EVALUACIÓN DE INDICADORES DE DESEMPEÑO LOGÍSTICO DE BRASIL EN EL
                  COMERCIO INTERNACIONAL

FARIA, ROSANE NUNES DE; SOUZA, CAIO SILVESTRE DE; VIEIRA, JOSÉ GERALDO VIDAL

doi:10.1590/1678-69712015/administracao.v16n1p213-235

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Recursos e Desenvolvimento Empresarial • Rev. Adm. Mackenzie 16 (1) • Jan-Feb 2015 • https://doi.org/10.1590/1678-69712015/administracao.v16n1p213-235 copiar

EVALUACIÓN DE INDICADORES DE DESEMPEÑO LOGÍSTICO DE BRASIL EN EL COMERCIO INTERNACIONAL

Autoría SCIMAGO INSTITUTIONS RANKINGS

La importancia de una logística eficiente para el crecimiento del comercio es ampliamente reconocida. Estudios recientes han demostrado que un mejor desempeño logístico está fuertemente asociado a la expansión del comercio, la diversificación de las exportaciones, la capacidad de atraer inversión extranjera directa y al crecimiento económico. Por otra parte, el comercio internacional representa un desafío para las operaciones logísticas relacionadas al transporte y almacenamiento de productos. Los altos costos logísticos y la baja calidad de los servicios pueden ser considerados obstáculos para el comercio internacional. Esta investigación tiene como objetivo evaluar los indicadores de desempeño logístico de Brasil en relación con sus principales competidores en el comercio internacional. Las fuentes de datos de comercio internacional para este estudio fueron Secex y Comtrade, y los indicadores de desempeño logístico fueron recolectados en la base de datos del Banco Mundial. Se utilizaron técnicas estadísticas como el análisis de clúster y pruebas de comparaciones de múltiples medios para analizar los indicadores de desempeño logístico. Al utilizar los indicadores para 39 competidores, se observó que Brasil está en la posición 26 después de Sudáfrica, Kuwait y Arabia Saudita. Los mejores desempeños son, en general, de los principales países exportadores e importadores mundiales (Alemania, Estados Unidos, Japón y los Países Bajos). Además, son los principales competidores de Brasil en el comercio internacional. Por lo tanto, la competitividad de las empresas nacionales brasileñas depende fundamentalmente de un ambiente logístico interno dinámico y competitivo para enfrentar a estos países. Los resultados también señalan a la “burocracia” como el principal obstáculo para el desempeño logístico del país. La dimensión “puntualidad de Brasil” es muy cercana a la del grupo de alto desempeño logístico, mientras que “aduana” es más cercana a la del grupo de desempeño logístico bajo. Aunque Brasil presente lentitud en sus operaciones aduaneras, parece que todavía existe credibilidad en las relaciones de comercio internacional. La principal contribución de este trabajo es revelar aspectos logísticos en los que Brasil ha mostrado grandes ineficiencias. La diferencia entre los indicadores de desempeño logístico también parece ser relevante para los gobiernos, pues pueden indicar nuevas políticas públicas, y también poner de relieve los obstáculos logísticos de Brasil en el comercio internacional.

Comercio internacional; Indicador de desempeño logístico; Análisis de conglomerado; Logística; Procedimientos aduaneros

LOGISTIC ASPECT	DESCRIPTION	AUTHORS
Infrastructure	It involves the entire transportation network for the physical movement of goods, telecommunications networks necessary to speed up the exchange of information, suitable structure of customs posts and other services to facilitate customs clearance, cargo terminals, disposal and storage to maintain quality product and agility of the process of moving the goods.	Wilson, Mann and Otsuki (2004)Wilson, J. S., Mann, C. L., & Otsuki, T. (2004). Assessing the potential benefit of trade facilitation: a global perspective [Working Paper Nº 3224]. World Bank, Washington, D.C., Portugal-Perez and Wilson (2010)Portugal-Perez, A., & Wilson, J. S. (2010). Export performance and trade facilitation reform: hard and soft infrastructure [Working Paper Nº 5261]. World Bank Policy Research. Washington, D.C., Francois and Manchin (2007)Francois, J., & Manchin, M. (2007). Institutions, infrastructure, and trade [Working Paper Nº 4152]. World Bank, Washington, D.C., Limao and Venables (2001)Limão, N., & Venables, A. J. (2001). Infrastructure, geographical disadvantage, transport costs and trade. The World Bank Economic Review, 15(3), 451-479. and Soloaga, Wilson and Mejia (2006)Soloaga, I., Wilson, J. S., & Mejía, A. (2006). Moving forward faster: trade facilitation reform and mexican competitiveness [Working Paper Nº 3953]. World Bank, Washington, D.C.
Logistics competence	It involves the quality of services delivered by the private sector that include cargo storage services, transportation agencies, information technology services, packaging services, consultancy management.	Levchenko (2004)Levchenko, A. (2004). Institutional quality and international trade [Working Paper Nº 04/231]. International Monetary Fund. Washington, D.C. and Francois and Manchin (2007)Francois, J., & Manchin, M. (2007). Institutions, infrastructure, and trade [Working Paper Nº 4152]. World Bank, Washington, D.C.
Domestic logistic costs	It can be divided into direct and induced costs. The first is a result of freight loads and other costs associated with shipments. The second is due to system failures which may result in fees, longer time of storage, need of transporting higher volumes after the deadline or payment of a more expensive transport.	Bougheas, Demetriades and Morgenroth (1999)Bougheas, S., Demetriades, P., & Morgenroth, E. (1999). Infrastructure, transport costs and trade. Journal of International Economics, 47, 169-189., Hummels (2001)Hummels, D. (2001). Time as trade barrier [Working Paper Nº 1152]. Purdue University. West Lafayette, Indiana. and Hoekman and Nicita (2008)Hoekman, B., & Nicita, A. (2008). Trade policy, trade costs, and developing country trade [Working Paper Nº 4797]. World Bank, Washington, D.C.
Predictability and reliability of supply chain	Predictability is a central issue in logistic performance and its lack may be the consequence of several other deficiencies such as poor information technology and obsolete transportation infrastructure. On the other hand, the lack of predictability might increase induced costs and may become trade barriers.	Nordas, Pinali and Grosso (2006)Nordas, H. K., Pinali, E., & Grosso, M. G. (2006). Logistics and time as a trade barrier [Working Paper Nº 35]. OECD Trade Policy. Paris, France., Persson (2007)Persson, M. (2007). Trade facilitation and the EU-ACP economic partnership agreements: who has the most to gain? Proceedings of the GTAP Conference, Purdue University, 42. West Lafayette, Indiana., Helble, Shepherd and Wilson (2007)Helble, M., Shepherd, B., & Wilson, J. S. (2007). Transparency and trade facilitation in the Asia Pacific: estimating the gains from reform. Washington, DC: World Bank Development Research Group. Retrieved May 16, 2011, from http http://www.worldbank.org. http://www.worldbank.org... and *Djankov et al. (2006)*Djankov, S., Freund, C., & Pham, C. S. (2006, May). Trading on time [Working Paper Nº 3909]. The World Bank Policy Research Working Paper, Washington, D.C., 39.

INDEXES	DESCRIPTION	CLASSIFICATION
Customs	Efficiency of the clearance process by customs and other border agencies	5 - point scale 1 (worst) and 5 (best) performance
Infrastructure	Quality of transport and information technology infrastructure for logistics
Logistics quality and competence	Competence of the local logistics industry
Tracking and tracing	Ability to track and trace international shipments
Timeliness	Timeliness of shipments in reaching destination
International shipments	Ease and affordability of arranging international shipments
OTHER VARIABLES		QUANTITATIVE
Export agencies	Number of export agencies at the border	Number
Import agencies	Number of import agencies at the border	Number
Physical inspection	Physical inspection of shipments imported	Percentage
Multiple inspection	Multiple inspection of the shipments physically inspected	Percentage
Export documents	Documents required to allow exports (customs procedures)	Number
Import documents	Documents required to allow imports (customs procedures)	Number
Customs clearance with inspection	Customs clearance time with physical inspection	Days
Customs clearance without inspection	Customs clearance time without physical inspection	Days

RANK	COUNTRIES	CG (%)	LPI	CUSTOMS	INFRA STRUCTURE	INTERNAT. SHIPMENTS	LOGISTIC COMPETENCE	TRACKING TRACiNG	TIMELINESS
	Brazil		3.20	2.37	3.10	2.91	3.30	3.42	4.14
1	U.S.A.	12.79	3.86	3.68	4.15	3.21	3.92	4.17	4.19
2	China	7.85	3.49	3.16	3.54	3.31	3.49	3.55	3.91
3	Germany	3.87	4.11	4.00	4.34	3.66	4.14	4.18	4.48
4	Japan	2.97	3.97	3.79	4.19	3.55	4.00	4.13	4.26
5	Canada	2.73	3.87	3.71	4.03	3.24	3.99	4.01	4.41
6	France	2.67	3.84	3.63	4.00	3.30	3.87	4.01	4.37
7	Australia	2.19	3.84	3.68	3.78	3.78	3.77	3.87	4.16
8	Argentina	1.95	3.1	2.63	2.75	3.15	3.03	3.15	3.82
9	Korea, Republic of	1.85	3.64	3.33	3.62	3.47	3.64	3.83	3.97
10	Colombia	1.48	2.77	2.50	2.59	2.54	2.75	2.75	3.52
11	Netherlands	1.41	4.07	3.98	4.25	3.61	4.15	4.12	4.41
12	Mexico	1.36	3.05	2.55	2.95	2.83	3.04	3.28	3.66
13	Belgium	1.03	3.94	3.83	4.01	3.31	4.13	4.22	4.29
14	South Africa	0.95	3.46	3.22	3.42	3.26	3.59	3.73	3.57
15	India	0.95	3.12	2.7	2.91	3.13	3.16	3.14	3.61
16	Italy	0.94	3.64	3.38	3.72	3.21	3.74	3.83	4.08
17	Russia	0.88	2.61	2.15	2.38	2.72	2.51	2.60	3.23
18	Indonesia	0.79	2.76	2.43	2.54	2.82	2.47	2.77	3.46
19	Chile	0.79	3.09	2.93	2.86	2.74	2.94	3.33	3.80
20	United Kingdom	0.66	3.95	3.74	3.95	3.66	3.92	4.13	4.37
21	Venezuela	0.65	2.68	2.06	2.44	3.05	2.53	2.84	3.05
22	Vietnam	0.61	2.96	2.68	2.56	3.04	2.89	3.1	3.44
23	Malaysia	0.61	3.44	3.11	3.50	3.50	3.34	3.32	3.86
24	Kuwait	0.61	3.28	3.03	3.33	3.12	3.11	3.44	3.70
25	Thailand	0.58	3.29	3.02	3.16	3.27	3.16	3.41	3.73
26	Spain	0.57	3.63	3.47	3.58	3.11	3.62	3.96	4.12
27	Peru	0.51	2.80	2.50	2.66	2.75	2.61	2.89	3.38
28	Saudi Arabia	0.49	3.22	2.91	3.27	2.8	3.33	3.32	3.78
29	New Zealand	0.37	3.65	3.64	3.54	3.36	3.54	3.67	4.17
30	Sweden	0.32	4.08	3.88	4.03	3.83	4.22	4.22	4.32
31	Ukraine	0.32	2.57	2.02	2.44	2.79	2.59	2.49	3.06
32	Guatemala	0.29	2.63	2.33	2.37	2.16	2.74	2.71	3.52
33	Switzerland	0.25	3.97	3.73	4.17	3.32	4.32	4.27	4.20
34	Honduras	0.23	2.78	2.39	2.31	2.67	2.57	2.83	3.83
35	Angola	0.23	2.25	1.75	1.69	2.38	2.02	2.54	3.01
36	Turkey	0.20	3.22	2.82	3.08	3.15	3.23	3.09	3.94
37	Denmark	0.20	3.85	3.58	3.99	3.46	3.83	3.94	4.38
38	Poland	0.20	3.44	3.12	2.98	3.22	3.26	3.45	4.52
39	Portugal	0.20	3.34	3.31	3.17	3.02	3.31	3.38	3.84

COUNTRIES	CUSTOMS CLEARANCE WITH INSPECTION (DAYS)	CUSTOMS CLEARANCE WITHOUT INSPECTION (DAYS)	PHYSICAL INSPECTION (%)	MULTIPLE INSPECTION (%)	EXPORT AGENCIES	IMPORT AGENCIES	IMPORT DOCUMENT	EXPORT DOCUMENT
Brazil	5.47	1.67	10.54	2.04	3.47	4.21	4.72	4.06
U.S.A.	2.15	0.69	3.00	1.53	2.20	2.75	3.53	2.81
China	3.38	1.70	8.59	2.46	4.06	4.20	5.36	4.87
Germany	1.57	0.71	3.26	5.29	2.25	2.75	3.00	3.00
Japan	1.26	0.79	3.39	1.84	2.00	1.67	3.67	3.33
Canada	2.16	0.52	3.45	1.15	2.06	2.67	2.42	1.80
Australia	1.76	0.48	4.87	1.14	2.57	2.57	3.15	3.17
Argentina	3.85	2.10	33.72	4.29	2.33	3.57	4.14	3.67
Republic of Korea	1.00	0.63	2.62	4.83	2.50	2.00	3.00	3.00
Colombia	2.04	0.79	21.21	2.50	4.57	4.29	6.33	5.67
Netherlands	1.13	0.44	3.76	2.57	1.70	1.40	1.70	1.70
Mexico	2.32	0.87	25.58	1.69	2.57	2.57	4.18	3.00
Belgium	1.17	0.47	1.69	2.31	1.90	1.80	2.60	2.40
South Africa	2.67	0.50	5.09	1.52	3.20	3.08	3.18	3.70
India	3.45	1.92	13.63	6.20	3.43	3.71	5.00	4.00
Italy	2.35	0.86	5.13	1.55	1.31	1.36	2.60	2.40
Russia	4.62	2.57	44.2	10.05	5.83	5.17	8.40	9.00
Indonesia	5.12	2.14	11.08	2.56	2.50	3.67	5.00	3.50
Chile	1.32	0.50	1.99	4.44	2.60	2.00	3.20	3.60
United Kingdom	2.05	0.87	1.58	1.73	2.40	2.20	4.80	3.80
Venezuela	12.81	6.30	39.42	1.84	4.67	4.00	6.00	5.00
Vietnam	3.46	1.41	41.83	4.24	3.00	5.50	6.50	5.50
Malaysia	2.08	0.74	6.47	3.43	2.86	3.00	3.17	2.67
Kuwait	3.00	2.00	75.0	18.0	6.00	6.00	11.0	7.00
Thailand	1.41	0.71	8.66	1.26	1.75	2.25	3.33	2.67
Spain	2.83	0.50	4.24	1.00	3.00	3.00	2.67	2.33
Peru	3.65	1.74	12.45	5.19	2.00	1.83	4.80	4.00
Saudi Arabia	7.61	3.98	65.52	3.39	3.50	3.00	5.50	6.22
New Zealand	1.26	0.50	1.84	1.00	2.67	2.67	3.33	3.33
Ukraine	2.52	1.26	50.82	7.77	5.00	6.33	7.33	6.00
Guatemala	2.34	1.25	32.65	6.31	3.63	3.25	4.38	4.25
Switzerland	0.40	0.31	1.99	1.36	1.00	1.00	2.00	2.00
Angola	7.00	3.00	2.50	1.00	2.00	3.00	4.00	3.00
Turkey	3.06	1.36	15.96	5.75	3.11	3.44	5.67	4.00
Denmark	1.41	0.50	1.58	1.00	1.50	2.00	3.00	2.00
Poland	1.42	0.79	4.83	2.54	1.44	2.56	3.78	2.44

CLUSTER	COUNTRIES
Cluster 1	Australia, Belgium, Canada, Denmark, France, Germany, Netherlands, Italy, Japan, Korea, Republic of New Zealand, Switzerland, Spain, United Kingdom and U.S.A.
Cluster 2	Argentina, Brazil, China, Chile, India, Malaysia, Mexico, Poland, Portugal, Thailand, Kuwait, Turkey, Saudi Arabia, South Africa and Vietnam.
Cluster 3	Colombia, Guatemala, Honduras, Indonesia, Peru, Russia, Ukraine and Venezuela.

INDEXES	CLUSTER 1 HLPG	CLUSTER 2 MLPG	CLUSTER 3 LLPG	GLOBAL MEAN
Customs	3,690	2,904	2,297	3,068
Infrastructure	3,959	3,105	2,466	3,283
International shipments	3,442	3,096	2,687	3,135
Logistics quality competence	3,925	3,212	2,596	3,344
Tracking and tracing	4,035	3,340	2,735	3,477
Timeliness	4,261	3,821	3,381	3,889

INDEXES	CLUSTER UP LEVEL	CLUSTER DOWN LEVEL	DIFFERENCES OF MEANS^* * Significance at 1%
Customs	1	2	0.786
	1	3	1.393
	2	3	0.606
Infrastructure	1	2	0.854
	1	3	1.493
	2	3	0.639
International shipments	1	2	0.345
	1	3	0.755
	2	3	0.409
Logistic quality competence	1	2	0.713
	1	3	1.328
	2	3	0.615
Tracking and tracing	1	2	0.694
	1	3	1.300
	2	3	0.605
Timeliness	1	2	0.439
	1	3	0.880
	2	3	0.440

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This research was financially supported by Fundação de Amparo à Pesquisa do Estado de São Paulo – Fapesp (2009/13834-1).