Muitas políticas públicas têm buscado minimizar os efeitos que atividades de transporte causam ao meio ambiente e à sociedade. Uma dessas políticas remete ao surgimento dos corredores verdes de transporte de cargas, originalmente concebidos na Europa. Inicialmente, propõe-se uma definição de corredores verdes para que se avalie o transporte de mercadorias no Brasil a partir da definição obtida e seja selecionado um caso de transporte de mercadorias no Brasil para avaliação de acordo com o que se propõe em experiências internacionais, incluindo a aplicação de tecnologias para obtenção de tais corredores. Desenvolve-se, portanto, um estudo de caso aplicado a corredores de transporte de soja produzida no Mato Grosso para exportação, de forma que se considere os modais rodoviário, ferroviário e hidroviário, e a intermodalidade. São utilizados indicadores de desempenho para análise e verificadas as características e diferenças entre os corredores. Tecnologias que visam aumentar a sustentabilidade em um corredor são testadas e formas de tornar um corredor brasileiro de transporte de soja em um corredor verde são sugeridas. Observa-se que corredores que utilizam o modal hidroviário tendem a apresentar melhor desempenho econômico e ambiental, sugerindo que a alternativa para \"verdificação\" de corredores de transportes no Brasil é a utilização dos rios. Verifica-se também que substituir combustíveis utilizados pode reduzir em até 90% a emissão de gases do efeito estufa e que investir em terminais intermodais leva eficiência às operações deixando margem para investimentos em tecnologias sustentáveis. Conclui-se, ainda, que corredores que utilizam hidrovias possuem elevado potencial de melhoria em função da quantidade de tecnologias e melhorias propostas. / Many public policies aim to minimize the effects that transport activities cause to the environment and society. One such policy refers to the conception of green corridors originally designed in Europe. An initial objective of this thesis is conceptualizing a green corridor to freight in Brazil and, from the definition obtained, select cases of freight transport for evaluation according to what is proposed in international experiences, including the application of technologies to obtain green corridors. In order to achieve the objective a case study is developed for freight corridors of soybean produced in Mato Grosso for export so as to consider road, rail, waterways and intermodality. KPI\'s are considered on case analysis and to verify the characteristics and differences between the corridors. Technologies that aim to increase sustainability in a corridor are tested and ways to turn a Brazilian soybean corridor into a green corridor are suggested. The corridors that consider waterways tend to present better economic and environmental performance, suggesting that the alternative for \"greening\" of transportation corridors in Brazil is the use of rivers. It also has observed that replacing fuels could reduce greenhouse gas emissions by up to 90% and that investing in intermodal terminals brings efficiency to operations leaving margin for investments in sustainable technologies. It can also be concluded that the corridors present high potential for improvement when consider waterways due to the number of technologies and improvements proposed to this mode of transportation.

Muitas políticas públicas têm buscado minimizar os efeitos que atividades de transporte causam ao meio ambiente e à sociedade. Uma dessas políticas remete ao surgimento dos corredores verdes de transporte de cargas, originalmente concebidos na Europa. Inicialmente, propõe-se uma definição de corredores verdes para que se avalie o transporte de mercadorias no Brasil a partir da definição obtida e seja selecionado um caso de transporte de mercadorias no Brasil para avaliação de acordo com o que se propõe em experiências internacionais, incluindo a aplicação de tecnologias para obtenção de tais corredores. Desenvolve-se, portanto, um estudo de caso aplicado a corredores de transporte de soja produzida no Mato Grosso para exportação, de forma que se considere os modais rodoviário, ferroviário e hidroviário, e a intermodalidade. São utilizados indicadores de desempenho para análise e verificadas as características e diferenças entre os corredores. Tecnologias que visam aumentar a sustentabilidade em um corredor são testadas e formas de tornar um corredor brasileiro de transporte de soja em um corredor verde são sugeridas. Observa-se que corredores que utilizam o modal hidroviário tendem a apresentar melhor desempenho econômico e ambiental, sugerindo que a alternativa para \"verdificação\" de corredores de transportes no Brasil é a utilização dos rios. Verifica-se também que substituir combustíveis utilizados pode reduzir em até 90% a emissão de gases do efeito estufa e que investir em terminais intermodais leva eficiência às operações deixando margem para investimentos em tecnologias sustentáveis. Conclui-se, ainda, que corredores que utilizam hidrovias possuem elevado potencial de melhoria em função da quantidade de tecnologias e melhorias propostas. / Many public policies aim to minimize the effects that transport activities cause to the environment and society. One such policy refers to the conception of green corridors originally designed in Europe. An initial objective of this thesis is conceptualizing a green corridor to freight in Brazil and, from the definition obtained, select cases of freight transport for evaluation according to what is proposed in international experiences, including the application of technologies to obtain green corridors. In order to achieve the objective a case study is developed for freight corridors of soybean produced in Mato Grosso for export so as to consider road, rail, waterways and intermodality. KPI\'s are considered on case analysis and to verify the characteristics and differences between the corridors. Technologies that aim to increase sustainability in a corridor are tested and ways to turn a Brazilian soybean corridor into a green corridor are suggested. The corridors that consider waterways tend to present better economic and environmental performance, suggesting that the alternative for \"greening\" of transportation corridors in Brazil is the use of rivers. It also has observed that replacing fuels could reduce greenhouse gas emissions by up to 90% and that investing in intermodal terminals brings efficiency to operations leaving margin for investments in sustainable technologies. It can also be concluded that the corridors present high potential for improvement when consider waterways due to the number of technologies and improvements proposed to this mode of transportation.

The thesis is based in analysis of the current problematic situation in the freight transport, considering intermodal transportation as one of the possible solutions. The thesis identifies the characteristics crucial for intermodal transportation from this point of view. In the application part the thesis contains evaluation of a project that aims to develop a new type of intermodal transport unit named TelliBox.

Depuis son apparition au milieu du XIXe siècle, la gare ferroviaire n'a cessé de se métamorphoser et de se complexifier. Ce long processus a conduit à une « labyrinthification » spatiale, temporelle et fonctionnelle de ces grands équipements métropolitains. Ce phénomène pose un problème de lisibilité des espaces et se traduit notamment par la complexification des cheminements et la désorientation des usagers. Depuis quelques années, ces questions deviennent des préoccupations majeures pour les concepteurs et les gestionnaires, qui n'arrivent pas toujours à y répondre de manière efficace. La recherche propose une approche à la fois théorique et méthodologique des questions de « lisibilité » et d' « accessibilité » des espaces de la grande gare contemporaine autour du concept de « wayfinding ». On cherche à identifier les facteurs qui influencent les expériences de passage en gare et génèrent ou accompagnent les situations de désorientation et de confusion en s'appuyant notamment sur l'analyse des commentaires verbaux et des parcours filmés de volontaires à l'intérieur de la gare de la Part-Dieu à Lyon. Les travaux ont permis de mettre en évidence la complexité des facteurs à prendre en compte dans l'analyse de la lisibilité des espaces de la gare et des cheminements piétons : caractéristiques physiques et sensibles des lieux, degré d'efficacité de la signalétique, caractéristiques individuelles voyageur, compétences cognitives et perceptives, profil émotionnel, habilités spatiales et personnalité. Ils permettent d'imaginer une nouvelle approche de la conception des grandes gares contemporaines. / Since its appearance in the middle of the XIXe century, the railway station has continued to transform and become more complex. This long process drove to a spatial, temporal and functional "labyrinthification" of these big metropolitan facilities. This phenomenon poses a problem of legibility of the spaces and results notably in the complexity of the paths and disorientation of users. Since some years, these questions become major preoccupations for designers and managers, who are not always able to respond efficiently. Research proposes a theoretical and methodological approach around the concept of" wayfinding, to the questions of "legibility" and "accessibility" of the spaces in the big contemporary station. It seeks to identify the factors that influence the experiences of station passage and generate or accompany situations of disorientation and confusion, relying in particular on the analysis of subject's volunteer's verbal reports and filmed courses inside the station Part-Dieu in Lyon. The work has highlighted the complexity of factors to be taken into account in the analysis of the legibility of the space station and pedestrian paths: physical and sensitive characteristics of places, effectiveness of signage, individual characteristics, cognitive and perceptual skills, emotional profile, spatial abilities and personality. They allow us to imagine a new approach to the design of large of large contemporary stations.

Orientador: Márcio Rogério Silveira / Banca: Eliseu Savério Sposito / Banca: Adauto de Oliveira Souza / Resumo: A mundialização do capital se caracteriza pela existência de espaços relativos, que são decorrentes da própria lógica do sistema capitalista. Partindo dessa premissa, é notório que o crescimento da produção da natureza, das paisagens materiais e dos meios de produção conduz ao aumento progressivo da divisão do trabalho e das contradições sociais, diante de uma dialética intrínseca aos diferentes espaços geográficos. A acumulação de capitais no início do século XXI se baseia em processos de re-ordenamentos, como os de caráter técnicocientífico- informacional e público-privado, resultando num desenvolvimento desigual entre os diferentes territórios, sendo que as ações, articulações e investimentos do capital privado são fatores que possibilitam a existência desses antagonismos. A Hidrovia Tietê-Paraná e os portos interiores de Pederneiras-SP, Anhembi-SP e Santa Maria da Serra-SP representam a utilização da intermodalidade visando a otimização do transporte de mercadorias, a integração de diferentes territórios e a intensificação das interações espaciais e econômicas. / Abstract: The mundialization of capital is characterized by the existence of relative spaces resulted from the logic of the capitalistic system. Thus, it's notorious that the growth of nature production, material landscapes and productive forces lead to a progressive increase of the work division and social antagonisms, in front of a dialectic common to different geographic spaces. The capital accumulation in the beginning of the 21st century is based on the reorganization of technical, scientific, informative and public private proceedings, resulting in an unequal development among the different territories. The actions, articulations and investments on private capital are factors that enable the existence of these contradictions. The Tietê-Paraná Waterway and the inside ports of Pederneiras-SP, Anhembi-SP e Santa Maria da Serra-SP represents the use of the intermodality aiming the improvement on merchandises transportation, the integration of different territories and intensification of spatial and economical interactions. / Mestre

[pt] Os investimentos em infra-estrutura e particularmente no setor de transportes: rodoviário, ferroviário, aquaviário e portuário, são determinantes para a retomada do crescimento sustentado do Brasil. No início da década de noventa, a falta de capacidade financeira do Estado em realizar novos investimentos, bem como as mudanças nas prioridades do governo, acentuaram a tendência de redução dos investimentos nesse setor. Em contra partida, procurou-se aumentar a participação da iniciativa privada por intermédio da privatização e da concessão de serviços públicos. Paralelamente, importantes mudanças na área de regulação foram implementadas, visando viabilizar novos investimentos necessários para melhorar a prestação de serviços à população. Maiores investimentos em logística e na gestão estratégica do transporte proporcionarão ao país reduzir o custo Brasil e conseqüentemente, aumentar a competitividade dos produtos brasileiros, no cenário mundial. O objetivo desta dissertação é, portanto, analisar o processo de privatização realizado no setor de transportes, as alternativas de regulação existentes, e as perspectivas para o futuro, considerando o crescimento dos investimentos em logística e na gestão estratégica do transporte. / [en] The investments in infrastructure and particularly in the transport sector: roads, rail and seaport are essential to resume the sustainable growth of Brazil. In the beginning of the last decade, the lack of investment capacity in developing new projects, as well as the changes in the government`s priority emphasized the trend of investments reduction in this sector. Against this attitude, the government managed to increase the participation of the private sector through privatization and concession programs of public services. In Parallel, important changes on the regulation area were implemented, to viable new necessary investments to improve the services quality offered to the population. Large investments in logistic and in strategic transportation management will proportionate the country a reduction in the Brazilian costs, and consequently, increase the competitiveness of the Brazilian products in the world. Thus, the main objective of this dissertation is to analyze the process of privatization realized in the transport sector, the existing alternatives of regulation, and the perspectives for the future, considering the growth of investment in logistic and in the strategic transport management.

Face aux défis actuels posés par la pollution atmosphérique et la congestion des axes routiers urbains et périurbains et à l’étalement urbain, les pôles d'échanges multimodaux (PEM) sont conçus et mis en œuvre comme des outils de développement de mobilités durables, susceptibles de favoriser l’utilisation de modes de transport complémentaires (marche à pied, vélo, autobus urbains, tramways, métros…).Leur présence de plus en plus affirmée le long des axes de transports collectifs en site propre (TCSP) démontre leur adaptabilité aux différents contextes institutionnels, territoriaux et réticulaires. Leur but est de limiter le trafic automobile entrant dans les villes, et de susciter un report modal suffisant vers les transports collectifs. Cela donne lieu à des études très poussées en matière d’estimation des flux et d’insertion urbaine. Car les PEM entretiennent des relations avec les quartiers où ils sont implantés.Mais cette profusion des PEM, que l'on observe depuis une trentaine d'années - avec une accélération au début des années 2000 - cache en réalité des réalités bien différentes, tout comme les appellations que les AOTU leur donnent. En dépit de tentatives de normalisation, faites par les pouvoirs publics, nous constatons que le fonctionnement des PEM et leur configuration physique répondent avant tout aux nécessités locales et aux compromis entre les différents acteurs impliqués dans la construction et l’exploitation de ce type d’équipements.Notre thèse se propose donc de dresser un état des lieux de la recherche en matière de PEM et d'intermodalité, en ayant recours à de nombreux outils et méthodes (relevés et enquêtes de terrain, entretiens avec des professionnels acteurs du secteur des transports publics, démarche modélisatrice et d’inventaire des services proposés) pour déterminer si le PEM est bien un élément majeur des politiques de transport public et s'il contribue pleinement, en son sein, à l'interfaçage d'échelles de transports complémentaires. / Confront the challenges posed by air pollution and congestion on urban and suburban roads and urban sprawl, the multimodal hubs are designed and implemented as a sustainable mobility development tools, which may promote the use of complementary modes of transport (walking, cycling, transit buses, trams, subways ...).Their presence increasingly assertive along public transport axes own site demonstrates their adaptability to different institutional contexts, territorial and reticular. Their goal is to limit car traffic entering the cities, and generate sufficient modal shift towards public transport. This gives rise to very extensive studies in estimating flow and urban integration. Indeed, multimodal hubs have relations with the neighborhoods where they are located.But this profusion of multimodal hubs, which is observed over the past thirty years - with an acceleration in the early 2000’s - actually hides realities very different, as are the names that give them local transport authorities. Despite standardization attempts made by the government, we find that the operation of multimodal hubs and their physical configuration leads to meet local needs and compromise between the different actors involved in the construction and operation of this type of equipment.Our thesis therefore proposes to draw up an inventory of research for multimodal hubs and intermodality, by using many tools and methods (surveys and field surveys, interviews with professionals involved in public transport sector, model-process and inventory of available services) to determine whether the multimodal hub is a major element of public transport policies and if it contributes, within it, interfacing complementary scales transport.

Le transport intérieur de marchandises de l’Union européenne (UE) se caractérise par la domination du transport routier. En tant que mode le plus utilisé, le transport routier génère les coûts externes les plus considérables. Il est le responsable principal de la congestion routière et des émissions de CO2 qui sont les deux problèmes majeurs du système européen de transport de marchandises. Pour lutter contre ces deux problèmes, l’UE investit des fonds publics dédiés à la construction de nouvelles infrastructures afin d’augmenter leur capacité et de répondre à la demande de transport. De plus, elle favorise les solutions permettant d’alléger les trafics routiers comme le transfert modal d’une partie du trafic routier saturé vers d’autres modes moins polluants. Dans ce contexte, l’UE a promu les autoroutes de la mer (AdM). Nous avons analysé le contexte de développement des AdM, leur positionnement dans le système de transport et leur perspective de développement dans l’UE pour clarifier leur concept et étayer leur pertinence. En effet, pour répondre aux objectifs de l’UE de l’éliminer la congestion routière et de réduire les émissions de CO2, les AdM sont développées pour diminuer le trafic des poids lourds circulant sur les routes. Dans ce cas, la technique du navire roulier permettant de transporter des poids lourds semble adaptée. Les AdM constituent un nouveau parcours pour la construction d’itinéraire d’acheminement des marchandises des transporteurs routiers. Elles offrent une solution moins couteuse que le « tout routier ». En utilisant les AdM, les transporteurs routiers peuvent réduire les émissions de CO2 dues à leur activité grâce à la diminution de la distance routière parcourue. Ainsi, les AdM constituent un mode de transport complémentaire du transport routier. Dans le cadre de la France, les trafics routiers de marchandises se composent d’une part important des flux de transit. De plus, à cause des obstacles naturels à la frontière tels que les Pyrénées, les Alpes et la Manche, les flux de transit se concentrent sur deux axes routiers principaux : l’un, du nord au sud de la France et l’autre, à bord de la Méditerranée. En favorisant le transfert modal de la route vers la mer, la mise en œuvre des AdM permet d’alléger les trafics sur ces axes. Dans ce contexte opérationnel, les ports jouent ainsi un rôle important. Situé au nord de la France, le port du Havre serait impliqué pour alléger le trafic routier du nord au sud de la France. Ainsi, nous avons étudié le cas du port du Havre pour évaluer la possibilité de ce transfert modal. / The inland freight transport in the European Union is characterized by the domination of road transport. As the most used, road transport generates the most significant external costs. It is primarily responsible for traffic congestion and CO2 emissions which are the two major problems of the European system of freight transport. To fight against these problems, the EU invests public funds dedicated to the construction of new infrastructure to increase capacity and meet the demand for transport. In addition, it promotes solutions to alleviate road traffic as a modal shift from road traffic saturated to less polluting modes. In this context, the EU has promoted the motorways of the sea (MoS). We analyzed the development context MoS, their position in the transportation system and development prospect in the European Union to clarify its concept and its relevance. In order to meet the objectives of the EU to eliminate congestion and reduce CO2 emissions, MoS are developed to reduce the heavy vehicle driven on the road. In this case, the technique of rollon/ roll-off to carry heavy weight seems appropriate. MoS are new routes for the construction of routings goods hauliers. They offer a less expensive than the "all roads" solution. Using MoS, hauliers can reduce CO2 emissions thank to reducing the roadway travel. For this reason, the MoS are a complementary mode of road transport. In France, road freight traffic accounts for a large number of transit flows. Also, the number of border crossings is limited due to natural barriers of the Pyrenees, the Alps and the English Channel. Congestion is therefore serious on two main roads: one from north to south of France and the other go along the Mediterranean Sea. Promoting modal shift from road to sea by the implementation of MoS, part of the traffic of these axes and points of saturated transition could be carried over the sea. Ports thus play an important role to make the shift from land to sea. Located in northern France, the port of Le Havre can be involved to ease the traffic from north to south of France. We studied the case of the port of Le Havre to assess the feasibility of this modal shift.

Made available in DSpace on 2016-03-15T19:25:36Z (GMT). No. of bitstreams: 1 Alessandro Riquetti.pdf: 3330851 bytes, checksum: c7b3461400e9e6d802395b99ad09a901 (MD5) Previous issue date: 2011-09-13 / The profile of the Brazilian transport mode, mainly roads, has caused many problems for society and organizations. Among them are: the poor condition of roads, bringing risks of accidents and the rising cost of transportation, increased levels of congestion in metropolitan areas and ports, generating more pollution and, difficulty in disposing of the crop, especially for export due to low productivity of road transport over long distances. One possible solution to replace the use of road transport is intermodal transport (Modal Shift). However, there are bottlenecks that need to be overcome in order to encourage the use of intermodal transport by shippers. The speed of the railroad is still low compared to other countries. On some routes, rail fares are high compared to highways and transhipment terminals have low productivity, making the transit time high. In this context, this study aimed to identify the influence of Modal Shift in the relationship between Performance Management and Logistics. Based on theories of business logistics, this study was conducted in two stages. In the first stage of exploratory nature, aimed at, to know more deeply the management of logistics and intermodal transport processes. The data collected through interviews and processed by content analysis revealed important factors for the continuation of the second step. Thus, with the results of the previous step, we carried out the research of a descriptive nature in order to identify the influence of modal shift in the relationship between performance and logistics management. To this end, we used semi-structured questionnaires and applied with the managers of member companies will ANDA (National Association for the Promotion of Fertilizers). The responses collected were processed by descriptive statistics and multivariate, and showed that: a) intermodal (modal shift), although presented as mediating variable between the logistics management and performance, it falls short of being considered influential on the performance and logistics; b) logistics performance for the domestic fertilizer industry may result from actions such as reducing waste products when changing modes, increase the speed of trains, increase productivity in transhipment terminals and warehouses and employ more efficiently the information technology. Because of these results, it can be concluded that the Modal Shift is used by logistics managers as a means to seek a balance between the rates charged by road and rail and also there is a long way to moving toward competitive advantage, based on logistics. / O perfil da matriz brasileira de transportes, predominantemente rodoviário, tem causado diversos problemas à sociedade e às organizações. Dentre eles, destacam-se: o mau estado de conservação das rodovias, trazendo riscos de acidentes e elevando o custo do transporte; aumento dos níveis de congestionamento das regiões metropolitanas e portuárias, gerando mais poluição e; dificuldade de escoamento da safra, principalmente para exportação, devido à baixa produtividade do transporte rodoviário em longas distâncias. Uma solução possível em substituição ao uso do transporte rodoviário é o transporte intermodal (Modal Shift). Entretanto, existem gargalos que precisam ser superados de maneira a incentivar o uso do transporte intermodal pelos embarcadores. A velocidade das ferrovias ainda é baixa em comparação a outros países. Em algumas rotas, as tarifas ferroviárias são altas em comparação às rodovias e os terminais de transbordo têm baixa produtividade, tornando o tempo de trânsito elevado. Neste contexto, o presente estudo teve como objetivo identificar a influência do Modal Shift na relação entre Gestão Logística e Desempenho. Fundamentado nas teorias da logística empresarial, este estudo foi desenvolvido em duas etapas. Na primeira etapa, de natureza exploratória, teve por objetivo, conhecer com maior profundidade a gestão logística e os processos de transportes intermodais. Os dados coletados por meio de entrevistas em profundidade e tratadas pela análise de conteúdo revelaram fatores importantes para o prosseguimento da segunda etapa. Assim, de posse dos resultados da etapa anterior, realizou-se a pesquisa de natureza descritiva com o objetivo de identificar a influência do modal shift na relação entre a gestão logística e o desempenho. Para tanto, utilizou-se de questionários semi-estruturados e aplicados juntos aos gestores de empresas associadas á ANDA (Associação Nacional para a Difusão de Adubos). As respostas coletadas foram tratadas pelas estatísticas descritivas e multivariadas, e revelaram que: a) a intermodalidade (modal shift), embora tenha apresentado como variável mediadora entre a gestão logística e desempenho, ela está aquém de ser considerada influenciadora sobre o desempenho logístico e; b) o desempenho logístico para a indústria nacional de fertilizantes pode ser decorrente de ações como: reduzir o desperdício de produtos durante a troca de modais, aumentar a velocidade dos trens, aumentar a produtividade nos terminais de transbordo e armazéns e empregar com mais eficiência a tecnologia da informação. Por conta destes resultados, pode-se concluir que o Modal Shift é utilizado pelos gestores de logística como meio para buscar o equilíbrio entre as tarifas praticadas pelo transporte ferroviário e o rodoviário e, ainda, existe um longo percurso a ser caminhado para a vantagem competitiva, baseado na logística.

Made available in DSpace on 2014-06-11T19:28:25Z (GMT). No. of bitstreams: 0 Previous issue date: 2008-11-03Bitstream added on 2014-06-13T18:57:33Z : No. of bitstreams: 1 felipejunior_nf_me_prud.pdf: 1667952 bytes, checksum: 4e69adf6cb5421b52dff3902f3f771fd (MD5) / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / A mundialização do capital se caracteriza pela existência de espaços relativos, que são decorrentes da própria lógica do sistema capitalista. Partindo dessa premissa, é notório que o crescimento da produção da natureza, das paisagens materiais e dos meios de produção conduz ao aumento progressivo da divisão do trabalho e das contradições sociais, diante de uma dialética intrínseca aos diferentes espaços geográficos. A acumulação de capitais no início do século XXI se baseia em processos de re-ordenamentos, como os de caráter técnicocientífico- informacional e público-privado, resultando num desenvolvimento desigual entre os diferentes territórios, sendo que as ações, articulações e investimentos do capital privado são fatores que possibilitam a existência desses antagonismos. A Hidrovia Tietê-Paraná e os portos interiores de Pederneiras-SP, Anhembi-SP e Santa Maria da Serra-SP representam a utilização da intermodalidade visando a otimização do transporte de mercadorias, a integração de diferentes territórios e a intensificação das interações espaciais e econômicas. / The mundialization of capital is characterized by the existence of relative spaces resulted from the logic of the capitalistic system. Thus, it’s notorious that the growth of nature production, material landscapes and productive forces lead to a progressive increase of the work division and social antagonisms, in front of a dialectic common to different geographic spaces. The capital accumulation in the beginning of the 21st century is based on the reorganization of technical, scientific, informative and public private proceedings, resulting in an unequal development among the different territories. The actions, articulations and investments on private capital are factors that enable the existence of these contradictions. The Tietê-Paraná Waterway and the inside ports of Pederneiras-SP, Anhembi-SP e Santa Maria da Serra-SP represents the use of the intermodality aiming the improvement on merchandises transportation, the integration of different territories and intensification of spatial and economical interactions.