Proposta de modelo para análise do modal rodo-ferroviário no transporte da cana-de-açúcar no Triângulo Mineiro

• Autor(a) principal: Martins, Danielle Dias Sant'anna
• Data de Publicação: 2014
• Tipo de documento: Tese
• Idioma: por
• Título da fonte: LOCUS Repositório Institucional da UFV
• Texto Completo: http://locus.ufv.br/handle/123456789/507
• topic: Cana-de-Açucar; Transportes de mercadorias; Transportes - Custo operacional; Logística empresarial; Sugar cane; Transport of goods; Transportation - Operating cost; Business logistics; CNPQ::CIENCIAS AGRARIAS::CIENCIA E TECNOLOGIA DE ALIMENTOS::TECNOLOGIA DE ALIMENTOS

Currently, Brazil occupies a prominent position in the international arena as the largest producer of cane sugar, and the state of Minas Gerais, specifically the middle region of the Triângulo Mineiro, identified as expansion area of sugarcane and sugarcane sector. The large volumes of cane sugar moved by road system consequently contribute to high levels of complexity in decisions related to planning and programming of the harvesting and transportation of raw materials. Although almost all busy cane in the country happen by road, due to the current process of encouraging privatization of the Brazilian railway sector, the federal government, the road-rail transport alternative appears to be configured as interesting topic of study. Thus, there was in this work to formulate a mixed integer linear programming model to assess in a time horizon of seven days of harvest, the use of road-rail modal displacement of cane from the farms to their processing plants in the Triângulo Mineiro region. In addition to the transport vehicle programming cutting group programming is proposed to be used in the collection, so that transport costs are minimized and the quality of raw materials is maximized. For the evaluation of the mathematical model, seven hypothetical scenarios for the Triângulo region were simulated and analyzed, adopted premised on the concentration of supply and demand for cane sugar: i) Scenario 1 - Four existing rail terminals Uberaba Railway Station, Uberlândia Railway Station, Araguari Railway Station and Brejo Alegre Railway Station - and harvest planning in the middle of the harvest; ii) Scenario 2 - Five rail terminiais (four existing terminals and construction of a terminal in the city of Frutal - Frutal Railway Station), and crop planning in the middle of the harvest; iii) Scenario 3 - Nine railway terminals (four existing terminals and the construction of terminals in each of the five plants studied - Araporã Railway Station in Plant 1, Frutal A Railway Station in Plant 2, Campo Florido Railway Station in Plant 3, Frutal B Railway Station in Plant 4 and Delta Railway Station in Plant 5), and crop planning in the middle of the harvest; iv) Scenario 4 - similar to scenario 3, but assuming a 50% reduction in rail costs; v) Scenario 5 - similar to scenario 4, but considering the harvest at the beginning of the harvest; vi) Scenario 6 - similar to scenario 4, but considering the harvest at the end of the harvest; and vii) Scenario 7 - similar to scenario 4, but considering an overrated variation for the yield of Total Recoverable Sugar in the middle of harvest. The results show the allocation of each group of harvest per shift, and indicate the use of road transport in transporting cane sugar for all, or nearly all, the days analyzed in each scenario. In planning the harvest, the model showed no significant differences for analysis at the start, middle and end of the season. In scenarios where there was an increase of railway terminals installed in the region, and its connecting rail network, along with the adoption of a significant reduction in rail freight practiced by the concessionaires, it was found as optimal solution to road and rail use for transporting the cane coming from some cane fields, on some days of the week. Despite the indication of the use of road and rail mode in these scenarios, when analyzing the indicator unit cost per ton of cane busy throughout the week, there is a value not very different than the one by the other scenarios under study. Thus, it is concluded that the results are not sufficient to justify investments in the railway system for the movement of cane sugar in the Triângulo Mineiro region, which can be explained by the low values of road freight adopted in the country, when compared the average rail freight, a reversal of what is observed in countries with best practices in logistics.