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### Viewing cable 08BRASILIA1617, BRAZIL'S PORT DREDGING CHALLENGE

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Reference ID | Created | Released | Classification | Origin
--- | --- | --- | --- | ---
08BRASILIA1617 | 2008-12-17 17:30 | 2011-07-11 00:00 | UNCLASSIFIED//FOR OFFICIAL USE ONLY | Embassy Brasilia

`

    VZCZCXRO8768
    RR RUEHRG
    DE RUEHBR #1617/01 3521730
    ZNR UUUUU ZZH
    R 171730Z DEC 08
    FM AMEMBASSY BRASILIA
    TO RUEHC/SECSTATE WASHDC 3116
    INFO RUEHRI/AMCONSUL RIO DE JANEIRO 6995
    RUEHSO/AMCONSUL SAO PAULO 3211
    RUEHRG/AMCONSUL RECIFE 8811

` `

    UNCLAS SECTION 01 OF 02 BRASILIA 001617

    SIPDIS
    SENSITIVE

    STATE FOR  WHA/BSC, WHA/EPSC
    STATE PASS USTR FOR KDUCKWORTH
    STATE PASS EXIMBANK
    STATE PASS OPIC FOR DMORONSE, NRIVERA, CMERVENNE
    STATE PASS USTDA FOR NYOUNGE, GMANDEL
    STATE PASS USDOC FOR ADRISCOLL, LFUSSELL

    E.O. 12958: N/A
    TAGS: ECON EFIN ETRD EINV BR
    SUBJECT:  BRAZIL'S PORT DREDGING CHALLENGE

    REF: SAO PAULO 0612

    SENSITIVE BUT UNCLASSIFIED

    ¶1. (U) Summary: Brazil recently unveiled updated plans to dredge
    over 75 thousand cubic meters at an estimated cost of R$ 1.4 billion
    (USD580 million) in 16 of its largest commercial maritime ports as
    part of President Lula's Accelerated Growth Program (PAC). The plan,
    entitled the National Program of Dredging (PND), was presented by
    Fabrizio Pierdomenico, the Undersecretary of Planning and Port
    Development of the Special Secretary of the Ports of Brazil (SEP)
    during a seminar at the Brazilian Ministry of Foreign Relations that
    celebrated 200 years of Brazilian international maritime
    cooperation. Public announcements of SEP's work plan and bidding
    procedures have already been published for the ports of Recife, Rio
    Grande, Santos, Aratu, Salvador and Itagua and the remaining port
    announcements will be completed by March of 2009.  Under the PND,
    Pierdomenico underscored several aspects of Dredging Law 11.610/07
    (DL11) that underpins the efforts of PND to address maritime
    infrastructure concerns and commercial trade challenges. End
    Summary.

    DREDGING LEGISLATION
    --------------------

    ¶2. (U) Pierdomenico stated that DL11, which was signed by Lula in
    December of 2007, is the main vehicle in effectively carrying out
    the stated mandates of the PND. DL11 requires that prior to
    dredging, specific parameters of depth and width be established. SEP
    has collaborated with the Brazilian army corps of engineers
    (CENTRAN) to determine the dredging requirements of the 16 PND
    ports. Pierdomenico explained that this new concept demanding
    specificity in dredging requirements has added credibility to the
    work and clarified contractual negotiations. Pierdomenico added that
    DL11 now gives specific oversight of dredging operations to SEP and
    charges SEP with contractual authority.

    ¶3. (U) Pierdomenico pointed to key provisions in DL11 that address
    inefficiencies in past PND activities. DL11 allows for foreign
    business participation in the dredging operations; something never
    before possible and according to Pierdomenico, frees SEP to consider
    vendors with more efficient methods, lower costs and advanced
    technologies. Under DL11, contracts were expanded to 5 years with a
    1 year extension option. DL11 also allows for one vendor to work 3
    dredging operations simultaneously and incorporates language that
    requires vendors to perform maintenance dredging for least 2 cycles,
    post-depth dredging, at ports where applicable.  Pierdomenico argued
    that these provisions would significantly enhance SEP's negotiating
    position and would result in more motivated and satisfied vendors.

    PORT INFRASTRUCTURE CHALLENGES
    ------------------------------
    ¶4. (U) In defining dredging as a critical impediment to trade
    growth, Pierdomenico spoke to Brazil's port infrastructure
    challenges. Currently, Brazilian ports can accommodate only 4th
    generation container cargo ships, or cargo capacities of 5,000
    twenty foot equivalent container units (TEUS) due to Brazilian port
    drafting restrictions, limited size terminals and limited reach of
    gantry cranes. Pierdomenico explained that over 85% of the global
    container vessel fleet is comprised of 5th generation, or Post
    Panama Plus vessels (PPP) with capacities of 6,000 to 8,000 TEUS,
    meaning Brazil is marginally participating in the ocean
    transportation of global maritime trade due to this trade barrier.
    Pierdomenico argued that dredging is an important first step in
    addressing Brazil's port infrastructure shortcomings and that
    attracting PPP vessels would accelerate other needed port
    infrastructure improvements, adding that such GOB expenditures would
    attract more private port investment under recently passed port
    reform measures (reftel).
    COMMERCIAL IMPACT
    -----------------
    ¶5. (U) In addition to impacting port operations, the PND would also
    have far reaching effects on Brazil's commercial trade. Given the
    problems of Brazil's port infrastructure in keeping pace with
    expected volume growth (reftel), Pierdomenico argued that the
    introduction of PPP size vessels would address this and provide
    needed benefits to Brazilian importers and exporters. Pierdomenico
    reasoned that PPP vessels would reduce port congestion and allow for
    more timely delivery of imports to the Brazilian market and reduce
    demurrage costs that importers and exporters pay to terminal
    operators while waiting for vessels to dock. Pierdomenico asserted
    that because PPP vessels primarily ply routes directly to major

    BRASILIA 00001617  002 OF 002

    markets, Brazilian exporters would have greater market access with
    faster transit times. PPP vessels would also provide critically
    needed costs savings to both the Brazilian importer and exporter
    through their inherent economies of scale and the abilities of
    exporters and importers to negotiate lower ocean freight rates and
    marine cargo insurance based on a PPP ship owner's operating costs
    divided among 6,000- 8,000 revenue contributing units.  Pierdomenico
    mentioned the latter factor as especially important for Brazilian
    exporters given the recent economic downturn and resulting commodity
    price declines.  For commercial transactions conducted in USD,
    Pierdomenico cited cost savings for Brazilian importers given the
    recent depreciation of the Brazilian real.

    ¶6. (SBU) Comment: DL11 adds clarity and commercial flexibility to
    dredging contracts.  Brazil hopes the new PND will spur needed
    upgrades to port infrastructure to accommodate PPP vessels. PND and
    future port infrastructure improvements are critical to accelerating
    Brazil's growth potential, with increased urgency given the global
    economic slowdown. Cheaper imports would continue to fuel the
    domestic purchasing power of the middle class and expanded, more
    efficient access to major markets, at reduced landed costs, would
    feed Brazil's export engine. END COMMENT
    SOBEL

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