The lack of maintenance of Guatemalan ports has not only caused congestion, but it can affect products prices in the Guatemalan market. This is confirmed by Carlos Steiger, competitiveness analyst of the AGEXport logistics sector.
But the companies of the two largest ports in the country They have legal limitations to hire a third party to do that maintenancewhich is nothing more than the process to remove sand and mud from the bottom of the sea or increase the depth of the water. Punctually, what is known as dredging.
This regulation has come since 2017, when a restriction was imposed on the hiring of companies for the realization of Dragados in the country, which eliminated the possibility of maintaining the maritime draft necessary for the passage of larger ships that seek to enter Guatemala.
“What began as a mechanism to control the mismanagement of funds authorized for this type of job In the lack of maintenance of sea dragins for approximately 40 years“Steiger explained.
The current trend, Steiger explained, is to optimize transport costs. However, not having the proper depth, the products must be divided into several vessels, which, in the end, directly impacts the price of the raw material and increases the freight costs.
“If we see it from the perspective of the consumer or user, the cost of raw materials increases and, in the case of local consumption, the products that reach Guatemala are more expensive,” Steiger emphasized.
Guatemala options for dredging ports
One of the alternatives that seeks to solve this issue In the initiative of the Dragados Law, which seeks to reform the State Hiring Law and allow the hiring of Dragados by third parties, it could have dredges in four months, according to Julio Héctor Estrada, president of the Finance Commission of the Congress of the Republic, while the current hiring process lasts double. Meanwhile, the law reaches consensus to be approved, the Port Company Quetzal (EPQ) seeks other solutions, such as the purchase of its own machinery.
You have to take into account that, The EPQ expansion project with the US body of engineers. It contemplates a dredging within the first phase of construction of the new docks, so the current dredging is necessary to execute it shortly, considering the congestion of ports.
In July 2024, a reform of the State Contracting Law was presented, which seeks to exonerate the sea dredges so that in the ports it is possible to carry out the necessary works. According to Estrada, this initiative is in third reading and is only a matter of consensus for approval.
Another option that the representatives of the port of Santo Tomás de Castilla and the EPQ consider viable It is the acquisition of its own dredge. However, José de la Peña, president of the Board of Directors of the National Port Company Santo Tomás de Castilla (Empornac), considers it viable as long as it is used only for maintenance and Not for the deep dredging that is urgently needed in both ports.
Hiring times
The reform to the contracting law has two relevant points, according to Estrada: the first, exclude maritime dragados to allow the hiring of third parties and carry out these projects; And the second, the incorporation of an express and specific procedure for the Port Company Quetzal (EPQ) that facilitates the hiring of the dredging service more agile, with reduced times for the environmental impact process and the authorizations of the Navy, among others.
“What we are looking for are solutions. While deciding what to do, we are taking other measures to act within the legal framework, there is no single way or solution.”
José Antonio Lemus, president of the Port Company Quetzal
“From this, those who can place the dredge faster would be prioritized. The idea was to streamline and that was urgent. The procedures are also simplified and maximum times are established for processes such as the environmental license or the maritime license. The procedure was created thinking about a contract that allows a dredge in four months, ”said the deputy, who added that a tender of this type – which, can be clarified, it is not possible to perform – would take between eight and nine months, assuming that environmental licenses and permits are obtained in time.
However, according to Estrada, questions and other possible solutions have been raised, including the acquisition of a dredge for the country. José Antonio Lemus, president of the EPQ, indicated that They are currently in the process of lifting a contest for the purchase of their own team, which will take about eight months. According to Lemus, if these reforms were implemented, there would be the possibility of having the service more directly and, therefore, in less time.
Own dredge costs q60 million
For Estrada, Guatemala does not have to acquire a dredge, since the required drains are made approximately every ten years. “It doesn’t make much sense to buy a dredge when we are not good operating such specialized machinery And our old hiring law is not designed to repair this type of team, ”said the deputy, who warned that, in case of presenting a problem, the machine could be stranded for months.
On the other hand, De la Peña supported the acquisition of its own dredge, provided that it is bought and operated by the Marina de Guatemala. “As a port, I relievedly oppose, because a port has nothing to do buying that. It is only a manipulation and leakage of money, ”said De la Peña, who added that, in addition, the sailors should be trained, which takes about eight years.
Ideally, according to La Peña, it would be to have special dredgers for average depths, allowing constant maintenance of approximately three meters deep. To achieve the depth required urgently, he proposed outsourcing the work.
In addition, Lemus said that the cost of a dredge is approximately Q60 millionlike the hiring of a third party. In addition, he informed that agreements could be made with the National Navy to have trained personnel to operate these vessels.
What happens while there is no maintenance?
Due to the lack of maintenance, Steiger said that the ports continue with their original dragados. However, over the years, sediments have accumulated, which affects the draft and reduces the depth of the tide, which instead of 11 meters could be around 9 and 10 meters.
This means that large ships have difficulty docking. “Where we notice this need more urgently, probably, it is on the Pacific side,” said Steiger. According to the AGEXport analyst, vessels are expected in that area that require a depth of up to 13 meters.