finally, the performance of the delivery and payment to the carrier (Silva et al., 2009). For the implementation of the CTM it is required, therefore, systems allowing inter-organizational collaboration in a cost-effective and technologically compatible manner. Without such systems, the companies trying to implement the systematic may find invalid efforts which are difficult to manage.3.1 Collaborative transportation operational system modelsThe general process of decision taking begins with the finding of the decision taking problem, which means, a challenge for future business operations such as long term operations in the transportation market when entering collaborative system (Bloos e Kopfer, 2009). Factors such as the increase in competition appear to be the main decisive factor and the entrepreneurs are looking at the collaboration as a manner to achieve geographic expansion.According to Bloos e Kopfer (2009) entering in collaboration operational system in transportation implies in the exchange of client data, which can be a very sensitive operation. The process begins with the searching for alternative solutions and an accurate specification shall be performed on how the goal can be achieved and measured. After reaching, the costs and benefits are distributed during the transactions.Besides the short literature on this subject, some works were found specifying operational systems for collaborative transportation, which may serve as benchmarking for the companies. For Krajewska e Kopfer (2006) the collaboration process can be described as a three-stage process: specification of individual costs of each collaborator, mapping of partner orders for possible exchanges between partners and attribution of the benefit offered by each participant for the collaboration. Gomber et al. (1997) present a collaboration model for planning of transportation through the usage of freight agencies with several autonomous rewarding centers actuating in the achievement of orders and negotiation of prices for the execution of the orders of the clients. The works of Kopfer e Pankratz (1999) Schonberger (2005), Bloos e Kopfer (2009) and Grunig e Kuhn (2005) follow a similar approach.Regarding the applied part, involving the construction of mathematic model and application, one of the first Brazilian works referent to the collaborative transportation subject is of Carnieri et al. (1983). It analyses the feasibility of the implementation of a representative central of the cooperatives in the State of Parana (Brazil), aiming at minimizing the cost of soy transportation. The problem is modeled as Integer Programming and, due to its simplicity; the model does not comprise important restriction such as deadlines, routes and capacity of transportation, among others.Tacla (2003) develops a methodology for collaborative transportation of soy and fertilizer introducing flexibility to the restrictions imposed by time windows and minimizing freight expenses. Using mathematics model and CPLEX solver of GAMS 2.50 and, for the operational level, develops a heuristic solved in Excel suggesting Linear Programming problem. The work of Giesen et al. (2007) has as its scenario a heterogeneous fleet of ships transporting multiple products, from a set of source ports to a set of destination ports. The problem is formulated as Mixed Integer Programming (MIP) allowing establishing the route and e programming of ships, as well as allocation of products to the