During 2023, Central American port activity registered less dynamism in relation to the previous year, which was most noticeable in Guatemala, Costa Rica and Panama, according to data from the statistical bulletin of the National Port Commission (CPN) that was presented this week.
The report analyzes the annual maritime cargo movement, its variations, as well as the incidents in global trade, which in the previous year was marked by the crisis in the Panama Canal derived from a drought that still persists.
In general terms, the Central American port system moved 179 million 101.26 metric tons, which represents a slight drop of 1.2% compared to 2022 when it was 181 million 383.40 and less than the 183 million 114.97 tons in 2021, when the recovery occurred later. of the effects of the 2020 pandemic (165 million 584.09 tons).
In any case, the report highlights that the movement of maritime cargo in the region has tended to recover the growth that was observed before the pandemic.
Regional breakdown
Panama registered a 3% drop in its maritime cargo movement and closed with 99 million 398 thousand tons of cargo, which is explained by the restrictions on the passage of ships through the Panama Canal due to the effects of the El Niño phenomenon that prolonged the drought at the Gatun Lake dam.
Guatemala follows with a contraction of 4%, transporting 28 million 862 thousand tons, 4% lower than the 29 million 985 thousand tons in 2022; and Costa Rica, with 19 million 125 thousand tons, without growth.
On the other hand, Honduras transported 18 million 763 thousand tons, for an increase of 8%; El Salvador, 7 million 546 thousand tons (7% more); and Nicaragua, 5 million 404 thousand tons with a variation of 6%.
The behavior of those who presented decreasing rates is especially derived from geopolitical problems (war conflicts), as well as a drop in demand for goods and services in large economies, it was indicated.
By type of cargo
Specifically in the case of Guatemala, the analysis by type of cargo shows that there was a 15% drop in general cargo and 2 million 279 thousand tons were transported. The same item shows a decrease of 2% in the region.
In containerized cargo, 12 million 235 thousand tons were moved, for a reduction of 1% and in bulk it fell -4%; For solid bulk cargo, the reduction was 8% and closed at 7 million 947 thousand tons, but in the Central American system it rose 2%.
The movements that had a positive performance were liquid bulk with 1% (6 million 275 thousand tons were mobilized), and at a regional level 3%; Meanwhile he Ro-Ro -vehicle transportation- added 114 thousand tons or 9% increase for Guatemala, but -45% in the Isthmus.
One of the conclusions of the report is that containerized cargo is the predominant cargo in the region, with 88 million tons, followed by liquid and solid bulk, led by Guatemala and Honduras, which reached 8 and 7 million tons of the latter.
At the Central American port ranking level in the handling of maritime cargo, the document states that of the 20 ports considered, the Empresa Portuaria Quetzal (EPQ) rose one position from 6th to 5th; the Boyas San José Terminal -specialized in liquid bulk- rose from 18th position to 17th; but the Santo Tomás de Castilla National Port Company (Empornac) fell two positions, falling from 9th to 11th and Puerto Barrios was placed in 14th position.
At the regional level, the port that led cargo movement is Manzanillo Internacional Terminal on the Caribbean coast of Panama, transporting 17 million 956 thousand tons.
Challenges for the system
Werner Ovalle, president of the CPN, explained that 90 percent of trade in Guatemala is handled by sea, being the main means of transportation, which requires work to strengthen controls, in addition to improving the technological issue. and the competitiveness of all actors in the logistics chain.
Furthermore, 62 percent of foreign trade tax collection is concentrated in the port system, which implies a specific correlation between trade and the containers that enter with merchandise.
Regarding the challenges of the port system, he assured that it is the strengthening of security measures in seaports, since there are many challenges in each of the terminals, and to the extent that there is safe and orderly trade, the process It will be more efficient.
Among the CPN’s future plans is to apply approved technology to achieve greater interconnectivity, in addition to improving security and collection. This, in turn, will improve competitiveness, so that companies reduce their export or import costs.
Regarding solutions, Ovalle said that investments in infrastructure and equipment must be increased to improve controls and reviews. This includes computer and technological systems so that all actors in the logistics chain can have information in real time and reduce dispatch times.
Finally, he called for attention for the participants in the logistics chain to do the same, since “it is of no use that processes are being improved at an institutional level if the other actors are not making their efforts. There is a study on dispatch times that identifies bottlenecks and that is where we want to go.”
Regarding the delays due to anchoring in the ports, Ovalle reiterated that it is an urgent issue to address, especially in the drafts, which is why a specific and specific plan has been required for the ports, which they must present in the next two weeks, since all ports have the financial resources for anchoring works.
Modernization
Amador Carballido, general director of the Guatemalan Association of Exporters (Agexport) stated that the main challenge of the port system is modernization, since for many years a port model that does not adapt to modern needs has been carried forward.
He cited as an example that, in Honduras and Costa Rica, port practices have been modernized and that Guatemala has maintained conditions almost since its origin. The models do not pursue efficiency and therefore, installed capacities maintain high occupancy levels.
“In case of any peak in demand, damage to a crane or delay in a berth, it becomes a big problem, when appropriate investments can be made to improve the installed and increased capacity,” he noted.
He warned that, if these investment decisions are not made, competitiveness in the ports will continue to be lost and high operating costs will remain.
Vacant presidencies
The Vice Minister of Communications, José Luis Contreras, in charge of the transportation area, confirmed that the presidencies of the board of directors of EPQ and Empornac are currently vacant.
He confirmed that the profiles of several professionals are being analyzed and in the coming days the names of the people to fill the positions would be announced.
For the moment, Ricardo Monterroso was appointed general manager at EPQ and Kevin Gabriel Comas is retained at Empornac.
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