of inventory cost and reduction in the customer response time.
These
changes were adopted through the decision to close the activities carried out
at the branch office in Manaus. This strategic decision has gradually favored
the reduction of logistics costs. It should be noted that with the benefits of
the MT 235 asphalt pavement even with the closure of the subsidiary activities,
the industry remained competitive in the market of Manaus, without compromising
its revenues, even if there are competitors in the region with intermediate
warehouses.
The
industry also showed a volume growth in marketed tonnes:
-18% (2010/09); 41.26% (2011/10); 10.55% (2012/11), 3.86% (2013/12), 31.7% (2014/13);
39.68% (2015/14); 53.3% (2016/15); and 43.5% (2017/16) respectively, which also
favored better integration with its customers.
With
the benefits of MT 235 asphalt paving, in 2017 there was a 483% growth in
relation to 2009 of the volume traded, and reducing in the last eight years
(2009-2017), expressive percentages of logistics costs in relation to gross
revenues, maintaining an average of 11.58% (min 8.78% max 13.67%). In 2017, the
logistic costs of the sugar and ethanol industry were 12.61% versus 20.7% of
the Brazilian agribusiness companies (Figure 4).
Figure 4: Volume Evolution in tonnes
marketed vs. logistic cost in the period from 2008 to 2017.
Source: Research data.
In
the year 2017, the Brazilian agribusiness sector recorded logistical costs of
20.7% against 12.61% of the sugar and alcohol industry. These results
demonstrate that the industry has been able to present satisfactory results
when compared to the market in which it is inserted (FDC, 2017). Table 1 presents
the strategic performance related to the logistics aspects of the sugar and
alcohol industry.
Regarding
the issue of highways, the paving of Highway MT 235, is an example of the
importance of highways in right conditions, reducing the time of travel
considerably and reducing the maintenance of freight transportation. The
factors that tend to increase the logistical cost in Brazil are, mainly, the
poor conditions of the highways. For example, the national cost of
transportation, which has a significant regional variation, is one of the
highest in the world and is four times higher than the transport costs of the
United States of America (SILVEIRA, 2018).
Table 1: Evaluation of the strategic performance of
the sugar and alcohol industry
|
|
Measures of performance |
|
Cash flow |
-
Elimination of inventory costs of the Manaus branch. |
|
Costs Reduction |
-
Reduction of transport costs by approximately 50% |
|
-
Logistic costs below the national average |
|
|
-
Change in road freight contracts |
|
|
- Reduction of lead
time |
|
|
-
Resizing the physical warehouse space of the industry plant |
|
|
Return on Investment |
- Constant volume growth in tonnes
marketed in recent years |
Source: Research data.
In
this context, the present study highlights the importance of logistics
performance concerning international competitiveness, as well as at the
regional level (BASSASSI et al., 2015). Logistics strategies become critical to
the minimization of financial and opportunity costs (NUNES; MATSCHULAT;
STEINBRUCH, 2016) and the ongoing massive investment program to increase the
density and interconnectivity of the national road system is to further promote
trade in the export of all types of commodities (TSEKERIS, 2017).
Another
aspect is related to the general quality of the highways and, especially,
concerning the paving conditions, since they have a direct negative impact on
the logistics costs. With the deterioration of the quality of highways, the
estimated operational cost can reach 27.0% (CNT, 2017).
Brazil
is late in its policy of investment in logistics infrastructure, as well as in
infrastructure generally related to other areas of the economic environment.
The various investments give results, but they do not seem to follow the growth
dynamics of agribusiness and Brazilian agriculture (COSTA; MARJOTTA-MAISTRO,
2017). On the other hand, the reduction in transport costs resulting from
investment in infrastructure contributes to the increase in trade between
Brazilian and world regions. In this case, the internal transport
infrastructure can play an important role in accessing international markets
(COŞAR; DEMIR, 2018).
Low
investment in infrastructure must permeate the Brazilian economy. The problems
are not limited to an area, but to stretches of highways, for urban
transportation, from ports to generation and transmission of electricity (AMANN
et al., 2016).
In
particular, the improvement of interregional accessibility and market potential
which have a positive impact on agricultural exports by road. The results of
this study may offer possible implications for the coordination of regional
investment policies and planning of continental transportation systems in
connection with the location of logistics centers (TSEKERIS, 2017).
It is
noteworthy that only 12.2% of Brazilian highways are paved (CNT, 2017). The
direct relationship between the poor quality of the Brazilian highways and the
socio-environmental and economic issues result in serious road accidents that
result in deaths and unnecessary diesel consumption that directly affect
transport costs, increasing pollution through the emission of pollutant gases
harmful to the environment and human health.
5. CONCLUSION
The
data from this longitudinal case study allowed us to identify that the main
responsible for the high logistic cost of the sugar and alcohol industry was
due to poor conditions in the MT 235 highway, which increased the operational
cost of transportation. The company did not have good conditions to set
deadlines, which generated the need to maintain stock in Manaus. The problems
included the risk of tipping and jamming of trucks, accidents and unnecessary
consumption of diesel. After the asphalt paving, logistical costs were
considerably reduced.
In
the case of the sugar and alcohol industry, we highlight the reduction of
logistics costs, lower lead time in deliveries, better predictability of the
delivery period, reduction of transport costs, reduction of breakdowns, which
had increased profitability. On the other hand, the industry has two
competitive performances: cost and delivery, as competing priorities of high
importance.
With
the benefits of the MT 235 asphalt pavement, we have found that in 2017
occurred a 483% growth to 2009 of the volume traded. In the same direction,
logistics costs have been significantly reduced concerning gross revenues,
maintaining an average of 11.58%. In 2017 logistics costs reached 12.61%
compared to Brazilian agribusiness companies, which was 20.7%.
Crystal
sugar delivery efficiency is related to the industry's ability to plan,
integrate its value chain, and align its strategic and operational processes
synergistically. The partnership with its customers was indispensable.
We
conclude that investments in road transport infrastructure have considerably
reduced logistical costs and have been crucial in fostering trade and
competitiveness of products on international markets.
Thus,
our longitudinal case study findings have implications for the increase of academic
knowledge related to the research topic. Managerial implications for business
managers, as an alternative of strategic changes to the logistics processes in
order to redirect the businesses that present characteristics similar to those
of the investigated sugarcane company, as well as to companies from other
economic segments, since logistics has characteristics of universal
applications.
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