The document summarizes an interview with Richard Klien, Chairman of the Executive Committee of Latinports, about Brazil's progress in ports and logistics. Klien notes that Brazil adopted containerization in the 1990s after port privatization reforms. Since then, container crane and terminal capacity has grown dramatically. Klien is optimistic about Brazil's future despite global economic challenges, as infrastructure investments continue and trade agreements create opportunities. The document also discusses a Latinports conference on port investments and infrastructure needs in Latin America.
The document summarizes the key discussions and outcomes from the 3rd Annual Seminar of Latinports, which was held in Chile. It discusses the state of ports and logistics in Latin America, including infrastructure investments in Brazil and challenges around improving connectivity. The event focused on how ports can support foreign trade and economic growth in the region. Conclusions from the seminar emphasized multimodality, the port-city relationship, and sustainability. The seminar reaffirmed Latinports' commitment to public-private cooperation on port development across Latin America.
This document summarizes the key topics from "The Book of the Minister of Ports of Brazil" by Pedro Brito. It discusses how the book analyzes logistics problems across Brazil's entire physical infrastructure, not just ports, and suggests transforming the Secretary's Office of Ports into a Ministry of Logistics. It provides quotes from the book about establishing qualified technical teams, improving regulations to encourage investment, and developing integrated multimodal transportation networks utilizing waterways more effectively. The summary highlights how the book examines challenges around coordinating infrastructure planning and making changes to prioritize more efficient and sustainable transportation options in Brazil.
Jan Willem - Importancia de las vias navegables y puertos interiores en el co...latinports
This document discusses the importance of inland waterway transport (IWT) systems for international trade and national economies. Some key points:
- An IWT system consists of an interconnected network of waterways, seaports, inland ports, specialized vessels, and coordination between these components.
- IWT offers cost, reliability, safety, and sustainability advantages over road and rail transport for certain cargo types like dry and liquid bulk goods.
- Well-developed IWT systems are important for seaports to access large hinterland markets, and can account for a significant portion of cargo transport within a country beyond just seaport hinterlands.
- Developing an effective IWT system requires coordinated
The document summarizes developments in the port sector in Latin America. It discusses Colombia's plan to reactivate navigation on the Magdalena River to improve the country's logistics through investments in water transportation infrastructure. It also mentions that the Minister of Ports of Brazil, Leonidas Cristino, announced US$3,500 million in investments for the Brazilian port sector and that former Brazilian Minister of Ports Pedro Brito assumed a new role directing the country's transportation agency.
Robert Davinroy - La Experiencia del Río Mississippilatinports
This document discusses navigation development on the Middle Mississippi River. It notes that barge navigation is the most efficient and environmentally friendly mode of transportation. The river engineering has allowed for growth in tonnage transported on the river from 2.4 billion tons annually. Challenges for developing navigation on the Magdalena River include securing funding, managing complex construction projects, and ensuring environmental protections are in place. Lessons from developing the Mississippi River can help inform addressing these challenges on the Magdalena River.
El documento analiza los desafíos que enfrenta América Latina para aprovechar plenamente su crecimiento comercial debido a deficiencias en la conectividad e infraestructura de transporte. Si bien las economías de la región están creciendo a tasas del 3% o más, la falta de inversión en puertos, carreteras y logística terrestre pone en riesgo alcanzar todo el potencial. Mejorar la eficiencia portuaria y coordinar a los actores de la cadena de suministro son claves para enfrentar esta
The document discusses upcoming events related to Latin American ports and infrastructure. It announces that the 4th annual Latinports event will be held in May in Cancun, Mexico, jointly with two Mexican port organizations. It also notes that the Panama Canal Authority has become a new member of Latinports. Several upcoming meetings and discussions around port infrastructure investments and regulations in Latin America are also summarized.
The document summarizes the key discussions and outcomes from the 3rd Annual Seminar of Latinports, which was held in Chile. It discusses the state of ports and logistics in Latin America, including infrastructure investments in Brazil and challenges around improving connectivity. The event focused on how ports can support foreign trade and economic growth in the region. Conclusions from the seminar emphasized multimodality, the port-city relationship, and sustainability. The seminar reaffirmed Latinports' commitment to public-private cooperation on port development across Latin America.
This document summarizes the key topics from "The Book of the Minister of Ports of Brazil" by Pedro Brito. It discusses how the book analyzes logistics problems across Brazil's entire physical infrastructure, not just ports, and suggests transforming the Secretary's Office of Ports into a Ministry of Logistics. It provides quotes from the book about establishing qualified technical teams, improving regulations to encourage investment, and developing integrated multimodal transportation networks utilizing waterways more effectively. The summary highlights how the book examines challenges around coordinating infrastructure planning and making changes to prioritize more efficient and sustainable transportation options in Brazil.
Jan Willem - Importancia de las vias navegables y puertos interiores en el co...latinports
This document discusses the importance of inland waterway transport (IWT) systems for international trade and national economies. Some key points:
- An IWT system consists of an interconnected network of waterways, seaports, inland ports, specialized vessels, and coordination between these components.
- IWT offers cost, reliability, safety, and sustainability advantages over road and rail transport for certain cargo types like dry and liquid bulk goods.
- Well-developed IWT systems are important for seaports to access large hinterland markets, and can account for a significant portion of cargo transport within a country beyond just seaport hinterlands.
- Developing an effective IWT system requires coordinated
The document summarizes developments in the port sector in Latin America. It discusses Colombia's plan to reactivate navigation on the Magdalena River to improve the country's logistics through investments in water transportation infrastructure. It also mentions that the Minister of Ports of Brazil, Leonidas Cristino, announced US$3,500 million in investments for the Brazilian port sector and that former Brazilian Minister of Ports Pedro Brito assumed a new role directing the country's transportation agency.
Robert Davinroy - La Experiencia del Río Mississippilatinports
This document discusses navigation development on the Middle Mississippi River. It notes that barge navigation is the most efficient and environmentally friendly mode of transportation. The river engineering has allowed for growth in tonnage transported on the river from 2.4 billion tons annually. Challenges for developing navigation on the Magdalena River include securing funding, managing complex construction projects, and ensuring environmental protections are in place. Lessons from developing the Mississippi River can help inform addressing these challenges on the Magdalena River.
El documento analiza los desafíos que enfrenta América Latina para aprovechar plenamente su crecimiento comercial debido a deficiencias en la conectividad e infraestructura de transporte. Si bien las economías de la región están creciendo a tasas del 3% o más, la falta de inversión en puertos, carreteras y logística terrestre pone en riesgo alcanzar todo el potencial. Mejorar la eficiencia portuaria y coordinar a los actores de la cadena de suministro son claves para enfrentar esta
The document discusses upcoming events related to Latin American ports and infrastructure. It announces that the 4th annual Latinports event will be held in May in Cancun, Mexico, jointly with two Mexican port organizations. It also notes that the Panama Canal Authority has become a new member of Latinports. Several upcoming meetings and discussions around port infrastructure investments and regulations in Latin America are also summarized.
This document provides an overview of the controversial presidential sanction of port reform law in Brazil. Key points:
- Brazilian President Dilma Rousseff enacted the new port law but vetoed 10 articles, largely opposed by business lobbies.
- Vetoes aimed to ensure the law's goals of opening up and increasing competitiveness while eliminating legal uncertainty.
- Vetoes closed automatic extensions for any leasing contracts, including over 50 ports leased before 1993.
- Operators of containers terminals tendered after 1993 also lost contract extension guarantees.
- Vetoes pave the way for tenders of 159 port areas divided into four lots, with the first including 52 terminals.
- Investments in private ports are
The document summarizes recent developments in the Port of Rio de Janeiro and the modernization of Brazilian ports. It notes that Rio de Janeiro was recently designated a UNESCO World Heritage site. It then discusses the port's role in promoting economic activity for Rio de Janeiro and Minas Gerais states over successive development cycles in the 19th, 20th and 21st centuries. It highlights how port modernization through private concessions has increased containerization rates from 20% in the 1970s to 70% currently in line with global trends, bringing significant increases in productivity.
The document summarizes the views of Richard Klien, former chairman of Latinports, on Brazil's new policy for ports. The key points are:
1) Brazil recently passed a new port law to speed up investments and boost capacity to support economic growth. This replaces the previous law from 1993 that privatized public terminals.
2) Under private management, Brazilian ports have been modernized with $5 billion in investments, allowing them to handle larger ships. However, more investment of $5.5 billion is needed by 2021 to increase capacity.
3) The new law aims to further expand capacity through private investments in both public and private ports. It redefines port classifications and promotes construction of new terminals
This document summarizes key issues affecting Latin America's ports and logistics sector in late 2013. It discusses economic growth in some Latin American countries supporting trade opportunities, but notes infrastructure limitations constraining connectivity. Improving land transport infrastructure and integrated supply chains is needed to realize full economic potential. The document also reports on a port conference highlighting the region's varied port infrastructure challenges and efficiencies, and the need to reduce port expansion costs through land management optimizations and process automation.
The letter from the Minister of Trade, Industry and Tourism discusses the growth and success of free trade zones in Colombia over the past 56 years. Free trade zones have attracted significant investment, generated thousands of jobs, and contributed to regional economic progress. Under a new regulatory regime, free trade zones have attracted $32.3 billion in investment and created over 16,000 direct and 142,000 indirect jobs. The minister believes free trade zones focused on services will continue driving investment and employment growth in Colombia.
The Andean region of Colombia includes the departments of Cundinamarca, Boyaca, Santander and Norte de Santander. It has a total population of over 15 million people, with Bogota D.C. alone having over 7 million residents. Several free trade zones are located in this region, taking advantage of its strategic location and major cities. Inflation rates have remained relatively low and stable in recent years across the main cities of the region.
The Andean region of Colombia includes the departments of Cundinamarca, Boyaca, Santander and Norte de Santander. It has a total population of over 14 million people across these regions. Several free trade zones are located in the Andean region, near major cities like Bogota, Bucaramanga and Cucuta. The free trade zones benefit from the region's strategic location, infrastructure, and proximity to markets in Colombia and neighboring countries.
AN APPRAISAL OF PORT CONCESSIONS IN NIGERIA AND ITS ROLE IN ACHIEVING THE MAR...Francisca Tanimojo
This document provides an overview of port concessions in Nigeria and their role in achieving the country's maritime potential. Some key points:
- Nigeria has a large coastline but its maritime industry has not fully capitalized on this asset. Port concessions were introduced as part of reforms to modernize ports and increase efficiency.
- Major ports in Nigeria were concessioned beginning in 2006, with over 25 concessions granted. The flagship concession was the 25-year contract for Apapa Container Terminal granted to APM Terminals.
- Other countries in Africa and globally also utilize port concessions. Examples discussed include Tanzania granting a concession to TICTS for its Dar es Salaam container terminal, and landlord port models used in
Financial Common Sense for Development of Inland Ports - updated 02082017James Breckinridge
This document summarizes challenges facing the maritime transportation industry due to mega-ships, alliances, and port infrastructure deficiencies. Mega-ships carrying 18,000+ TEUs are straining port capacity and supply chains. Experts predict ships up to 24,000 TEUs and expect significant port congestion issues. Port infrastructure in the US is not equipped to efficiently handle the unloading of larger ships, exacerbating problems and costs passed to consumers. The document proposes inland ports as a solution to address these challenges.
The document provides information about free trade zones in Colombia. It begins with a letter from the Minister of Commerce, Industry and Tourism highlighting that free trade zones have been effective in attracting investment and generating employment. It then discusses that Colombia currently has 99 approved free trade zones, the largest number in Latin America. Free trade zones have created over 13,000 direct jobs and nearly 98,000 indirect jobs. The zones provide benefits like a 15% flat income tax rate and customs duty exemptions to attract investment.
Mr. Jordi Gisbert i Lleal
General Secretary : Mr. Jordi Martínez i Vidal
General Manager : Mr. Damià Calvet i Pujol
Deputy General Manager : Mr. Joan Serra i Constans
Human Resources and Organization : Mr. Jordi Martínez i Vidal
Economic and Financial Management : Mr. Joan Serra i Constans
Port Planning and Infrastructures : Mr. Damià Calvet i Pujol
Port Operations : Mr. Joan Pere Duran i Farell
Commercial and Logistics Promotion : Mr. Joan Pere Duran i Farell
WITH THE CLOSURE of Terminal 6 at Oregon's Port of Portland, the Oregon business and manufacturing community, Oregon farmers, and U.S. farmers upriver along the Columbia as far as Idaho and into Montana, have lost their natural, primary and economic access to commercial international deep-water shipping: a key commercial trade route that was enhanced under FDR, under the Columba River Dam project. Now, however, these manufacturers and farmers have been compelled instead to re-direct their commerce into the Port of Seattle-Tacoma -- Seaport -- in order to keep their business alive. The level of commercial traffic now being re-routed over surface streets exceeds 2000 double semi-trucks per day, in addition to rail traffic, at a level which is unsustainable and costly.
SINCE T-6 CLOSED almost a year ago, the resulting increase in volume at Seaport (due to re-routed Oregon commerce) recently prompted Ports of America to terminate its lease with the Port of Oakland, effective Feb. 19, 2016, and announce it would concentrate operations in Tacoma. Peter Ford, Chief Strategy Officer for Ports of America, stated that the reason for leaving Oakland, was to prepare operations in Seaport for Triple-E generation ships, which will soon begin traffic through the upgraded Panama Canal. This is good, but Ports of America's decision to expand services at Seaport, will also entrench an economic paradigm that, for us in Oregon, is regressive and inefficient: it is non-competitive for Oregonians, and a disservice to our economic development; and for many operators up and down the Columbia river, it ultimately will lead to business losses and closures.
UNDER THESE ECONOMIC circumstances, neither Oregon, nor the Pacific coast community, nor America as an economic entity, can afford to overlook the key position which the Port of Astoria holds at the mouth of the "Great River of the West" -- the Columbia River. The Columbia River constitutes the ONLY low-land, nearly sea-level commercial access from the Pacific Ocean into the interior basins of America. At all our other Pacific ports -- Longbeach, Oakland and Seattle-Tacoma -- access is impeded by the rugged and high mountains of the Sierra Nevadas and the Cascade Ranges. Furthermore, Astoria is actually closer to Asian ports, than those in California and Washington.
IT IS NOW BECOMING a national economic imperative therefore, that the United States should retain and advance its role as a key international economic power, and thereby defend the interests and general welfare of its citizens individually, by tapping into the commercial potential of peerless Harbor at the Mouth of the Columbia, with its 20 square miles of anchorage, and its miles upon miles of harbor frontage situated directly on the main shipping channel, with room enough for dozens, even scores of perpendicular berths for even the largest Next-Gen Triple-E carriers, and more than enough room for development of necessary rail yards.
The Pacific Alliance is an economic integration agreement between Chile, Colombia, Mexico, and Peru aimed at promoting regional economic growth and development through free trade. Key objectives include establishing free movement of goods, services, capital and people. As a bloc, the four countries have a population of over 209 million people and combined GDP of over $1 trillion USD, accounting for 35% of Latin America's total GDP. The agreement seeks to create an open market to attract trade and investment, especially from Asia-Pacific countries.
The document describes a private equity real estate fund called the Real Estate Value Fund managed by Profesionales de Bolsa in Colombia. The fund has invested in developing logistics terminals across Colombia, including the first in Cartagena in 2013 and the second in Bogota. The Bogota logistics terminal, called TLC Bogota, will feature specialized warehouses, retail space, and offices located near major transportation infrastructure in Bogota to take advantage of its strategic location as a logistics hub. The fund aims to generate higher returns than market averages for investors through this real estate development project.
The World Bank Group is an international financial institution that provides loans and technical assistance to governments of developing countries for capital programs aimed at reducing poverty. It consists of five organizations: the International Bank for Reconstruction and Development (IBRD), the International Development Association (IDA), the International Finance Corporation (IFC), the Multilateral Investment Guarantee Agency (MIGA), and the International Centre for Settlement of Investment Disputes (ICSID). The World Bank Group has 188 member countries and works to promote global trade, investment and development.
Founding investors' package - La Jolla de PanamaAziz Sattar
La Jolla De Panama
+/- 2,000 ACRE SUSTAINABLE MIXED-USE MASTER PLANNED “COMMUNITY OF THE FUTURE”
+/- 2,500 OCEAN FRONT AND OCEAN VIEW HOME SITES ♦ ALL PRODUCT TYPES; TIMESHARES, VILLAS, CONDOMINIUMS, SINGLE FAMILY, CUSTOM HOMES, AND ESTATES
♦ TOWN SQUARE WITH RETAIL, ENTERTAINMENT, COMMERCIAL, AND HOSPITALITY SERVICES ♦ LUXURY “WATER FRONT” HOTEL AND CASINO ♦ +/- 250 SLIP MARINA, ♦ 18 HOLE GOLF & TENNIS RESORT
♦ CHARTER FISHING, YACHT MAINTENANCE & REPAIR, BOAT AND RECREATIONAL RENTALS ♦ HEALTH & WELLNESS SPA AND FITNESS CENTER ♦ EQUESTRIAN STABLES & THERAPY FACILITY
♦ ORGANIC FARMS WITH “FARM TO TABLE” DINING ♦ TOURISM MEDICAL, SURGICAL AND RECOVERY RETREAT ♦ RENEWABLE & STORED ENERGY GENERATION WITH MICRO-GRID TRANSMISSION
This document provides an introduction and overview of the Indian port sector. It discusses how the port sector is undergoing transformation due to economic reforms and privatization efforts. It notes that cargo traffic in Indian ports has grown significantly over the past decades. The document outlines some of the key issues and debates around ongoing port reforms in India, including questions around the future role of private sector players and the need for modernization and greater efficiency in the port system. It aims to provide a broad perspective on the macro-level business and policy issues impacting the development of the Indian port sector.
This document provides an overview of port economics and development in India. It discusses how ports are critical to a country's economic development and international trade as they allow for imports and exports. The globalization of trade has increased cargo volumes and demand for ports. It then summarizes India's maritime trade trends in recent decades, including growth in containerized cargo and shifts in export-import composition. It also reviews cargo traffic growth at major and non-major Indian ports from 1951 to 2008. Finally, it discusses ongoing reforms and privatization in India's port sector and questions around the future roles of private sector and minor ports.
O documento discute como a falta de investimento em infraestrutura de transporte na América Latina está ameaçando o crescimento do comércio regional. Apesar do crescimento econômico esperado para alguns países, a conectividade deficiente e a falta de integração dos sistemas logísticos poderiam limitar o potencial de crescimento. Além disso, os altos custos de transporte na região precisam ser reduzidos por meio de melhorias na infraestrutura portuária e terrestre.
El documento resume la visión del anterior presidente de Latinports sobre la nueva política portuaria de Brasil. Indica que la reforma busca acelerar las inversiones en puertos para apoyar el crecimiento económico y reducir costos. Explica que se promoverán ampliaciones de terminales existentes e inversiones privadas en nuevos terminales dentro y fuera de puertos públicos para aumentar la capacidad portuaria de forma competitiva. Finalmente, señala que se implementarán soluciones como horas extendidas de operación para agilizar el comercio exterior de Bras
More Related Content
Similar to Latinports Newsletter September-December 2011
This document provides an overview of the controversial presidential sanction of port reform law in Brazil. Key points:
- Brazilian President Dilma Rousseff enacted the new port law but vetoed 10 articles, largely opposed by business lobbies.
- Vetoes aimed to ensure the law's goals of opening up and increasing competitiveness while eliminating legal uncertainty.
- Vetoes closed automatic extensions for any leasing contracts, including over 50 ports leased before 1993.
- Operators of containers terminals tendered after 1993 also lost contract extension guarantees.
- Vetoes pave the way for tenders of 159 port areas divided into four lots, with the first including 52 terminals.
- Investments in private ports are
The document summarizes recent developments in the Port of Rio de Janeiro and the modernization of Brazilian ports. It notes that Rio de Janeiro was recently designated a UNESCO World Heritage site. It then discusses the port's role in promoting economic activity for Rio de Janeiro and Minas Gerais states over successive development cycles in the 19th, 20th and 21st centuries. It highlights how port modernization through private concessions has increased containerization rates from 20% in the 1970s to 70% currently in line with global trends, bringing significant increases in productivity.
The document summarizes the views of Richard Klien, former chairman of Latinports, on Brazil's new policy for ports. The key points are:
1) Brazil recently passed a new port law to speed up investments and boost capacity to support economic growth. This replaces the previous law from 1993 that privatized public terminals.
2) Under private management, Brazilian ports have been modernized with $5 billion in investments, allowing them to handle larger ships. However, more investment of $5.5 billion is needed by 2021 to increase capacity.
3) The new law aims to further expand capacity through private investments in both public and private ports. It redefines port classifications and promotes construction of new terminals
This document summarizes key issues affecting Latin America's ports and logistics sector in late 2013. It discusses economic growth in some Latin American countries supporting trade opportunities, but notes infrastructure limitations constraining connectivity. Improving land transport infrastructure and integrated supply chains is needed to realize full economic potential. The document also reports on a port conference highlighting the region's varied port infrastructure challenges and efficiencies, and the need to reduce port expansion costs through land management optimizations and process automation.
The letter from the Minister of Trade, Industry and Tourism discusses the growth and success of free trade zones in Colombia over the past 56 years. Free trade zones have attracted significant investment, generated thousands of jobs, and contributed to regional economic progress. Under a new regulatory regime, free trade zones have attracted $32.3 billion in investment and created over 16,000 direct and 142,000 indirect jobs. The minister believes free trade zones focused on services will continue driving investment and employment growth in Colombia.
The Andean region of Colombia includes the departments of Cundinamarca, Boyaca, Santander and Norte de Santander. It has a total population of over 15 million people, with Bogota D.C. alone having over 7 million residents. Several free trade zones are located in this region, taking advantage of its strategic location and major cities. Inflation rates have remained relatively low and stable in recent years across the main cities of the region.
The Andean region of Colombia includes the departments of Cundinamarca, Boyaca, Santander and Norte de Santander. It has a total population of over 14 million people across these regions. Several free trade zones are located in the Andean region, near major cities like Bogota, Bucaramanga and Cucuta. The free trade zones benefit from the region's strategic location, infrastructure, and proximity to markets in Colombia and neighboring countries.
AN APPRAISAL OF PORT CONCESSIONS IN NIGERIA AND ITS ROLE IN ACHIEVING THE MAR...Francisca Tanimojo
This document provides an overview of port concessions in Nigeria and their role in achieving the country's maritime potential. Some key points:
- Nigeria has a large coastline but its maritime industry has not fully capitalized on this asset. Port concessions were introduced as part of reforms to modernize ports and increase efficiency.
- Major ports in Nigeria were concessioned beginning in 2006, with over 25 concessions granted. The flagship concession was the 25-year contract for Apapa Container Terminal granted to APM Terminals.
- Other countries in Africa and globally also utilize port concessions. Examples discussed include Tanzania granting a concession to TICTS for its Dar es Salaam container terminal, and landlord port models used in
Financial Common Sense for Development of Inland Ports - updated 02082017James Breckinridge
This document summarizes challenges facing the maritime transportation industry due to mega-ships, alliances, and port infrastructure deficiencies. Mega-ships carrying 18,000+ TEUs are straining port capacity and supply chains. Experts predict ships up to 24,000 TEUs and expect significant port congestion issues. Port infrastructure in the US is not equipped to efficiently handle the unloading of larger ships, exacerbating problems and costs passed to consumers. The document proposes inland ports as a solution to address these challenges.
The document provides information about free trade zones in Colombia. It begins with a letter from the Minister of Commerce, Industry and Tourism highlighting that free trade zones have been effective in attracting investment and generating employment. It then discusses that Colombia currently has 99 approved free trade zones, the largest number in Latin America. Free trade zones have created over 13,000 direct jobs and nearly 98,000 indirect jobs. The zones provide benefits like a 15% flat income tax rate and customs duty exemptions to attract investment.
Mr. Jordi Gisbert i Lleal
General Secretary : Mr. Jordi Martínez i Vidal
General Manager : Mr. Damià Calvet i Pujol
Deputy General Manager : Mr. Joan Serra i Constans
Human Resources and Organization : Mr. Jordi Martínez i Vidal
Economic and Financial Management : Mr. Joan Serra i Constans
Port Planning and Infrastructures : Mr. Damià Calvet i Pujol
Port Operations : Mr. Joan Pere Duran i Farell
Commercial and Logistics Promotion : Mr. Joan Pere Duran i Farell
WITH THE CLOSURE of Terminal 6 at Oregon's Port of Portland, the Oregon business and manufacturing community, Oregon farmers, and U.S. farmers upriver along the Columbia as far as Idaho and into Montana, have lost their natural, primary and economic access to commercial international deep-water shipping: a key commercial trade route that was enhanced under FDR, under the Columba River Dam project. Now, however, these manufacturers and farmers have been compelled instead to re-direct their commerce into the Port of Seattle-Tacoma -- Seaport -- in order to keep their business alive. The level of commercial traffic now being re-routed over surface streets exceeds 2000 double semi-trucks per day, in addition to rail traffic, at a level which is unsustainable and costly.
SINCE T-6 CLOSED almost a year ago, the resulting increase in volume at Seaport (due to re-routed Oregon commerce) recently prompted Ports of America to terminate its lease with the Port of Oakland, effective Feb. 19, 2016, and announce it would concentrate operations in Tacoma. Peter Ford, Chief Strategy Officer for Ports of America, stated that the reason for leaving Oakland, was to prepare operations in Seaport for Triple-E generation ships, which will soon begin traffic through the upgraded Panama Canal. This is good, but Ports of America's decision to expand services at Seaport, will also entrench an economic paradigm that, for us in Oregon, is regressive and inefficient: it is non-competitive for Oregonians, and a disservice to our economic development; and for many operators up and down the Columbia river, it ultimately will lead to business losses and closures.
UNDER THESE ECONOMIC circumstances, neither Oregon, nor the Pacific coast community, nor America as an economic entity, can afford to overlook the key position which the Port of Astoria holds at the mouth of the "Great River of the West" -- the Columbia River. The Columbia River constitutes the ONLY low-land, nearly sea-level commercial access from the Pacific Ocean into the interior basins of America. At all our other Pacific ports -- Longbeach, Oakland and Seattle-Tacoma -- access is impeded by the rugged and high mountains of the Sierra Nevadas and the Cascade Ranges. Furthermore, Astoria is actually closer to Asian ports, than those in California and Washington.
IT IS NOW BECOMING a national economic imperative therefore, that the United States should retain and advance its role as a key international economic power, and thereby defend the interests and general welfare of its citizens individually, by tapping into the commercial potential of peerless Harbor at the Mouth of the Columbia, with its 20 square miles of anchorage, and its miles upon miles of harbor frontage situated directly on the main shipping channel, with room enough for dozens, even scores of perpendicular berths for even the largest Next-Gen Triple-E carriers, and more than enough room for development of necessary rail yards.
The Pacific Alliance is an economic integration agreement between Chile, Colombia, Mexico, and Peru aimed at promoting regional economic growth and development through free trade. Key objectives include establishing free movement of goods, services, capital and people. As a bloc, the four countries have a population of over 209 million people and combined GDP of over $1 trillion USD, accounting for 35% of Latin America's total GDP. The agreement seeks to create an open market to attract trade and investment, especially from Asia-Pacific countries.
The document describes a private equity real estate fund called the Real Estate Value Fund managed by Profesionales de Bolsa in Colombia. The fund has invested in developing logistics terminals across Colombia, including the first in Cartagena in 2013 and the second in Bogota. The Bogota logistics terminal, called TLC Bogota, will feature specialized warehouses, retail space, and offices located near major transportation infrastructure in Bogota to take advantage of its strategic location as a logistics hub. The fund aims to generate higher returns than market averages for investors through this real estate development project.
The World Bank Group is an international financial institution that provides loans and technical assistance to governments of developing countries for capital programs aimed at reducing poverty. It consists of five organizations: the International Bank for Reconstruction and Development (IBRD), the International Development Association (IDA), the International Finance Corporation (IFC), the Multilateral Investment Guarantee Agency (MIGA), and the International Centre for Settlement of Investment Disputes (ICSID). The World Bank Group has 188 member countries and works to promote global trade, investment and development.
Founding investors' package - La Jolla de PanamaAziz Sattar
La Jolla De Panama
+/- 2,000 ACRE SUSTAINABLE MIXED-USE MASTER PLANNED “COMMUNITY OF THE FUTURE”
+/- 2,500 OCEAN FRONT AND OCEAN VIEW HOME SITES ♦ ALL PRODUCT TYPES; TIMESHARES, VILLAS, CONDOMINIUMS, SINGLE FAMILY, CUSTOM HOMES, AND ESTATES
♦ TOWN SQUARE WITH RETAIL, ENTERTAINMENT, COMMERCIAL, AND HOSPITALITY SERVICES ♦ LUXURY “WATER FRONT” HOTEL AND CASINO ♦ +/- 250 SLIP MARINA, ♦ 18 HOLE GOLF & TENNIS RESORT
♦ CHARTER FISHING, YACHT MAINTENANCE & REPAIR, BOAT AND RECREATIONAL RENTALS ♦ HEALTH & WELLNESS SPA AND FITNESS CENTER ♦ EQUESTRIAN STABLES & THERAPY FACILITY
♦ ORGANIC FARMS WITH “FARM TO TABLE” DINING ♦ TOURISM MEDICAL, SURGICAL AND RECOVERY RETREAT ♦ RENEWABLE & STORED ENERGY GENERATION WITH MICRO-GRID TRANSMISSION
This document provides an introduction and overview of the Indian port sector. It discusses how the port sector is undergoing transformation due to economic reforms and privatization efforts. It notes that cargo traffic in Indian ports has grown significantly over the past decades. The document outlines some of the key issues and debates around ongoing port reforms in India, including questions around the future role of private sector players and the need for modernization and greater efficiency in the port system. It aims to provide a broad perspective on the macro-level business and policy issues impacting the development of the Indian port sector.
This document provides an overview of port economics and development in India. It discusses how ports are critical to a country's economic development and international trade as they allow for imports and exports. The globalization of trade has increased cargo volumes and demand for ports. It then summarizes India's maritime trade trends in recent decades, including growth in containerized cargo and shifts in export-import composition. It also reviews cargo traffic growth at major and non-major Indian ports from 1951 to 2008. Finally, it discusses ongoing reforms and privatization in India's port sector and questions around the future roles of private sector and minor ports.
Similar to Latinports Newsletter September-December 2011 (20)
O documento discute como a falta de investimento em infraestrutura de transporte na América Latina está ameaçando o crescimento do comércio regional. Apesar do crescimento econômico esperado para alguns países, a conectividade deficiente e a falta de integração dos sistemas logísticos poderiam limitar o potencial de crescimento. Além disso, os altos custos de transporte na região precisam ser reduzidos por meio de melhorias na infraestrutura portuária e terrestre.
El documento resume la visión del anterior presidente de Latinports sobre la nueva política portuaria de Brasil. Indica que la reforma busca acelerar las inversiones en puertos para apoyar el crecimiento económico y reducir costos. Explica que se promoverán ampliaciones de terminales existentes e inversiones privadas en nuevos terminales dentro y fuera de puertos públicos para aumentar la capacidad portuaria de forma competitiva. Finalmente, señala que se implementarán soluciones como horas extendidas de operación para agilizar el comercio exterior de Bras
Latinports Boletim Informativo Julho- Setembro 2013latinports
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Fernando Gamboa - El Sistema Portuario Mexicanolatinports
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IV Congreso Anual de Latinports
Infraestructura y Desarrollo
Cancún 15, 16 y 17 de Mayo, 2013
Oscar Bazán - La expansión del canal de panamá y sus respercusiones en el S...latinports
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El documento describe el sistema portuario de Chile, incluyendo las reformas de 1981 y 1997 que generaron el modelo multioperador y permitieron la participación privada. También se resumen los objetivos de la reforma de 1997 como disminuir costos, incentivar inversiones privadas, y transformar a Chile en una plataforma portuaria regional. Finalmente, se destacan los resultados positivos de las reformas como una mayor eficiencia portuaria y menores costos.
Latinports Boletim Informativo Abril-Junho de 2013latinports
Este documento discute o IV Evento Anual da Latinports em Cancún sobre infraestrutura e desenvolvimento. Também aborda a controversa sanção presidencial da reforma da lei de portos no Brasil e os principais portos de contêineres na América Latina.
El documento resume las principales noticias y temas discutidos en la edición Abril-Junio 2013 de la revista Latinports. Incluye una descripción del IV Evento Anual de Latinports en Cancún sobre infraestructura y desarrollo, la Declaración de Cancún resultante del evento, y la posesión de Arturo López como nuevo presidente de Latinports. También resume la controvertida sanción presidencial de la reforma a la ley de puertos en Brasil y los puntos vetados.
Este documento resume un artículo sobre los nuevos megabloques comerciales que están surgiendo en el mundo y su impacto potencial en América Latina. Estados Unidos está negociando acuerdos de libre comercio Transpacífico y Transatlántico que crearían los bloques comerciales más grandes. Algunos países latinoamericanos como México, Colombia y Chile podrían beneficiarse al estar integrados, mientras que países del Mercosur como Brasil y Argentina podrían quedar rezagados si no logran acuerdos similares con Estados Unidos o
Latinports Boletim Informativo Janeiro-Março de 2013latinports
O documento discute os novos megablocos comerciais sendo formados pelos Estados Unidos e União Europeia e seu potencial impacto na América Latina. Alguns países latino-americanos como México, Colômbia e Chile podem se beneficiar ao se inserirem nesses blocos, enquanto países do Mercosul como Brasil e Argentina podem ficar para trás economicamente caso não firmem acordos comerciais semelhantes.
El documento resume el III Seminario Anual de Latinports que se realizó en Chile en noviembre de 2012. El evento reunió a representantes de los principales puertos de la región para analizar el desarrollo de la industria portuaria. Se destacaron temas como el liderazgo económico de América Latina, las implicancias de la ampliación del Canal de Panamá y la necesidad de mejorar la integración entre puertos y ciudades. La Declaración de Valparaíso resaltó la importancia de la multimodalidad
Latinports Boletim Informativo September-Dezembro de 2012latinports
O documento resume o terceiro seminário anual da Latinports realizado no Chile, que reuniu representantes de portos da América Latina. O evento discutiu temas como o crescimento econômico da região, as mudanças no transporte marítimo com a ampliação do Canal do Panamá e a necessidade de melhorar a infraestrutura e logística. A declaração final enfatizou a importância da integração multimodal e da sustentabilidade nos portos.
Latinports Boletim Informativo Maio-Agosto de 2012latinports
O documento discute o terceiro seminário anual público-privado da Latinports que será realizado em Valparaíso-Viña del Mar, Chile. O evento abordará temas como logística portuária e os desafios apresentados pela ampliação do Canal do Panamá. O documento também inclui uma entrevista com o ex-ministro de portos do Brasil sobre os objetivos e desafios da agência reguladora de transporte aquaviário do Brasil.
Este documento presenta información sobre tres temas principales:
1) Se anuncia la realización del III Seminario Anual Público Privado Latinoamericano en Valparaiso-Viña del Mar, Chile del 26 al 27 de noviembre, enfocado en puertos y plataformas logísticas.
2) Se incluye una entrevista a Pedro Brito, ex Ministro de Puertos de Brasil y Director de la Agencia Nacional de Transporte Acuático de Brasil, donde discute los orígenes, objetivos y desafíos de la agencia,
Latinports Boletim Informativo September-Dezembro de 2011latinports
O documento resume um congresso portuário público-privado realizado na Colômbia em dezembro de 2011. O congresso contou com a participação de representantes de mais de dez países e discutiu boas práticas no setor portuário. Conclusões do congresso incluíram a necessidade de investimentos significativos em infraestrutura portuária na América Latina e a importância da cooperação entre os setores público e privado.
Latinports Boletim Informativo Janeiro-Abril de 2012latinports
Este documento fornece um resumo de notícias e informações sobre a economia da América Latina. Ele destaca que o Brasil se tornou a sexta maior economia mundial, ultrapassando o Reino Unido, e que o México pode se tornar a sétima maior economia até 2020. Além disso, o documento descreve o Peru e o Chile como economias emergentes promissoras na região.
This document provides an overview of Latin American economies, including:
1) Brazil has become the 6th largest economy in the world, surpassing the UK, according to the Center for Economics and Business Research.
2) Mexico is projected to become the 7th largest economy by 2020 according to Goldman Sachs. Chile, Peru and Colombia are also highlighted as emerging economies in the region.
3) Several organizations recognize Latin America's strong economic recovery from the global recession and its role as a driver of global economic growth alongside Asia. If growth continues, the region will have a middle class of 500 million within a generation.
Este documento presenta información sobre la economía de varios países de América Latina. Brasil se ha convertido en la sexta economía más grande del mundo, superando a Gran Bretaña. México se espera que sea la séptima economía más grande para el 2020. Chile, Perú y Colombia son consideradas economías emergentes en la región con buenas perspectivas de crecimiento. El documento también incluye noticias sobre la economía brasileña y mexicana así como sobre Latinports Móvil, una nueva herramienta digital para proveer información a la comunidad
El documento resume las conclusiones del segundo Congreso Portuario Público-Privado Latinoamericano y el primer Congreso Colombiano de Puertos celebrados en Cartagena, Colombia en diciembre de 2011. El congreso contó con la participación de representantes de más de diez países e incluyó presentaciones sobre temas como inversiones en infraestructura portuaria, buenas prácticas en el nodo portuario, zonas logísticas, transporte multimodal e impactos del tsunami en Japón. Las conclusiones destacaron la necesidad de mayores inversiones en infraestructura port
El documento describe los planes del gobierno colombiano para reactivar la navegación en el Río Magdalena como parte de un proyecto para mejorar la competitividad logística del país. El proyecto consiste en tres fases para aumentar el calado mínimo navegable del río a nueve pies, permitiendo transportar más de 10 millones de toneladas anuales. El gobierno también promoverá eventos para divulgar este proyecto trascendental.
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Latinports Newsletter September-December 2011
1. September-December 2011
Year 3, No. 3
Container Management of London: Interview
to the Chairman of the Executive Committee
of Latinports, Richard Klien
Ultramar Group, Principal Port Operator of
Chile, Enters Latinports
Cepal Urges Significant Investments in Port
Infrastructure in Latin America
See more... See more... See more...
Excellent Level in the Colombian and Latin
American Congress of Ports in Cartagena
2. CONTENTS
September
December
2011
Training
LatinAmerican Port News
Mail
Ultramar Group, Principal Port Operator of Chile,
Enters Latinports
Large Shipping Companies Combine to Reduce
Costs
Success of the First Specialized Seminar
of Latinports: Reactivation of Upstream
Navigation in the Magdalena River in
Colombia, a Country Project
Executive Director of Latinports Meets
with the Management Council of the
Association of Terminals and Port
Operators of Mexico
Executive Director of Latinports
Represents LatinAmerica in the Global
Ports Conference of London
Cepal Urges Significant Investments in Port
Infrastructure in LatinAmerica
Excellent Level in the Colombian and Latin
American Congress of Ports in Cartagena
Container Management of London: Interview
to the Chairman of the Executive Committee of
Latinports, Richard Klien
Editorial
Diseño
Julian Pineda
www.miroamarillo.com
studio@miroamarillo.com
Portada
Logo of the Colombian and
Latin American Congress
of Ports on the Map of Latin
America.
3. September-December 2011
SEditorial
We bid farewell to year 2011 and welcome 2012 with
very good news: After the success of our first Latin American
Congress held in Brasilia on August 2010, on the occasion of the 50 years
of the foundation of the capital of Brazil, we would like to emphasize
the development in Cartagena during the first week of December of
the Second Latin American Public-Private Port Congress and the First
Colombian Congress of Ports, jointly with the Superintendence of Ports
and Transportation of Colombia. This public-private annual congress,
developed to commemorate 20 years of the law of ports in Colombia, was
very well welcomed internationally, as demonstrated by the participation
of representatives coming from more than ten countries, including Japan,
Holland and Spain. In addition, within our strategy of dissemination
and training, we must mention the international event on navigation in
the Magdalena River held in September, the first specialized event of
many to come (the excellent response received has encouraged us to start
programming the next congress, this time in Mexico on legal security of
concessions, date yet to be determined).
Worth mentioning is also the acknowledgment received from Lloyd’s
Maritime Academy and the Group Informa of London, through the
invitation to represent Latin America in the Global Ports Conference on
emerging markets on December 1st; on this occasion our presentation dealt
with Port Investments in Latin America, presented before a large group of
European investors and also from other parts of the world, which was
qualified by the organization of the event as “very informative and well
received”.
Finally, and with great satisfaction, we have registered the affiliation to
Latinports of the Ultramar Group of Chile that through its affiliate
Inversiones Neltume is the principal containers operator of that country,
operating eight terminals. The affiliation of the Ultramar Group to our
association is a matter of great historical importance as Chile was the
pioneer country in decentralizing and privatizing ports in Latin America, and
Ultramar the most important representative of such a successful
transformation.
May this be the opportunity to wish all Latinports affiliates and the Latin
American port sector in general a successful 2012.
Until the next!
jpalacio@latinports.org
www.latinports.org
Julian Palacio
Executive Director
4. September-December 2011
EXCELLENT LEVEL IN THE COLOMBIAN
AND LATIN AMERICAN CONGRESS OF
PORTS IN CARTAGENA
On the occasion of commemorating this year
20 years of the law of ports of Colombia, which
in good time served to transform handling of
foreign trade in the country, and coinciding with
the signing of the FTA with the United States, the
Latin American Association of Ports and Terminals,
Latinports, jointly with the Superintendence of
Ports and Transportation, conducted at the Hilton
Hotel of Cartagena on December 6-7, the First
Colombian Congress of Ports and the Second Latin
American Congress of Public-Private Ports, which
focused on Good Practices in the Port Node.
The event, co-sponsored by the port corporations
of Buenaventura and Barranquilla, was opened by
the Superintendent of Ports and Transportation
of Colombia, Juan Miguel Durán, who was
accompanied at the inaugural session by the
Chairman of the Executive Committee of
Latinports, Richard Klien, the former Minister of
Ports of Brazil and current Director of the National
Water Transportation Agency, Pedro Brito, and the
Executive Director of Latinports, Julián Palacio.
Focused on the Good Practices of the Port Node,
the agenda was discussed in one and a half days,
and on the opening, the Executive Chairman of
Latinports, Richard Klien, stated the following in
relation to this Second Latin American Congress:
“The foundation of the Latin American Association
of Ports and Terminals just over two years was
looking for a backbone that would bring us together,
and this challenge of public-private cooperation
became a strategy to combine, not to face. This
5. September-December 2011
is the reason that led me to accept being the first
chairman of Latinports.
“Last year’s Declaration of Brasilia (conclusions
of the first public-private port event of Latinports
held to commemorate 50 years of the creation of
the capital of Brazil), which may be consulted on
the association webpage, gathers in a single sheet
these conclusions that diagnosed long-term port
development, investments in infrastructure both
in the public and private sectors, multimodality
integrating transportation logistics and public-private
associations as promoters of the great challenges
of the market, having in mind that investments in
infrastructure are for the long-term.
“Fifty-five years ago a U.S. trucker transformed
the world with an idea: the container, although its
development only began to take force 30 years ago.
This invention had a deep impact on general cargo
transportation and encouraged closer relations
between governments and the private sector for
investments worldwide.
“Transportation price of consumer goods is
today a very small part of the price of products
and thus the success of the container must
always be remembered as overwhelming. THE
CONTAINER IS RESPONSIBLE FOR
GLOBALIZATION.
“The market of capitals and scale economy also
caused a real revolution in the handling of grains at
ports.
Pedro Brito, exministro de puertos de Brasil y director de la Agencia Nacional de Transporte Acuático; Juan Miguel
Durán, Superintendente de Puertos y Transporte de Colombia; Richard Klien, presidente del comité ejecutivo de
Latinports y de los consejos de administración de los terminales de contenedores Santos Brasil y Multirío; Julián Palacio,
director ejecutivo de Latinports
6. September-December 2011
“Our continent is young and has proven maturity
and responsibility in the economic, financial, political
and social fields. At our ports, the strong demand
generated by a differentiated economic growth of
our region, imposes challenges to our governments
and to our entrepreneurs. That is why I hope
this event has continuity, exchanging experiences
and discussing strategies to unite around real and
effective proposals, capable of promoting efficiency
along the entire logistics chain that moves through
our ports”.
The Superintendent of Ports and Transportation of
Colombia, Juan Miguel Durán, upon declaring the
opening of the event, stated the following in relation
to the First Colombian Congress of Ports:
“Today we are celebrating the First Congress of
Ports of Colombia with the participation of port
corporations and special guests, which shall be the
first of many more we will have in our country. This
is a space to exchange experiences and learn the
good practices of the ports of the world; we may be
able to consolidate conclusions to better accomplish
efficiency and competitiveness.
“This congress coincides with a very special year for
the sector: 20 years ago was passed Law One, which
has great significance as it determined decentralizing
and privatizing ports in Colombia and the creation
of the General Superintendence of Ports, today the
Superintendence of Ports and Transportation.
“It is with great pride that the Superintendence sees
the good changes generated in these 20 years within
the sector, extremely positive for the government
and investors that believed in it. However, it is clear
for us that the success of this sector is based on the
fact of being ever more competitive and that we
may be able to obtain these good global practices
and correct those that may not be the most efficient
ones.
Chairman Executive Committee, Latinports Superintendent of Ports and Transportation
7. September-December 2011
“We have great challenges, such as the free trade
agreements signed or about to be signed, which
are extremely valuable for Colombian economy
and competitiveness. Ports have assumed this great
challenge and with the investments and projections
we have seen with good eyes not only resolve but
facts. That is why Colombia is being prepared to
have a drastic turn in its economy.
“The Superintendence has especially focused on
the sector and we have been working with the
different port corporations (Sociedades Portuarias).
This vision is not only Colombian but of the entire
world, where besides the port, the other actors of
the chain are essential so it can be even better, with
lower prices and maximized efficiency, being this in
what we have been working at sector and regional
levels. Just sitting at the table with the Sociedades
Portuarias, transporters, container yards, etc., we
have achieved important results as the willpower
and commitment of the sector exists to accomplish
important results”.
Presentations of the different lecturers mentioned
below are available to all Latinports affiliates on
webpage www.latinports.org
Ministerio de Puertos de Brasil: Análisis
Logístico de una Política de Estado
Ministry of Ports of Brazil: Logistics Analysis of a
State Policy
- Pedro Brito, former Minister of Ports and
Director of the National Water Transportation
Agency
Good Practices in the Port Node as
Differentiating Effect
- Julián Villalba, Manager, Latin American
Association of Port Quality (Asociación
Latinoamericana de Calidad Portuaria) (CAF-
Valenciaport Foundation)
- Joao Gilberto Campos, President, Institute
of Technical Professional Training, Brazil
Logistics Activities Areas as Complement of
Port Activity
- José María Langa, Director of Logistics
Development, Port Authority of Valencia, Spain
Multimodal Transportation: Effects of Internal
Transportation of the International Logistics Chain
- Jan Willem Koeman, General Director of
Pharos, Holland
- Alvaro Galli, Consultant Paraguay-Paraná
Waterway, Uruguay
Tendencias en el Transporte Marítimo: Largo
Ciclo de Negocios y Agitación a Corto Plazo
- Ricardo Sánchez, Jefe de Infraestructura y
Puertos, Cepal
Sea Transportation Trends: Long Business
Cycle and Short-Term Turmoil
- Hidefumi Ikeda, Special Investigator, Institute
of Ports and Airports Research, Ministry of the
Land, Infrastructure, Transportation and Tourism,
Japan
Before the end of the event, which was closed by
the Vice-minister of Infrastructure of Colombia,
María Constanza García, there was an interesting
discussion on the Latin American Port System,
with the leadership of the Director of Latinports,
Julián Palacio, and the participation of the
Exministro Pedro Brito
8. September-December 2011
Superintendent of Ports and Transportation
of Colombia, Juan Miguel Durán, the former
Minister of Ports of Brazil, and the Director of
the National Water Transportation Agency, Pedro
Brito, the Chief of Infrastructure and Ports of
Cepal, Ricardo Sánchez, the General Manager of
Pursuant to the Declaration of Brasilia 2010, it
was found there have been significant advances in
the region during the last year, but there is still a lot
more to do to achieve the necessary competitiveness
for Latin American foreign trade. Below are the
conclusions of the II Latin American Public-Private
Port Congress held in Cartagena on December
2011:
Port Development:
- The ports of the region require significant
investments in infrastructure to have them ready
to receive vessels up to 13,000 TEU, which operate
today in the main sea routes of the world; this will
require substantial financial contributions in works
to increase the capacity of terminals, especially
regarding depth. However, if all ports must be
prepared to receive increasingly larger vessels, care
must be taken on the magnitude of the investments
to dredge because due to locations regarding
transshipment, and the markets regarding foreign
trade, mega-container vessels will only arrive to some
ports of the region.
Sociedad Portuaria Regional de Buenaventura,
Domingo Chinea, and the Director of Planning of
Integral Port Management of Altamira, Leobardo
Robles. Product of this debate and of previous
presentations was the Declaration of Cartagena
2011, its conclusions transcribed below:
DECLARATION OF CARTAGENA 2011
Transportation Infrastructure:
- The region has learned to confront external
volatility, in particular the challenges of the financial
and economic crisis now faced by some European
countries and the United States, but infrastructure
and capacity development to meet challenges in
the long term is yet insufficient. According to
Cepal, infrastructure lacking amounts to about
US$170 billion per year up to 2020, which represent
more than 5% of the region´s GDP, the most
representative among them being transportation
infrastructure.
Multimodality and Logistics:
- Although important measures are being taken
in relation to multimodality, basically regarding
waterways in countries such as Brazil and Colombia,
the railroad sector still presents a considerable delay,
and more attention should be given to this issue for
the sake of competitiveness. However, regarding
integral logistics, there is still much to be done, and
for this reason it is a topic to be seriously considered
10. September-December 2011
Domingo Chinea, Managing Director of Port Society of Buenaventura and Member of the Executive
Committee of Latinports; Ricardo Sanchez from ECLAC; and Julian Villalba from CAF
at the next annual congress of Latinports.
Public-Private Association:
- Worth mentioning is the approval by the
congress of Colombia of the Law of Public-Private
Associations, a scheme that in maximum 30 years
will serve for the development of ports, airports,
railway system and anything infrastructure-related;
thus, the private sector will meet the economic
incapacity of nations to substantially reduce its
retardation. This Colombian decision, already made
and successfully operating in other Latin American
countries such as Brazil, Chile, Argentina and Peru
should also be made by other Latin American
countries coinciding with the motto of Latinports:
Governments and private sector working together
for regional port logistics development.
Particular Situation:
- Recommendations of Eclac in relation
to regional policies for ports, in particular, the
development of cooperation mechanisms in a
field of competence, were favorably welcomed,
especially by the Superintendence of Ports and
Transportation of Colombia that proposed its start-
up as of the year 2012. Likewise well received was
the approach of the Latin American Association
of Port Quality, also welcomed by the Colombian
authority that announced undertaking periodical
meetings at the ports with the actors of the public
and private logistics chain to discuss the steps to
follow regarding guaranteeing service quality.
11. September-December 2011
INTERVIEW OF CONTAINER MANAGEMENT OF LONDON
TO THE CHAIRMAN OF THE EXECUTIVE COMMITTEE OF
LATINPORTS, RICHARD KLIEN
Container Management presents the impressive progress of the ports and logistics industries of Brazil through
the eyes of Richard Klien, President of Santos Brasil and Multiterminais, and Chairman of Latinports.
Richard Klien, Chairman of the Executive Committee of Latinports
BRAZIL HAS GOOD REASONS TO BE
OPTIMISTIC
DESPITE THE GLOBAL PANORAMA OF
TODAY’S WORLD
Brazil only adopted the containers market as of the
end of 1990, once the Law of Port Modernization
was enacted by Congress in 1993. Once the Port
Authorities (Companhias Docas, controlled either
by the federal or state governments) opened public
tenders at a dozen public ports, resulted in the
delivery of 17 terminals of containers to private
operators.
In 1997, Brazil only operated 11 ship-to-shore (STS)
container cranes in all its container terminals, but
by the end of that year the number would increase
to 103 and by 2015 there will be in operation
approximately 150 of these cranes. “Output of
modern STS cranes is of 30 movement/hour
in more than 18-21 lines, whereas former cranes
managed less than 20 movement/hour in 13 lines,”
explained Klien.
12. September-December 2011
mientras las antiguas manejaban menos de 20
movimientos/hora en 13 filas,” explicó Klien.
AMAZING PROGRESS AFTER PORT
PRIVATIZATION: 1997-2011
• Output has moved from 1m to 5.5m
containers.
• International commerce flow, which stopped
at US$100bn during almost a decade, will increase
at an estimate of US$480bn this year (although
the increase in price of commodities has played an
important role).
• Economic opening (flow of international
commerce/GDP) increased from 12% to 25%
during the period..
• Private operators have invested more than
US$4bn in the reconstruction, expansion, and
modernization of 16 public container terminals.
• BTP (a joint venture between MSC and APM
Terminals) is building a new container terminal at
the Port of Santos that shall have 1.1m more TEU
capacity, which equals one third of the port’s current
output.
In fact, in 2010, growth of international commerce
of Brazil, compared to 2009, was the highest
worldwide, according to the World Trade
Organization, showing a growth of 38% in exports
and 34% in imports – more than the percentage
growth of China.
REGULATORY ENVIRONMENT:
STRONG INSTITUTIONS SUPPLY THE
BASES FOR A LONG-TERM GROWTH
Leônidas Cristino, the new Minister of Ports
appointed by President Dilma Rousseff, in his
lecture during the Second Seminar of Ports and
Waterways on September 22, 2011, emphasized
the creation of the Secretariat of Ports (Secretaria
Especial de Portos – SEP) in 2007 as the
determining factor for this exceptional performance.
Pedro Brito, the first Minister of Ports of the
country, started the regulatory framework with
Decree 6,620 of 2008, establishing regulations for
the development of new public ports.
Minister Brito used great part of the time in his
position visiting all Brazilian ports and talking to
everyone, until he had a clear idea of the industry
and of the bottlenecks of the system. He also
traveled extensively abroad, interacting with
government officials, port authorities, and terminal
managers of almost all container ports of the world,
and also structured the Secretariat of Ports and
promulgated the National Dredging Plan.
Having recognized the deficiencies in the original
privatization tenders, which resulted in berths
250m long, while new vessels surpassed 300m long
and required longer and deeper dock walls, and
STS cranes with a greater reach, he also published
the policy promoting the expansion of existing
terminals to accommodate the new generation of
super post-Panamax vessels arriving at Brazilian
ports.
13. September-December 2011
Minister Cristino also emphasized on government
investments of R$2bn (US$1,064bn) to deepen
the maritime access channels with resources of
the Program for the Acceleration of Economic
Development (Programa de Aceleraҫão do
Crescimento – PAC).
In the same Seminar of Ports and Waterways,
Fernando Fialho, chief of the National Water
Transportation Authority (ANTAQ) revealed
that in 2010, 99% of exported tons and 90% of
imported tons were handled through ports, which
corresponded to 85% of exports and 73% of
imports, respectively, FOB value. The total output
of Brazilian ports in 2010 reached 834m tons, of
which 22% are domestic shipments (cabotage), 59%
exports, 15% imports, and 4% internal waterways.
IN THE BEGINNING
As a result of the liberation of Brazilian port
industries, a number of new companies have
evolved of which Multiterminais has emerged
as one of the principal players. A complex
organization, Multiterminais may be easily divided in
two principal business areas, terminals and logistics,
which include an increasing number of interests in
container terminals, vehicle terminals, and dry docks
in the interior.
In 1986, when Brazilian ports were operated
by port authorities owned by the government,
Multiterminais opened the first dry dock privately
operated as bonded warehouse (Terminal
Retroportuario Alfandegado – TRA), next to Tecon
of Rio de
Janeiro. There were stored full containers and
packed cargo in warehouses, which are delivered
to importers after being liberated by customs.
Eventually, 95% of all container imports of Rio
going through these facilities and the company’s are
very well known in the states of Rio de Janeiro and
Minas Gerais, natural area to collect unloaded cargo
at the Port of Rio.
When the Port Privatization Law was enacted in
1993, Multiterminais participated in the tenders
of two container terminals in Rio de Janeiro.
Multiterminais was granted the Tecon 2 concession
in 1997 and then also the adjacent ro-ro terminal for
vehicles, which are currently operated by MultiRio
and MultiCar, respectively. Nowadays, the company
is owned by the Gavea Investment Fund and the
Klien family.
According to the company, Multiterminais operates
one of the most sophisticated logistics platforms
of Brazil, being pioneer in the integration of port
logistics with the interior. “We supply the automotive
industry a complete service ship-to-plant, just in
time (JIT) and just in sequence (JIS). Clients have
complete visibility in real time at any point of the
supply chain at an individual part-by-part level. This
enables client to have a constant monitoring of
the cargo flow along the entire supply chain and to
readjust production schedules as required”, states
Klien.
14. September-December 2011
Most recently, Stahllog, an affiliated company
specialized in Logistics and Port Services for the
steel industry has been engaged to unload imported
coal and load export steel plaques at the new private
terminal of the Thyssen Krupp-CSA plant in
Itaguai, in the Bay of Sepetiba.
TECON SANTOS
Multiterminais has participated from the start in
the privatization of the Port of Santos and Tecon
Santos was granted to the Consortium of Santos
Brasil during the public tender that was held by the
Stock Exchange – BOVESPA – in 1997.
The dock of the container terminal has a length of
500m and the third berth of 250m was finished in
2006, thus complying with contractual obligations.
In 2010 an extension of 230m must be built – thus
providing a total dock length of 980m – enabling the
simultaneous berthing of three super post-Panamax
vessels. On some occasions, the adjacent berth of
310m of the Terminal of Vehicles (locally known as
TEV – Terminal de Veiculos), opened in 2006 and
awarded the tender to Santos Brasil in 2009, operates
container vessels when not used for ro-ro (roll-on –
roll-off) vehicle vessels.
THE PORT OF SANTOS BECOMES NO. 1
IN THE SOUTHERN HEMISPHERE
In 2010, the Port of Santos became the largest
container port of the southern hemisphere,
according to Better Container Ports of the World
of CM. This was mainly possible because of the
investments for R$1,8bn of Santos Brasil in the
terminal.
The first STS cranes with double lift in the Americas
were contracted by Santos Brail and have been
operating in Tecon Santos since 2010. Its two
spreaders-collectors lift containers of 2 x 40 feet or
4 x 20 feet, driving output in 35% per movements/
hour/vessel in 2011.
Despite the expected growth of 11% for 2011,
productivity gains, and the termination of the
dredging of the basin at the Port of Santos has
virtually eliminated waiting times of vessels, and
the shipping lines have expressed their thanks for
the levels of performance. One million boxes will
be handled by Tecon Santos in 2011, while the
maximum capacity of the terminal is estimated in
1.45m boxes.
TECON IMBITUBA
In 2008, Santos Brasil was granted the concession
to build a deep-water container terminal within the
Port of Imbituba, which includes two docks for a
total of 660m with a depth of the side of 15m and
an annual capacity of 700,000 TEU. Total planned
investment for engineering works and equipment
amounts to R$312m for 2012 and R$278m have
already been invested.
15. September-December 2011
Multiple user facilities have placed priority on
mooring container vessels; these are currently
equipped with two gantry cranes ZPMC super post-
Panamax, which have been added to the two existing
mobile Gottwald cranes.
SANTOS BRASIL LOGISTICA
In November 2007, Santos Brasil acquired Mesquita,
later called Santos Brasil Logistica, which has two
Centers of Customs and Industrial Logistics (Centro
Logístico e Industrial Aduaneiro – CLIAS), located
at the two margins of the estuary of the Port of
Santos.
It also has two distribution centers, one in São
Bernardo do Campo and the other in Jaguaré, both
next to the city of São Paulo.
“Today we are using Santos Brasil Logistica as
an extension of Tecon Santos, which has already
proven beneficial for our clients thanks to a more
efficient supply chain now applied to all cargo
movements going through our terminal,” says Klien.
At Imbituba, Santos Brasil Logistica offers cargo
services for port operation projects, general cargo
port operations, filling and emptying containers,
storage of general cargo and door-to-door logistics
services.
MARKETS JOIN TO PARTICIPATE
IN BRAZILIAN INFRASTRUCTURE
PROJECTS
Several companies have profited of the enthusiast
contribution to the market of capitals in
development of the industries of ports/terminals
and cabotage in Brazil. Santos Brasil, the first port
operator of Brazil to launch its IPO (Initial Public
Offering – first public offer of shares), was a pioneer
in the stock market of Brazil and obtained R$933m
by flotation of its shares. Wilson Sons, Long-In
and most recently LLX Logistica have followed the
example by listing its shares in the BOVESPA/BMF
Stock Exchange.
Comparing Tecon Santos of today with that of 1997 if both interesting and illustrative:
16. September-December 2011
Santos Brasil, with a capitalization market of
R$3,15bn, is under the control of the Opportunity
Group through IMI (Investments in International
Markets), of PW 237 Group, and Multi-STS and
Brasil Terminais, property of the Klien family.
In February 2010, Multi-STS started an arbitration
process to dissolve the corporation, but Klien
emphatically refused to make any comments on this
matter because of the confidentiality agreement.
“We expect an acceptable award for both parties in
the near future”, was all he said.
The partner of Multiterminais, the Gavea
Investment Fund, directed by the former president
of the Central Bank, Arminio Fraga, has given the
company a clear growth mandate in the markets of
Rio de Janeiro and Minas Gerais.
THE FORMULA FOR SUCCESS: PUBLIC
AND PRIVATE COOPERATION
During the first Seminar of Latinports held
in Brasilia in August 2011, the authorities and
businessmen discussed how to comply with
the increasing challenges of ports and logistics
industries. “A consensus was reached on the belief
that public interest may be better achieved if private
and government sectors work in close cooperation
– long-term planning and focused on their
corresponding responsibilities,” says Klien.
According to Klien, this exactly is what happened in
Brazil. “SEP established policies, assured resources
for the PAC program of the federal government
to dredge sea access channels and developed
(in close cooperation with municipalities) the
necessary improvements for port land accesses.
This encouraged private port operators to deepen
and expand dock walls and berths and to increase
productivity and storage capacity at container
terminals.”
In September 2011, ANTAQ approved the
expansion plan presented by the Port Authority of
Rio (Companhia Docas do Rio de Janeiro - CDRJ)
to extend the four existing berths for containers
from 250m to 400m each and add a second ro-ro
berth. Thus, the Caju dock will be extended from
1,258m to 1,960m, creating the most extensive
continuous dock for super post-Panamax vessels in
South America.
17. September-December 2011
ECLAC URGES SIGNIFICANT
INVESTMENT IN PORT INFRASTRUCTURE
FOR LATIN AMERICA
action shall see ports capacity quickly taken over.
However, Prado also emphasized that this situation
is an opportunity to give a technological and
qualitative leap in Latin America, for the benefit of
port competitiveness and its logistics connections,
making emphasis in the need to reformulate public
policies to reach a better planning and project
implementation. Connectivity provided through
maritime transportation services, corresponding
logistics operations and transportation costs
“determine our products competitiveness”,
stated the Deputy Executive Secretary of Cepal,
who also considered being a key factor for social
inclusion because better services in transportation
infrastructure in all its phases improve quality of
life of the less favored sectors and of those that are
far from urban or productive centers. According
to Prado, “although the region has learned to face
external volatility, and in particular the challenges of
the financial and economic crisis now being faced
by some European countries and the United States,
development of infrastructures and capacities to
face long-term challenges is still insufficient”.
On this matter, the Chief of Infrastructure and
Ports of Cepal, Ricardo Sánchez, also referred
to this during the presentation of the II Public-
Private Congress of Ports of Latinports, held in
Cartagena in the month of December. To that
aforementioned, Ricardo Sánchez made clear that
care must be taken on the magnitude of dredging
investments, because as a result of the location of
the east-west route in relation to transshipment, and
the market in reference to foreign trade, the mega
containerships will only be arriving to some ports
The study of the Economic Commission for
Latin America and the Caribbean launched in
mid-October in Santiago de Chile at the Annual
Conference of the International Association of
Maritime Economists (IAME), concludes that
ports of the region require significant investments
in infrastructure to be suitable to receive vessels of
up to 13,000 TEU operating today in the principal
sea routes of the world, require substantial financial
contributions in works to increase terminal capacity,
in particular regarding depth.
In fact, the Deputy Executive Secretary of
Cepal, Antonio Prado, stated that the maritime
industry, ports and logistics services play an ever
more critical role as development and insertion
international facilitators of Latin America, warning
that infrastructure deficiency is of the order of
US$170bn per year until 2020, which represents 5%
of the region’s GDP. Consequently, lack of
18. September-December 2011
hardly any trains, stated Notteboom, who also added
that “this type of system makes it more difficult
to create dry docks where may concentrate the
logistics companies for the development of a type
of logistics system”. To improve competitiveness
in the maritime transportation world market, Latin
America requires starting to consider ports as a part
of an integrated system, instead of concentrating
in developing each port individually, concluded the
expert.
Latin America requires a new approach in relation
to the internal logistics in order to compete within
the international sphere, stated to BNAmericas
Theo Notteboom, President of the International
Association of Maritime Economists (IAME).
Whereas the region is making great efforts to
potentiate port capacity, initiatives tending to
strengthen ports of the areas in the interior of the
countries have been forgotten. Most Latin American
countries depend greatly on truck transportation
to connect with the interior regions and there are
of the region, although all its ports must be prepared
to receive ever larger vessels, proportionately to the
size of their markets.
Latin America Needs a New Approach in
Relation to Internal Logistics: President of
IAME
Theo Notteboom,
President of IAME
19. September-December 2011
Through its affiliate Ultramar Inversiones
Neltume, the principal containers operator of
Chile, the Ultramar Group entered Latinports on
Christmas Eve; thus this country, pioneer in port
decentralization and privatization in Latin America,
becomes a symbol within our Association.
Through Inversiones Neltume, the Ultramar Group
undertakes the operation and development of the
business of ports, and also the integral logistics
projects of support to large mining, industrial and
energetic developments in Chile and Latin America.
Its eight (8) Chilean terminals (Terminal South
Pacific, Terminal Port Arica, Port Angamos, Port
Coronel, Port Mejillones, Terminal Mejillones,
Terminal Graneles del Norte and the recently
concessioned Port Terminal Coquimbo) move more
than 20 million tons of cargo, including more than
1.2 million TEU. Montecom operates abroad in
Montevideo, Uruguay.
The General Manager of Ultramar Inversiones
Neltume is Melvin Wegner mwegner@ultramar.
cl and the Manager of Development, Fernando
Reveco freveco@ultramar.cl
ULTRAMAR GROUP, PRINCIPAL
PORT OPERATOR OF CHILE, ENTERS
LATINPORTS
20. September-December 2011
the “Company of the Year” by the Lloyd’s List
in ceremony that took place on September 20 in
London.
The French line CMA-CGM announced in
November an Alliance with the Mediterranean
Shipping Company MSC, its object being to face the
excess capacity of traffic between Asian, Northern
Europe, South African and South American routes.
Following the world crisis, commercial exchange
has declined, pressing down maritime freights, he
explained, affirming that the cooperation is in favor
of “operational synergies”, without mentioning
mergers or acquisitions. Additionally, the cost of fuel
increased 40% in November 2011 compared to the
same month of 2010, according to market figures.
Information shows that the agreement will start in
March and initially shall be for two years. Altogether,
MSC and CMA CGM shall have a fleet of 3.6
million TEU, overcoming the 2.5 million TEU of
the leader of this industry, Maersk. In number of
vessels, the agreement between MSC and CMA-
CGM will total 877 ships, against 654 of Maersk.
This association implies a vigorous cost-cutting plan,
the goal being to cut US$400 million annually.
The CMA CGM group was acknowledged as
LARGE WORLD SHIPPING LINES COMBINE TO
REDUCE COSTS: MSC AND CMA-CGM ENTER A
GLOBAL COOPERATION AGREEMENT
21. September-December 2011
This event was attended by three international
lecturers of the highest level, one of them
the General Director of the National Water
Transportation Agency of Brazil, Fernando Fialho.
With the room full, presentations of foreign
lecturers and national experts were excellently
received and subject of the most interesting
discussions, thus leaving the clear conviction of great
possibilities for the Magdalena River to become
the principal artery of Colombia, both from the
technical-operational and economical-financial
viewpoint. Below you may find the conclusions of
the presentations of each of the lecturers:
Tim Stater, Economic Counselor of the Embassy
of the United States: Informed of the grant of
the government of the United States to Sociedad
Portuaria Multimodal del Río Magdalena for the
final studies that concluded with the viability of the
project, and states the government of the United
States was willing to continue supporting the project.
Fernando Fialho, General Director of the National
Water Transportation Agency of Brazil: He showed
what has been done by Brazil in waterway matters,
where at present river transportation represents 13%
of the total (compared to almost 0% in Colombia)
and the decision of its government to reach 29%
in 2025; at that time this mode of transportation
must represent the same percentage as road and
railroad transportation, in order to basically facilitate
providing productivity to the impoundment of
grains.
SUCCESS OF THE FIRST SPECIALIZED SEMINAR
OF LATINPORTS: REACTIVATION OF UPSTREAM
NAVIGATION IN THE MAGDALENA RIVER IN
COLOMBIA, A COUNTRY PROJECT
Fernando Fialho, General Director
National Water Transportation Agency
Brazil
22. September-December 2011
Rob Davinroy, Director of the Application
Center of Waterway Engineering of the Corps of
Engineers of the Army of the United States in St.
Louis, Missouri, and Principal Consultant for CDG
Engineers: Mr. Davinroy, as part of the team that
at the time of the conference was finishing the
feasibility study for channeling works to increase
the upstream depth to 6 feet, stated that the
present situation of the Magdalena River upstream,
regarding depth, is the same of the Mississippi River
150 years back, but with an advantage: Colombia has
oil as basic cargo for a successful take-off, which was
not the case of the Mississippi river at the time.
Alvaro Galli, Uruguayan Consultant expert in the
Paraguay-Paraná waterway: As part of the team that
developed the final study that resulted in the viability
of the port and navigation project to and from the
center of Colombia, he emphasized on the great
possibilities of such project, with the advantage that
unlike the Paraguay-Paraná waterway, development
of navigation in the Magdalena River implies easier
decisions as it depends on only one country, whereas
the great waterway south of the continent involves
five countries. With all the difficulties implied for an
agreement between five Latin American countries,
in less than 20 years as of the creation of the River
Transportation Agreement for the waterway of
the Paraguay and Paraná Rivers in 1992, cargo
movement moved from one million tons to 16
million tons in 2010. In addition, he showed how the
country with the largest fleet is Paraguay, upstream
of the waterway, where it has the lowest depth.
Jorge Enrique Sáenz, Manager of Emdepa
Consultoría de Colombia: A consultant with
more than 36-year experience in studies of the
Magdalena River, presented an educational lecture
called Myths and Realities, by which it destroyed
all the myths that existed on the impossibility of
having an important upstream navigation, further
showing the great difference in costs compared to
new roads, railroads and pipelines. He also made
a comparison with the Mississippi River showing
Consultores y conferencistas Jorge Enrique Sáenz (Colombia) y Alvaro Galli (Uruguay), en
los extremos, y Paulino Galindo, asesor técnico de Cormagdalena, en el centro.
23.
24. September-December 2011
how the Mississippi upstream and downstream
had 4.5 feet in 1875 (where we wish to arrive at
in 2012 in the Magdalena River), to 6 feet in 1990
(what the Colombian Government expects to
arrive at in two year time according to decision of
the board of directors of the competent authority,
Cormagdalena), and to 9 feet (which President of
Colombia, Juan Manuel Santos hopes to achieve by
the river concession called “the large project”, with a
public-private association which is being structured
and is to be awarded prior to the end of the present
administration, in 2014).
Edgar Higuera, Executive Director of the Chamber
of Large Users of Logistics Services of the ANDI
(Asociación Nacional de Empresarios): In a
very interesting presentation he showed how the
multimodal node Puerto Salgar-La Dorada, located
in the center of the country, has the basic conditions
required for inter-modality, and within the possible
nodes of multimodal integration detected by a
recent study of the Ministry of Mining and Energy,
called Integrated Infrastructure of Multimodal and
Logistics Transportation for the Development of
the Mining Industry in Colombia, the Puerto Salgar-
La Dorada node, within the options studied in the
Matrix of Physical Aptitude of the Potential Nodes,
is the only one that, once the operation upstream
reactivates, would meet all requirements, basically as
it has a railway intersection.
As a result of the above, the Minister of
Transportation reiterated the wish of the President
of the Republic in the Project, creating a reduced
public-private follow-up committee of which is part
the Executive Director of Latinports, Julián Palacio,
to help in promoting in the shortest time possible,
the following:
Short Term: A minimum permanent draft of 4.5
feet upstream (250 km), tender that was closed in
December to develop works in 2012, thus an early
operation may be started by the end of 2012 or
beginning of 2013.
Short-Medium Term: Managing regional and
national resources to make a minimum permanent
draft of 6 feet in the same stretch aforementioned
through channeling works, procedures that up to
the completion of works would last two years. As
resources are expected to be obtained in December,
this new phase would be operative in the first
semester of 2014.
Medium-Long Term (river concession from the
first navigable port in the center of the country,
Puerto Salgar, to the mouth of the river in
Barranquilla/Cartagena, guaranteeing a minimum
permanent draft of 9 feet by means of channeling
works): A public-private, mostly private corporation
will be established, to be responsible not only of
channeling and maintenance works of the navigable
channel, but also of the development of the basin
in all its fronts. This project must be structured, and
tender opened and awarded in 2013.
25. September-December 2011
EXECUTIVE DIRECTOR OF LATINPORTS MEETS WITH
THE MANAGEMENT COUNCIL OF THE ASSOCIATION
OF TERMINALS AND PORT OPERATORS OF MEXICO
(ATOP)
PUpon the invitation of the new President and
Executive Director of ATOP, León Fregoso and
Jaime Aguilar, respectively, the Executive Director of
Latinports, Julián Palacio met during the last week
of October in Mexico D.F. with the management
council of this association in full, during which
time was discussed the interest of the association
of holding in 2012 a specialized seminar on the
modification of the law of ports in this country,
and also the postulation of Mexico as host of the
IV Latin American Public-Private Port Congress in
2013, to be jointly held with the Annual Congress
of ATOP. This coincides with the Presidency of the
Executive Committee of Latinports that will be next
year in the head of its present Vice-president, Arturo
López, founder of the Association of Terminal
and Port Operators of Mexico, ATOP and also
President of Altamira Port Terminal.
ATOP, one of the greatest promoters of Latinports,
has defined as its main purpose since its creation 15
years ago to safeguard and promote the interests of
its affiliates, by means of different tasks that go from
the institutionalization of a permanent forum to
exchange experiences, knowledge and dissemination
of the best entrepreneurial practices for the
sector at international level, up to the preparation,
management and lobbying of laws and regulations
applicable to the port activity, among many other
actions towards the consolidation, strengthening
and development of its companies. In matter
of legislation, the association recently prepared a
proposal for the modification of the Law of Ports,
its contents currently being debated in the Congress
of the Union.
In its relationship with port authorities, ATOP is
acknowledged as speaker of the sector of terminals
and port operators, validated by the representation
granted by 40 terminals of the country affiliated to
the organization and operation of container cargo,
agriculture grains, minerals and liquids, general
cargo and cruisers. At the present national occasion,
ATOP is convinced that the joint, coordinated and
consensual action of companies, authorities, service
providers and other actors of the port community,
constitute the best policy to find solutions for the
problematic now being faced by the sector and
representing an equal challenge for all.
26. September-December 2011
The Executive Director of Latinports, Julián Palacio,
represented the region in this industry-leader
event with a conference on “Investments in Latin
American Ports”, organized annually by Informa
Maritime Events in association with Lloyd´s
Maritime Academy. In this event, held on November
30-December 1st in London, principal actors of the
sector discussed the last developments in emerging
market investments, global trends and infrastructure
construction, which served to obtain answers to key
questions that define the sector of ports worldwide,
such as global port sector trends, the changing phase
of shipping lines, the increasing markets and their
opportunities, and investments in Latin American
and African emerging markets.
Regarding the conference of the Executive
Director of Latinports, the panel was shared
with Patrick Verhoeven, General Secretary of
ESPO (European Seaports Organization), and
was focused to the opportunities Latin America
represents as an emerging region, unique in the
world that (quoting Moisés Naím, expert of the
Program of International Economics of the
Carnegie Endowment for International Peace of
Washington), “has known how to navigate through
the world crisis without derailing, to handle its
public finances with caution and also has known
how to regulate its banks”. The producer of the
event, Shelley Bullen, stated the conference of
Julián Palacio “was very informative and very well
received”.
EXECUTIVE DIRECTOR OF LATINPORTS
REPRESENTS LATIN AMERICA IN THE GLOBAL
PORTS CONFERENCE IN LONDON
27. September-December 2011
Training
New Era for Infrastructure Investments in the
Andean Region and Central America
The Andean region and Central America show
important investment opportunities for large-size
infrastructure projects.
Regional governments are supporting private
investment as never before. New laws and
regulations, in addition to existing modifications,
have been approved to render a safe return to
investments in energetic, social, transportation and
water infrastructure.
The scenario for opportunities is now more suitable
than ever. Do not miss this great opportunity to
participate where the opportunities to be discussed
will forge your business for the years to come.
The executive director of Latinports, Julián
Palacio, will participate in a round table on
Port Infrastructure and Sea and Waterway
Transportation with a conference on the
Waterway Project of the Magdalena River.
To obtain more information please contact
Andrea Briones events@bnamericas.com /
(+562) 9410450
Bogotá, 28th and 29th of March, 2012 May 21- 25
Hotel Riu Plaza, Panama
Maritime Week Americas 2012 will take place in
Panama, one of the most important maritime
centers of the world and core of some of the
most interesting changes that will impact world’s
navigation, and ports and bunkering industries.
The executive director of Latinports, Julián
Palacio, will participate in a lecture on Post-
Panamax Vessels Economy: Will the Largest
Survive?, and will be the moderator of the
Session of the Regional Ports Round Table:
Challenges in an Uncertain World.
For more information on this event please click
on www.maritimeweekamericas.com or contact
events@petrospot.com
29. September-December 2011
Latin American Port News
Argentina
Negotiation for Extension of Concessions in
Buenos Aires
According to Container Management, the
concession to Hutchison of the Buenos Aires
Container Terminal Services SA (BACTSSA)
for Terminal 5 expires in 2012, while that of the
DP World (Terminal Rio de La Plata) and of
APMTerminals (T4) will expire in 2019. Until
now there have been little signs of progress on
the decision if these concessions will be renewed
and when, greatly as a result of an ongoing dispute
between the federal government and the city of
Buenos Aires on which will have jurisdiction on
them. The insecurity inherent to the deadline of
these concessions has caused these terminals not to
continue making any significant investments at their
facilities. However, according to CM, a temporary
solution has been reached by signing an extension
of the concession of BACTSSA for a term equal
to 20% of the original 18-year concession, which
apparently is allowed by the original agreement.
According to the above, the final conditions will
supposedly be known very soon.
TECPLATA Foresees Starting Operations the
Second Semester of 2012
Implementation of the first phase of the
TECPLATA project of International Container
Terminal Services ICTSI, at the mouth of La Plata
River, 60 kilometers from Buenos Aires, is on track
as informed by Container Management. This phase,
with two 600-meter docks, 10.4 meters deep and a
US$234 million investment, shall have capacity for
450,000 TEU and will be in operation in August
2012. The second phase foresees 220 additional
meters of dock for a total of 820, which shall enable
handling one million TEU. Total investment is
estimated in US$370 millions.
Brazil
Odebrecht Participates in the Expansion of the
Port of Miami
According to the Miami Herald, the US affiliate
of the Brazilian construction company is starting
improvement works at the port of Miami. Budget
for these works is estimated in US$57 millions, and
30. September-December 2011
Secretary of Logistics and Transportation
of the State of São Paulo Announces the
Construction of a Tunnel Joining the Port of
Santos to Guarujá
Several newspapers announced that the
municipalities of the Baixada Santista will be granted
investments for almost US$1 billion from the state
government for the construction of a 900-meter
prefabricated tunnel between Santos and Guarujá,
for truck transit, which had been discarded in the
project of the suspension bridge. Estimates are
that the new structure will be inaugurated in 2016.
The Secretary Saulo Abreu explained that the dry
binding will have a capacity for truck movement and
did not discard the proposal of the bridge from the
Council of Port Management (CAP): “We are not
saying that the other suggested route, upon future
port growth, is not important. This option benefits
the port area and will decongest a very large traffic
of vehicles to Santos (seven thousand daily) that
would make it intransitable”, he clarified. However,
according to Folha, the project does not meet the
demands of Companhia Docas do Estado de São
Latin American Port News
Paulo, CODESP, or of the companies operating in
the port. “We are going to accelerate actions for a
second connection” said Sérgio Aquino, president
of the CAP of CODESP and Secretary of Ports of
the State of São Paulo.
Tribuna interviewed the President of the CAP of
CODESP and Secretary of Ports and Sea Matters
of the Municipality of Santos, Sérgio Aquino
(candidate for Mayor of the city), who emphasized
that for him the Chinese model shows the
importance generated by Brazilian ports of a new
regulatory framework towards the modernization
of port management, and thus, guarantee the
dynamics required of the sector by the market.
“The infrastructure is the one that will generate
opportunities for the growth of a country”, stated
the high official, who added that “no country
wanting to become a competitive and developed
country may achieve this without infrastructure”.
Aquino concluded stating that China has been
illustrating this from some time now, showing it is
serious in matters of infrastructure in all its aspects.
President of the Council of Port Management,
CAP, of the Companhia Docas do Estado de
São Paulo Defends Regulation on the Model of
Management and Ports
works include steel and concrete reinforcement of
the berthing docks structure prior to dredging the
port the beginning of next year. Depth will pass
from present 14 meters to almost 16.5 meters.
31. September-December 2011
Plan of Unasur Included Railway between
Paranaguá and Antofagasta
Based on the information supplied by the System of
Enterprises SEP, the firm Ultramar was awarded the
concession of the Port of Coquimbo –for 20 years,
Folha informed that the 12 Ministers of Planning
of Unasur (Union of South American Nations)
launched in Brasilia a new plan for the integration of
regional infrastructure, with 31 priority projects for
the next ten years, including 88 works among which
Chile
Ultramar Group Obtains Concession of Port of
Coquimbo
Latin American Port News
An article of Tribuna informs that the Minister of
Ports received in December the representative
of the IBRD in Brazil to discuss proposals
and investments of the group in the sector of
Brazilian transportation. According to the article,
the executives of the bank targeted cabotage as
a form to integrate the transportation systems
for the existing cargo in the country. At the same
time, the Singapore Group visited the ports of
Santos, Vitória and Itajaí, looking for information
on the development of an integrated system that
would served as support to the PIC of the Special
Secretariat of Ports, SEP. The idea of SEP is that
Singapore may cooperate to change the scenario of
Brazilian ports, for which a final study is expected in
the first quarter of 2012 with the solution proposal.
Works will include the complexes of Santos, São
Sebastião, Porto Alegre, Itajaí, Mucuripe and Pecém
(these two in Ceará), Suape, Rio de Janeiro, Vitória
and Manaus.
Project of Incentive of Cabotage (PIC)
are waterways, railways and road transportation
lines, at a cost of US$16 billions. The project of
greatest interest for Brazil is the construction of two
railway lines to join the ports of Paranaguá, Brazil,
and Antofagasta, Chile. João Mendes, responsible
of this matter at the Ministry of Foreign Relations
of Brazil stated that the focus of the Program of
Strategic Action of the Council of Infrastructure
and Planning of Unasur, shall be different to the
IIRSA (Initiative for the Integration of South
American Regional Infrastructure), as instead of
product export corridors leaving the subcontinent,
the internal development of the region shall be
privileged.
32. September-December 2011
To face the boom of exports of Latin America,
so-called by Container Management, Maersk
Container Industry MCI is building a new plant for
refrigerated containers in San Antonio, amounting
to US$170 millions, the first of its class in the region.
Programmed to be operative by the end of 2013,
and with an annual production capacity of 40,000
containers, the new plant will create 1,800 new jobs
within the area.
More extensively, the company states this plant
will help correct the refrigerated trade unbalance,
affecting exporters of fresh products (fish and
meat) of the west of South America, which annually
shows tens of thousands of empty containers
loaded in Asia and other parts. The new plant
will complement production of the MCI plant in
Qingdao, China, which is now being expanded.
Maersk Builds the First Plant for Refrigerated
Containers in Latin America
Latin American Port News
extendible to 10 more–, after being the only operator
that presented offers for the terminal of the Fourth
Region, despite the 12 conglomerates that acquired
tender specifications. The company committed
investments for US$80 millions, with which it will
add 25,000 square meters to port tasks. Among
other works, a passenger terminal will be built.
Likewise, equipment for transferring fruit of the
region will be renewed and a new site for berthing
of grains will be constructed, besides building a last
generation negative pressure warehouse of 6,000
square meters.
Ultramar will receive the port between May and
June 2012, and estimates are that the construction
process will extend for a 30-month period, aligned
with tender specifications, as informed the company.
Melvin Wenger, General Manager of Investments
Neltume, corporation through which Ultramar
develops port management, stated that “it is a great
honor for us and an immense responsibility to
develop the project we have planned for the Port of
Coquimbo. Our objective is to provide the city with
a complete terminal, harmonizing and adequately
potentiating cargo activities and passenger cruisers”.
Two million tons are expected to be moved in
the next five years and for the end of the tender
period this amount will be four million tons. It is
recalled that during 2010, 168 vessels made landfall
at the Port of Coquimbo and 396,121 tons were
transferred.
33. September-December 2011
SCF Marine, the operative unit of the division of
Inland River Services of Seacor Holdings Inc.,
purchased the majority of shares of the Colombian
company Naviera Central, thus becoming an
important player in the reactivation of the navigation
The idea is to concentrate them getting them closer
to the river through the ports of Puerto Salgar and
Puerto Berrío (Antioquia), and to transport products
economically to the ports of the Colombian
Caribbean coast, allowing them to export at
“better prices”, stated the Executive Director of
Cormagdalena.
Today, the Magdalena River transports 2% of
the national cargo that is, basically, oil moved by
Empresa Colombiana de Petróleos, Ecopetrol, from
Barrancabermeja to Cartagena (2 million tons).
The goal is to move transported amount by the
river to 6 million tons in 2014, thus cargo currently
transported will be tripled. “Entry of the FTA
with the United States will make possible that more
merchandise, both imports and exports, may be
moved by the great national route of Colombia”,
emphasized the Executive Director.
SCF Marine Inc. of the United States Starts
Operations in the Magdalena River
Latin American Port News
In December was awarded the contract for
Maintenance Works to Deepen the Navigable Canal
in the Magdalena River, in the stretch between
Puerto Salgar (Cundinamarca) and Barrancabermeja
(Santander), equal to 256 kilometers in the center
of the country, to be executed in a term of twelve
months. Dredging must guarantee a depth of 4.5
feet (1.37 meters). The Executive Director of the
Corporación Autónoma Regional del Río Grande
de la Magdalena, Cormagdalena, Augusto García,
stated that the goal is for the Magdalena River to be
navigable 365 days of the year with a depth of 6 feet
from Puerto Salgar to Barrancabermeja, and 40 feet
at the Access Channel of the Port of Barranquilla.
The Executive Director of Cormagdalena stated
that upon the initiation of these works fulfills the
Government Plan of President Juan Manuel Santos
of making the Magdalena River the great route
of the country, enabling competitiveness to the
Colombian entrepreneur, helping to reduce costs
by using waterway transportation. “We owe a debt
to Colombian entrepreneurs by not offering a route
allowing them to transport products at low costs.
Colombia
Works Start for the Magdalena River to Become
the Principal Transportation Route of the
Country
34. September-December 2011
Colombia’s deficient physical infrastructure,
altogether with the low human capital and strict
labor markets are hindering productivity of the
country and limiting its growing capacity, according
to a report of Standard & Poor’s (S&P). “The recent
free trade agreement will decrease or abolish import
tariffs, but will not alleviate high transportation costs,
which are a considerable barrier for Colombian
exports”, states S&P. IDB studies show that cost
to transport Colombian products to the USA,
expressed as part of the value of exports, exceeded
the cost of paying import tariffs to the Government
of the USA prior to signing the bilateral free trade
agreement in 2006.
Despite the strong political support and funding
availability, Colombia has faced problems by
implementing ambitious infrastructure projects,
said the credit risk agency, although public sector
investment has picked up recently thanks to the
strong support of President Juan Manuel Santos.
Some of the measures supported by present
administration have been the creation of the Agency
of National Infrastructure (ANI), which replaced
the Institute of National Concessions (INCO).
“This maneuver reflects the need to overcome
delays in the implementation of public-private
associations, especially in transportation projects,
and approaches corruption accusations of previous
projects”, stated S&P. To develop even more the
financial markets and infrastructure, Colombia
needs a better project design and a more effective
implementation, which shall enable local pension
funds to invest in infrastructure, according to the
credit risk agency.
Deficient Infrastructure Hinders Productivity
and Growth
in the Magdalena River to and from the center of the
country, which the national government is currently
determined to achieve. SCF Marine is one of the
principal shipping lines operating dry and liquid cargo
in the Mississippi River and its tributaries, where it
controls 1,200 barges, as well as the Paraguay-Paraná
waterway.
The Minister of Transportation, Germán Cardona,
-altogether with the President of the Agency of
National Infrastructure, Luis Andrade- explained
the principal benefits the country will have with the
Congress of the Republic Passed in December
the Law of Public-Private Associations
Latin American Port News
35. September-December 2011
Latin American Port News
Costa Rica
APM Terminals Signs Construction Contract
for the Terminal of Containers of Moín
Captain Paul J. Galli, General Director of APM
Terminals Moín, recent concessionaire of the
terminal of Moín for 33 years, informed in Panama
during the TOC Americas in November that it
had just signed with CH2MHill of the United
States (company recently acquired by Halcrow of
London), the construction contract, thus denying
rumors that project development was delayed, which
is considered the largest infrastructure project in
Council of Economic and Social Policies) to be
analyzed by the economic authorities of the Nation.
“We expect many national and international players
coming to invest in Colombia; this scheme shall
serve for the development of ports, airports, railway
systems, and anything related to infrastructure.
This is a scheme that Colombia needed and that in
other countries is in operation”, concluded Minister
Cardona.
new Law of Public-Private Associations – PPA,
passed by the Congress of the Republic. Cardona
confirmed that the PPA Law will serve for road
infrastructure works and also to build prisons,
schools, hospitals and aqueducts, among others. “We
wish to benefit not only the National Government
but also the Offices of Mayors and Governors,
so private investors may also make proposals to
territorial entities”, assured the Minister.
The project has two components: One, the PPA
with public resource contributions, which may not
surpass 20 percent of project value. The individual
must present a detailed proposal to be studied by
the Agency of National Infrastructure, and if so
decided, the Agency will open a tender where any
person may participate, “but bidder entering the
initial proposal shall have an advantage in points
between 3 and 10%. If another bidder improves the
original offer, the first may improve it in 10 days. If
this is not done and bidder withdraws, a value will
simply be paid for the original offer”, complemented
the Minister. The other component is when the
investor makes a proposal without requesting
public resources, that is, 100% private capital; in this
case, the Agency will be in charge of analyzing the
possibilities to develop the project.
Another advantage offered by the PPA scheme
is that a private investor offering the National
Government to execute the works must also operate
it and maintain it during a certain time, thus obliging
this investor to prepare exact studies and designs so
this operation and maintenance will not generate
extra costs on his behalf. The maximum term for
public-private associations will be 30 years, but if
the project does not accomplish financial closure
during this time, it will go to the CONPES (National
36. September-December 2011
foresees that the concession will be awarded two
months after specifications have been uploaded
to the portal, and after the subscription phase for
contracts, the government estimates that the entire
process will be concluded by the middle of the year,
when the port will be operated by private parties.
Until now, the concession analyzed is for 20-25
years, but potential investors consider it is short
and suggest 30 years or more, with an investment
of more than US$100 millions. Up to now there
are five international consortiums interested in the
concession, including three Chinese firms, one
Brazilian consortium and one Chilean consortium.
Originally programmed to be launched in
November and awarded in January, the initiative
points out transforming the port in a logistics pole
for the Manta-Manaus corridor and increasing the
capacity to 3 million TEU per year for 2030. As may
be remembered, in 2006 the concession of the port
of Manta was granted to Terminales Internacionales
de Ecuador (TIDE), controlled by the firm with
registered office in Hong Kong, Hutchison Port
Holdings HPH, for a 30-year term. However, in
February 2009, Tide withdrew from the concession
and accused the authorities of undergoing unilateral
modifications to the contract
Latin American Port News
Ecuador
Puerto de Manta will be tendered in Early 2012
all the history of Costa Rica. On the other hand,
Captain Galli stated that “some of the ports of
the region are 20 year back and are now paying the
price”, and gave Costa Rica as example, which has
one of the highest tariffs of the region as a result
of inefficiency. Captain Galli added that to improve
efficiency APM Terminals is investing almost
US$1,000 million in Moín, including US$124 million
in the construction of a 1.5 kilometer breakwater
to enable all year round operation, US$192 million
to dredge 500,000 cubic meters and US$344 in
equipment. During the first phase of the project,
the terminal will have 600 meters of dock dedicated
to containers with 6 STS post-Panamax cranes and
40 hectares of yards, and the depth of the channel
and surroundings will be 16 meters. In the final
construction phase, the terminal will have 1,500
meters of docks, 80 hectares of yards, and a depth
of 18 meters. Operations are foreseen to start in
2015.
According to Business News Americas, the state-
owned Port Authority of Manta – APM – expects
to open and award in the first quarter of 2012 the
concession of a project that aims to modernize
and expand the port, and for this reason they
are completing details related to the bidding
specifications in order to upload bidding bases to the
public acquisition portal in January. The APM
37. September-December 2011
Latin American Port News
El Salvador Mexico
Mexico requires investing approximately US$38,000
million in transportation infrastructure during the
next six years, including ports, stated Jorge de la
Madrid of the School of Civil Engineers of Mexico
(CICM, in Spanish), during the presentation of a
new proposal for the national infrastructure plan of
2013-2018, highlighted by Business News Americas.
Regarding port infrastructure, the questioned
construction of the Punta Colonet Port, at the
northwest of the country, is still in the agenda, a
concession foreseen for 45 years. Although the
Secretariat of Communications and Transportation
included the project in the national infrastructure
plan for the years 2007-2012, with an original budget
of US$3,700 millions, it could not be tendered
during the present administration. The proposals
of CICM in relation to ports include continuing the
expansion of Port Lázaro Cárdenas, located in the
State of Michoacán.
According to Container Management, the Congress
of El Salvador passed a new law in September
that was subsequently ratified by the President of
the Republic for the concession of the Port of
La Unión, at the Gulf of Fonseca, to a company
specialized in the operation of sea terminals. The
International Finance Corporation (IFC) has
been engaged by the government to cooperate in
the preparation of the project, find investors and
advise in the transaction. According to Enrique
Córdova, President of the Autonomous Executive
Commission of Ports (CEPA, in Spanish), this
authority is now in the process of preparing the new
tender that will enable a more open privatization.
As may be recollected, construction of this new
port with 900 meters of docks with a depth of 9.5
to 15 meters, and a handling capacity of 850,000
TEU, was completed in 2008 but a first tender
for its concession, promoted by the previous
government, did not attract offers. This new
container terminal is considered the most modern
of Central America, after Panama
Second Attempt for the Concession of the Port
of La Unión
ITransportation Infrastructure Requires
Investments of US$38,000 Millions
38. September-December 2011
Latin American Port News
Nicaragua
Hutchison Ports Holdings Wins Appeal against
the Concession of the Terminal at Lázaro
Cárdenas:
According to BNAmericas, on December 27
the court of appeals ruled in favor of Hutchison
Port Holdings HPH and ordered the indefinite
cancellation of the concession of the second
terminal at the port of Lázaro Cárdenas in the
Pacific coast of Mexico, thus stopping signing of the
new concession granted on December 15 to APM
Terminals B.V. and Controladora de Operaciones de
Infraestructura, S.A de C.V., which has been awarded
the tender with an investment proposal of US$ 651
million, an amount considered insufficient.
In January 2011, the Federal Tribunal of Mexico
ruled against the validity of the tender, honoring
the argument of HPH that the port authority
(Administración Portuaria Integral de Lázaro
Cárdenas -APILAC) had arbitrarily modified its
master plan of development. Instead of stopping
the process, the Secretariat of Communications
and Transportation SCT presented the cause to a
court of appeals, and without having ruled the case,
APILAC, arguing that the resolution or sentence
implying suspension of the contest had not been
notified, thus awarded on December 15th the
contract for the construction, exploitation, operation
and maintenance of the second Specialized
Containers Terminal (TEC2) to the group under
the leadership of APM Terminals, second global
operator of containers terminals after HPH, and
affiliate of the Danish global leader shipping line,
Maersk.
A Brazilian consortium under the leadership of
the construction company Andrade Gutiérrez, was
awarded the contract to develop in a six-month
period the prefeasibility studies of this project in
the Nicaraguan Caribbean, which shall be followed
by a feasibility study with a duration of 18 months,
informed Container Management. Total studies
will cost US$5 million and, if results are positive,
the consortium shall be granted a concession for
25-30 years for the development of the port. The
total cost of the project will be US$20/300 millions
and, when fully developed, will be in condition to
mobilize two million tons. In addition, the port will
have two “dry channels”: one corresponding to a
70 km road to Nueva Guinea, from where it would
continue to the capital, Managua, by the existing
238 km road, and from there to the port of Corinto
through the existing highway of 158 km; the other
dry channel would be a railroad between Monkey
Another Attempt to Revive the Project of
Monkey Point
39. September-December 2011
Latin American Port News
Point and Corinto, 500 km long and would cost
US$250 millions.
Previous attempts to further this Project have
failed: investors from South Korea signed a letter
of intention but did not develop any works.
However, Virgilio Silva, President of the National
Port Company (EPN, in Spanish), stated the
Brazilian proposal is much more favorable than
that of the South Koreans. According to Orlando
Solórzano, Minister of Development, Industry and
Commerce, Monkey Point is seen as a strategic
development for Nicaragua lacks facilities in the
Caribbean, obliging entrepreneurs to use exits by
the Pacific. The Minister also stated that at present
the exports containers trade must be done through
neighbor Caribbean ports of Honduras (Cortés)
and Costa Rica (Limón), which represents an extra
cost of 12.5% and 20%, as each frontier pass costs
US$950 per container, due to security and the
lengthy transportation by road. With the change of
traffic to a national deep-water port, estimates are
that the private sector would save US$100 million
annually. On the other hand, Dean García, Executive
Director of the Nicaraguan Association for the
Textile Industry, states the sector is very happy with
the possibility of the construction of this new port
in the Caribbean.
Congratulations for the Congress.
Ricardo Sánchez
Chief of Infrastructure and Ports
Cepal, Chile
Congratulations for the excellent seminar.
Richard Klien
Chairman Executive Committee
Latinports
President Administration Councils of
Containers Terminals of Santos Brasil and
MultiRío
Brazil
Mail
1.- II Latin American Public-Private Congress of Ports and I Colombian
Congress of Ports
40.
41. September-December 2011
It was very interesting to know the situation
of the Latin American maritime-port
logistics, comparing it with our experiences
and thus concluding there are very interesting
ways to cooperate between the two parts of
the Iberian-American continent.
José María Langa
Director of Logistics Development
Valenciaport
Spain
I must thank you for organizing the event
and offering me the possibility of presenting
some of the experiences we have achieved in
Holland.
Jan Willem Koeman
General Director
Pharos Port Consultancy
Rotterdam, Holanda
I hope next year we may be able to develop
new projects with Latinports.
Rodrigo Isaza
Adviser Office of the Superintendent
Superintendence of Ports and
Transportation
Bogotá, Colombia
I must say that the meeting in Cartagena
had an excellent academic and technical
quality, with pertinent information of world
class port models; excellent motivation to
develop port and logistics projects required
by Colombia; information we were able to
register first-hand, we the persons who make
decisions for the future of Colombian ports.
Héctor Laserna
General Manager
Terminal de Graneles Líquidos del Caribe
Santa Marta, Colombia
42. September-December 2011
Thanks for the opportunity of coexisting
with Latinports.
Leobardo Robles
Manager of Planning and Development
Administración Portuaria Integral de
Altamira
México
I am sure we will continue working very
hard for the success of the association.
Domingo Chinea
General Manager
Sociedad Portuaria Regional de
Buenaventura
Colombia
The event was of the highest level.
Miguel Abisambra
General Manager
Puerto Industrial Aguadulce
Bogotá, Colombia
I appreciate the opportunity given to my
institute.
Joao Gilberto Campos
President
Institute of Professional Technical
Training
Santos, Brasil
Everything turned just fine; excellent event.
Alvaro Galli
Port & Logistic
Montes del Plata
Montevideo, Uruguay
43. September-December 2011
Development of the Magdalena River is
one of the greatest dreams of President
Juan Manuel Santos and one of my
greatest commitments.
Germán Cardona
Minister of Transportation
Colombia
2.- Specialized Seminar on Upstream Navigation in the
Magdalena River in Colombia
It was an excellent seminar and I learned
very much.
Tim Stater
Economic Counselor
Embassy of the United States of
America
Colombia
I believe the seminar was a great effort on
your part and I congratulate you
Edgar Higuera
Executive Director
Chamber of Large Users of Logistics
Services
Asociación Nacional de Empresarios
ANDI
Colombia
It was a real pleasure having participated
in the seminar organized by you, which
I consider a complete success. It is very
interesting to see there are titans like you
that are convinced of the benefits of the river
and how we are wasting them.
Nelson Cadena
Consultant in Logistics and
Transportation
Colombia
44. September-December 2011
I really liked the event and it has been
gratifying for me to know that my work has
been of use for the project..
Alvaro Galli
Consultant Paraguay-Paraná Waterway
Uruguay
I wish to say that I can see and feel the
passion you all have to achieve navigation
upstream in the Magdalena River. Please
keep yourselves positive and do not fail. Your
persistence is very important for Colombia. I
spoke of champions and you surely are some
of them..
Rob Davinroy
Director of the Center of Waterway
Engineering Application
Corps of Engineers of the Army of the
United States
Principal Consultant of CDG Engineers
St. Louis, Missouri
USA
I like to follow developments in the
Magdalena River and at the same time will
continue analyzing the market in Colombia
and see if we can do something in the short
term as APM Terminals.
Robert Bosman
Manager Development of New
Businesses in America
APM Terminals
Panamá
Very interesting the information on
Latinports.
Germán Silva
Manager
Silva Carreño Asociados
Colombia
45. September-December 2011
I was really happy to be able to contribute a
little in such an important discussion for the
development of Colombia.
Fernando Fialho
General Director
National Water Transportation
Agency
Brazil
El Superintendente quedó feliz con la
revista que nos dieron en el evento del río
Magdalena publicada por Latinports.
Rodrigo Isaza
Adviser Superintendent of Ports and
Transportation
Colombia