The desire to become a hub Logistics of the West Coast of South America It is not new. This objective began to draw up with the main terminals of the port of Callao to international operators: DP World in 2006 and APM Terminals in 2011. Since then, the country has been strengthening its port infrastructure, which is evidenced in the performance of our main port.
Thus, by 2024, the Callao It was consolidated as the leading port in the load of load containerized on the coast of the South American Pacific, with 3.1 million TEU, surpassing its regional peers, such as San Antonio (Chile), with 1.8 million TEU; Buenaventura (Colombia), with 1.4 million teu; Posorja (Ecuador), with 750,000 TEU; and Guayaquil (Ecuador), with 742,000 TEU in the Port Terminal Guayaquil (TPG) and 329,000 in Contecon. However, this is not enough to be considered a real hub logistic.
The concept of hub logistics implies becoming a Efficient storage, storage, storage and redistribution on regional and intercontinental routes, particularly towards and from Asia. Currently, Callao and other South American ports – such as San Antonio, Guayaquil or Buenaventura – operate mainly as intermediate transford points, destined for hubs Consolidated logistics such as Los Angeles or Manzanillo, from where the load continues its route to Asia.
The commissioning of the port of Chancay represents a strategic opportunity To reverse this situation. Its infrastructure will allow receiving ships of great draft (18,000 TEU) and establishing direct routes with Asia, which will reduce traffic times of 33–35 days to approximately 23 days.
Our logistics competitiveness faces Structural obstacles. Transport delays, the risks associated with security and bureaucracy in import and export processes finally translate into higher expenses for companies and a loss of efficiency for the system as a whole.
According to him Logistic performance index of the World Bank, In 2022 Peru was in position 81 of 160 countries in the Pilar de Servicios Logístico, which shows a sustained fall compared to 2007 (60 °). The National Plan for Services and Logistics Infrastructure at 2032, prepared by the IDB, identifies a logistics gap of S/ 92,000 million in infrastructure, services and processes. To this are added challenges such as high informality in transport, the absence of specialized infrastructure and the excessive dependence of the Lima -Callao node, which makes the operation for exporters of the south or the center of the country more expensive, who could use alternative ports such as Matarani or Salaverry.
There is a task to do. The laurel of leader in the load movement is not enough. A yearning, a desire, must be accompanied by actions to achieve it. In the middle of a scenario of uncertainty, regarding the Tariff policies Applied by the US government, we would be wrong to stay with crossed arms. Today more than ever we must set foot in the investment accelerator, and in this particular case, those associated with improving the logistics competitiveness of our foreign trade. The prepaid of Callao cannot wait any longer. And if you really want to maximize the benefits of the port of Chancay, it is urgent to unlock the execution of the Chancay -Chancayllo Evitamiento Way and the Serpentín Vial de Pasamayo – Variant of Pasamayo, to cite some works.
When we enter the Asia-Pacific Economic Cooperation Forum (APECfor its acronym in English), in 1998, it was thought that it would be a trigger to become the hub of the west coast of the Pacific. More than twenty -five years passed and, honestly, we are not. We lack a lot. By 2050, will we achieve that yearning?
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