COMPARATIVE ANALYSIS OF PORT LOGISTICS
BETWEEN THE PORTS OF GUAYAQUIL AND
POSORJA IN ECUADOR
ANÁLISIS COMPARATIVO DE LA LOGÍSTICA
PORTUARIA ENTRE LOS PUERTOS DE GUAYAQUIL Y
POSORJA EN ECUADOR
Jessenia Katerine Piza Ortiz
Universidad Católica Santiago de Guayaquil
pág. 7162
DOI:
Comparative Analysis of Port Logistics between the Ports of Guayaquil
and Posorja in Ecuador
Jessenia Katerine Piza Ortiz1
kattypiza@hotmail.com
https://orcid.org/0009-0004-5237-9830
Universidad Católica Santiago de Guayaquil
ABSTRACT
Ecuador's maritime trade has been significantly influenced by the development of two major ports:
Guayaquil and Posorja. While Guayaquil remains the country's primary port due to its long-established
infrastructure, Posorja has emerged as a strong competitor thanks to its modern facilities and strategic
location in the Pacific Ocean. With a natural draft of 16 meters, Posorja has attracted large vessels,
particularly Neo-Panamax ships, positioning itself as a key rival to Guayaquil's ports, which face
operational challenges due to their limited draft and continuous dredging requirements. This analysis
highlights the logistical advantages of Posorja, including its ability to receive large vessels without draft
restrictions, thereby optimizing trade routes and reducing logistical costs. In contrast, Guayaquil's ports
continue to manage over 85% of the country's imports and exports, making them vital to Ecuador’s
foreign trade. However, dredging needs and terminal congestion have limited their competitiveness.
The study underscores the importance for both ports to implement strategies focused on digitalization,
process optimization, and environmental sustainability. The coexistence of both ports could enhance
Ecuador's logistical efficiency, provided that a balance is maintained between economic development
and environmental protection.
Keywords: port logistics, maritime competitiveness, sustainable development
1 Autor principal
Correspondencia: kattypiza@hotmail.com
DOI:
Comparative Analysis of Port Logistics between the Ports of Guayaquil
and Posorja in Ecuador
Jessenia Katerine Piza Ortiz1
kattypiza@hotmail.com
https://orcid.org/0009-0004-5237-9830
Universidad Católica Santiago de Guayaquil
ABSTRACT
Ecuador's maritime trade has been significantly influenced by the development of two major ports:
Guayaquil and Posorja. While Guayaquil remains the country's primary port due to its long-established
infrastructure, Posorja has emerged as a strong competitor thanks to its modern facilities and strategic
location in the Pacific Ocean. With a natural draft of 16 meters, Posorja has attracted large vessels,
particularly Neo-Panamax ships, positioning itself as a key rival to Guayaquil's ports, which face
operational challenges due to their limited draft and continuous dredging requirements. This analysis
highlights the logistical advantages of Posorja, including its ability to receive large vessels without draft
restrictions, thereby optimizing trade routes and reducing logistical costs. In contrast, Guayaquil's ports
continue to manage over 85% of the country's imports and exports, making them vital to Ecuador’s
foreign trade. However, dredging needs and terminal congestion have limited their competitiveness.
The study underscores the importance for both ports to implement strategies focused on digitalization,
process optimization, and environmental sustainability. The coexistence of both ports could enhance
Ecuador's logistical efficiency, provided that a balance is maintained between economic development
and environmental protection.
Keywords: port logistics, maritime competitiveness, sustainable development
1 Autor principal
Correspondencia: kattypiza@hotmail.com
pág. 7163
Análisis Comparativo de la Logística Portuaria entre los Puertos de
Guayaquil y Posorja en Ecuador
RESUMEN
El comercio marítimo ecuatoriano se ha visto profundamente influenciado por el desarrollo de dos
importantes puertos: Guayaquil y Posorja. Mientras Guayaquil, con su infraestructura histórica, sigue
siendo el principal puerto del país, Posorja ha ganado terreno gracias a su infraestructura moderna y
ubicación estratégica en el Pacífico. Con un calado de 16 metros, Posorja ha logrado atraer
embarcaciones de gran capacidad, especialmente los buques Neo-Panamax, lo que lo convierte en un
competidor clave frente a los puertos guayaquileños, que enfrentan desafíos operativos derivados de un
calado limitado y la necesidad de dragados constantes. Este análisis subraya las ventajas logísticas que
ofrece Posorja, como su capacidad para recibir grandes embarcaciones sin restricciones de calado, lo
que optimiza las rutas comerciales y reduce los costos logísticos. Por otro lado, los puertos de Guayaquil
siguen siendo el núcleo del comercio exterior del país, manejando más del 85% de las exportaciones e
importaciones. Sin embargo, las dificultades relacionadas con el dragado y la congestión en sus
terminales limitan su competitividad frente a Posorja, que ha aprovechado su capacidad de expansión
y la modernización de sus instalaciones. El análisis resalta la necesidad de que ambos puertos adopten
estrategias de digitalización, optimización de procesos logísticos y sostenibilidad ambiental para
mantenerse competitivos en el comercio internacional. La coexistencia de ambos puertos puede
potenciar la eficiencia logística de Ecuador, siempre y cuando se logre un equilibrio entre desarrollo
económico y protección ambiental
Palabras clave: logística portuaria, competitividad marítima, desarrollo sostenible
Artículo recibido 05 marzo 2025
Aceptado para publicación: 28 abril 2025
Análisis Comparativo de la Logística Portuaria entre los Puertos de
Guayaquil y Posorja en Ecuador
RESUMEN
El comercio marítimo ecuatoriano se ha visto profundamente influenciado por el desarrollo de dos
importantes puertos: Guayaquil y Posorja. Mientras Guayaquil, con su infraestructura histórica, sigue
siendo el principal puerto del país, Posorja ha ganado terreno gracias a su infraestructura moderna y
ubicación estratégica en el Pacífico. Con un calado de 16 metros, Posorja ha logrado atraer
embarcaciones de gran capacidad, especialmente los buques Neo-Panamax, lo que lo convierte en un
competidor clave frente a los puertos guayaquileños, que enfrentan desafíos operativos derivados de un
calado limitado y la necesidad de dragados constantes. Este análisis subraya las ventajas logísticas que
ofrece Posorja, como su capacidad para recibir grandes embarcaciones sin restricciones de calado, lo
que optimiza las rutas comerciales y reduce los costos logísticos. Por otro lado, los puertos de Guayaquil
siguen siendo el núcleo del comercio exterior del país, manejando más del 85% de las exportaciones e
importaciones. Sin embargo, las dificultades relacionadas con el dragado y la congestión en sus
terminales limitan su competitividad frente a Posorja, que ha aprovechado su capacidad de expansión
y la modernización de sus instalaciones. El análisis resalta la necesidad de que ambos puertos adopten
estrategias de digitalización, optimización de procesos logísticos y sostenibilidad ambiental para
mantenerse competitivos en el comercio internacional. La coexistencia de ambos puertos puede
potenciar la eficiencia logística de Ecuador, siempre y cuando se logre un equilibrio entre desarrollo
económico y protección ambiental
Palabras clave: logística portuaria, competitividad marítima, desarrollo sostenible
Artículo recibido 05 marzo 2025
Aceptado para publicación: 28 abril 2025
pág. 7164
INTRODUCTION
Maritime ports play a fundamental role in the economic development of Ecuador, with Guayaquil
standing out as a strategic hub on the west coast of South America in terms of cargo volume and
maritime traffic. Its location on the Pacific coast positions Guayaquil as a vital node for the country’s
exports and imports, encompassing both primary and manufactured goods. However, despite its
historical significance, the port infrastructure in Guayaquil faces a series of logistical challenges that
compromise the efficiency of operations and limit regional and international competitiveness. Among
the most pressing issues are the management of channel depth (draft) and delays in container clearance
processes, which not only elevate operational costs but also damage the port’s reputation as a reliable
gateway for international trade.
Draft refers to the minimum water depth required for vessels to navigate safely without running
aground. Proper draft management is critical, particularly for Guayaquil, which handles a diverse fleet
of vessels of varying sizes. An insufficient or inconsistent draft restricts the entry of larger ships, thus
reducing port efficiency and increasing costs associated with cargo loading and unloading. The
variability of channel depth in Guayaquil's access routes and port terminals has long been a concern for
local authorities. River sedimentation and the lack of consistent dredging practices contribute to the
reduction in navigable depth, limiting vessel access and forcing shipping companies to use smaller or
partially loaded vessels. This results in diminished operational performance and long-term
competitiveness, as large vessels tend to prefer ports that can accommodate them with greater ease and
efficiency.
One of the most persistent problems is the absence of continuous dredging to maintain the necessary
depth for optimal port operations. Although various dredging initiatives and infrastructure upgrades
have been implemented, sediment accumulation remains a significant challenge requiring ongoing
attention. The costs associated with dredging are substantial and often fail to match the frequency
needed to sustain an ideal draft. As a result, some vessels are unable to access specific berths or are
compelled to operate with reduced capacity, affecting both the cargo handling capabilities of the port
and the overall costs borne by shipping companies.
INTRODUCTION
Maritime ports play a fundamental role in the economic development of Ecuador, with Guayaquil
standing out as a strategic hub on the west coast of South America in terms of cargo volume and
maritime traffic. Its location on the Pacific coast positions Guayaquil as a vital node for the country’s
exports and imports, encompassing both primary and manufactured goods. However, despite its
historical significance, the port infrastructure in Guayaquil faces a series of logistical challenges that
compromise the efficiency of operations and limit regional and international competitiveness. Among
the most pressing issues are the management of channel depth (draft) and delays in container clearance
processes, which not only elevate operational costs but also damage the port’s reputation as a reliable
gateway for international trade.
Draft refers to the minimum water depth required for vessels to navigate safely without running
aground. Proper draft management is critical, particularly for Guayaquil, which handles a diverse fleet
of vessels of varying sizes. An insufficient or inconsistent draft restricts the entry of larger ships, thus
reducing port efficiency and increasing costs associated with cargo loading and unloading. The
variability of channel depth in Guayaquil's access routes and port terminals has long been a concern for
local authorities. River sedimentation and the lack of consistent dredging practices contribute to the
reduction in navigable depth, limiting vessel access and forcing shipping companies to use smaller or
partially loaded vessels. This results in diminished operational performance and long-term
competitiveness, as large vessels tend to prefer ports that can accommodate them with greater ease and
efficiency.
One of the most persistent problems is the absence of continuous dredging to maintain the necessary
depth for optimal port operations. Although various dredging initiatives and infrastructure upgrades
have been implemented, sediment accumulation remains a significant challenge requiring ongoing
attention. The costs associated with dredging are substantial and often fail to match the frequency
needed to sustain an ideal draft. As a result, some vessels are unable to access specific berths or are
compelled to operate with reduced capacity, affecting both the cargo handling capabilities of the port
and the overall costs borne by shipping companies.
pág. 7165
Another major issue is the delay in container clearance operations. The time required for container
delivery and pickup directly affects operational efficiency and imposes additional expenses on
importers and exporters. These delays are caused by a combination of factors, including bottlenecks at
terminal facilities, congestion in port access routes, lack of coordination between customs and port
authorities, and insufficient infrastructure to manage the increasing cargo volume. In many cases, port
terminals lack the equipment and logistical systems needed to process containers efficiently, leading to
significant delays. Containers may remain in port for several days before being cleared, which in turn
delays the processing of other shipments and results in financial losses for both private companies and
the port administration. These inefficiencies in the supply chain create a vicious cycle that amplifies
operational costs and diminishes the port’s competitiveness.
Currently, delays in container handling have become a major concern for exporters. For example,
banana exporters—representing one of Ecuador’s main export sectors—have reported extensive wait
times at port terminals. These delays not only harm local exporters but also deteriorate the port’s
reputation internationally. If a port fails to offer fast and reliable service, global clients will turn to
alternative ports that provide more favorable conditions for their logistical operations. This shift results
in a competitive disadvantage for Ecuador’s economy, as export products become less attractive
compared to those from countries with more efficient port systems.
The inefficiency in container clearance is also linked to poor coordination among customs, sanitary,
and immigration authorities. Bureaucratic procedures and the continued use of manual processing in
many operations slow down workflows and add complexity to logistical tasks. Additionally, the
infrastructure in many port terminals remains inadequate to accommodate the annual cargo volume.
Although efforts have been made to modernize and expand several port areas, processing capacity is
still limited due to outdated equipment and frequent access congestion.
These logistical challenges directly affect the competitiveness of Ecuadorian ports and, consequently,
the national economy. Increased costs caused by delays, inadequate draft management, and
inefficiencies in container handling not only impact companies operating within the port system but
also create a ripple effect throughout the national economy.
Another major issue is the delay in container clearance operations. The time required for container
delivery and pickup directly affects operational efficiency and imposes additional expenses on
importers and exporters. These delays are caused by a combination of factors, including bottlenecks at
terminal facilities, congestion in port access routes, lack of coordination between customs and port
authorities, and insufficient infrastructure to manage the increasing cargo volume. In many cases, port
terminals lack the equipment and logistical systems needed to process containers efficiently, leading to
significant delays. Containers may remain in port for several days before being cleared, which in turn
delays the processing of other shipments and results in financial losses for both private companies and
the port administration. These inefficiencies in the supply chain create a vicious cycle that amplifies
operational costs and diminishes the port’s competitiveness.
Currently, delays in container handling have become a major concern for exporters. For example,
banana exporters—representing one of Ecuador’s main export sectors—have reported extensive wait
times at port terminals. These delays not only harm local exporters but also deteriorate the port’s
reputation internationally. If a port fails to offer fast and reliable service, global clients will turn to
alternative ports that provide more favorable conditions for their logistical operations. This shift results
in a competitive disadvantage for Ecuador’s economy, as export products become less attractive
compared to those from countries with more efficient port systems.
The inefficiency in container clearance is also linked to poor coordination among customs, sanitary,
and immigration authorities. Bureaucratic procedures and the continued use of manual processing in
many operations slow down workflows and add complexity to logistical tasks. Additionally, the
infrastructure in many port terminals remains inadequate to accommodate the annual cargo volume.
Although efforts have been made to modernize and expand several port areas, processing capacity is
still limited due to outdated equipment and frequent access congestion.
These logistical challenges directly affect the competitiveness of Ecuadorian ports and, consequently,
the national economy. Increased costs caused by delays, inadequate draft management, and
inefficiencies in container handling not only impact companies operating within the port system but
also create a ripple effect throughout the national economy.
pág. 7166
Businesses must absorb higher operational costs and, in some cases, face financial losses due to shipping
delays. Without comprehensive solutions, Ecuador’s ports risk losing relevance in the international
maritime trade network to other regional ports that offer more efficient and modern logistical
operations.
To address these challenges, it is essential for the Port Authority and relevant stakeholders to implement
infrastructure improvements and optimize operational processes. Regular and effective dredging must
be prioritized to ensure that port depth is sufficient to accommodate larger vessels. In parallel,
administrative and customs procedures must be streamlined to reduce waiting times and facilitate
smoother cargo flows. The integration of advanced technologies and improved coordination among
customs, sanitary, and immigration authorities are also critical for expediting container clearance.
Continued investment in terminal infrastructure and equipment is necessary to enable ports to handle
larger volumes of cargo efficiently and to maintain their role as key facilitators of Ecuador's
international trade.
Geographic and Strategic Characteristics of Posorja
Posorja, a rural parish of the Guayaquil canton, stands out for its extensive territorial coverage and
strategic location for maritime trade. With an approximate area of 274 square kilometers, it has become
a critical point for Ecuador’s port expansion, notably hosting the country’s only deep-water port
(Ministry of Transport and Public Works of Ecuador, 2021). Its natural draft depth of up to 16 meters
enables the reception of large-scale vessels, such as Neo-Panamax ships, thereby optimizing trade
routes and reducing logistical costs in comparison to other national ports (Rodríguez, 2021).
From an economic perspective, Posorja plays a fundamental role in strengthening Ecuador’s foreign
trade by facilitating the export of agricultural and fishery products to international markets. Its
connection to major global shipping lanes has significantly reduced transit times and improved port
logistics efficiency (Gómez, 2020). Furthermore, the port’s modern infrastructure—operated by DP
World Posorja—is designed to handle up to 1.5 million TEUs annually, positioning it as a competitive
alternative to existing Ecuadorian ports (Valverde & Medina, 2022).
Businesses must absorb higher operational costs and, in some cases, face financial losses due to shipping
delays. Without comprehensive solutions, Ecuador’s ports risk losing relevance in the international
maritime trade network to other regional ports that offer more efficient and modern logistical
operations.
To address these challenges, it is essential for the Port Authority and relevant stakeholders to implement
infrastructure improvements and optimize operational processes. Regular and effective dredging must
be prioritized to ensure that port depth is sufficient to accommodate larger vessels. In parallel,
administrative and customs procedures must be streamlined to reduce waiting times and facilitate
smoother cargo flows. The integration of advanced technologies and improved coordination among
customs, sanitary, and immigration authorities are also critical for expediting container clearance.
Continued investment in terminal infrastructure and equipment is necessary to enable ports to handle
larger volumes of cargo efficiently and to maintain their role as key facilitators of Ecuador's
international trade.
Geographic and Strategic Characteristics of Posorja
Posorja, a rural parish of the Guayaquil canton, stands out for its extensive territorial coverage and
strategic location for maritime trade. With an approximate area of 274 square kilometers, it has become
a critical point for Ecuador’s port expansion, notably hosting the country’s only deep-water port
(Ministry of Transport and Public Works of Ecuador, 2021). Its natural draft depth of up to 16 meters
enables the reception of large-scale vessels, such as Neo-Panamax ships, thereby optimizing trade
routes and reducing logistical costs in comparison to other national ports (Rodríguez, 2021).
From an economic perspective, Posorja plays a fundamental role in strengthening Ecuador’s foreign
trade by facilitating the export of agricultural and fishery products to international markets. Its
connection to major global shipping lanes has significantly reduced transit times and improved port
logistics efficiency (Gómez, 2020). Furthermore, the port’s modern infrastructure—operated by DP
World Posorja—is designed to handle up to 1.5 million TEUs annually, positioning it as a competitive
alternative to existing Ecuadorian ports (Valverde & Medina, 2022).
pág. 7167
Environmental Impact of Dredging on Marine Biodiversity
The maintenance of navigational depth in Guayaquil’s port access channels through dredging is
essential to accommodate large vessels. However, this practice carries significant ecological
consequences, particularly for marine biodiversity. Various studies have shown that dredging-induced
alterations to the seabed result in a marked decrease in the abundance and diversity of benthic and
pelagic organisms, disrupting the reproductive cycles of numerous commercially valuable species
(Hernández & Paredes, 2020).
One of the most critical effects of dredging is the high mortality of developing marine species. Sediment
suspension leads to decreased oxygen availability and reduced water quality, directly impacting the
survival rates of fish larvae and juveniles (Sánchez & Martínez, 2020). Recent research indicates that
in dredged areas, marine biomass can decline by up to 40% within the first two years following
intervention, thereby threatening the sustainability of coastal ecosystems and associated fishing
activities (Valverde & Medina, 2022).
Increased turbidity from dredging also leads to the degradation of habitats essential to species such as
shrimp and croaker, impairing their ability to feed and reproduce. Over the long term, these impacts
affect not only marine biodiversity but also the fishing economy of coastal regions, leading to reductions
in commercial catches and compromising the food security of local communities (World Bank, 2020).
From a marine resource management and environmental standpoint, it is imperative to implement
mitigation strategies such as continuous water quality monitoring, scheduling dredging activities during
non-reproductive periods, and establishing protected areas for vulnerable species (Orellana &
Rodríguez, 2019). Only through sustainable marine resource management can the needs of port
development be balanced with the preservation of Ecuador’s marine and coastal ecosystems.
Posorja and Its Potential for Economic and Tourism Growth
Posorja, a rural parish of the Guayaquil canton, has established itself as a strategic hub for port and
commercial development in Ecuador. Its privileged geographic location on the Pacific coast, combined
with a natural draft depth of 16 meters, has facilitated the construction of modern port infrastructure
such as DP World Posorja, the country’s first deep-water port (Rodríguez, 2021).
Environmental Impact of Dredging on Marine Biodiversity
The maintenance of navigational depth in Guayaquil’s port access channels through dredging is
essential to accommodate large vessels. However, this practice carries significant ecological
consequences, particularly for marine biodiversity. Various studies have shown that dredging-induced
alterations to the seabed result in a marked decrease in the abundance and diversity of benthic and
pelagic organisms, disrupting the reproductive cycles of numerous commercially valuable species
(Hernández & Paredes, 2020).
One of the most critical effects of dredging is the high mortality of developing marine species. Sediment
suspension leads to decreased oxygen availability and reduced water quality, directly impacting the
survival rates of fish larvae and juveniles (Sánchez & Martínez, 2020). Recent research indicates that
in dredged areas, marine biomass can decline by up to 40% within the first two years following
intervention, thereby threatening the sustainability of coastal ecosystems and associated fishing
activities (Valverde & Medina, 2022).
Increased turbidity from dredging also leads to the degradation of habitats essential to species such as
shrimp and croaker, impairing their ability to feed and reproduce. Over the long term, these impacts
affect not only marine biodiversity but also the fishing economy of coastal regions, leading to reductions
in commercial catches and compromising the food security of local communities (World Bank, 2020).
From a marine resource management and environmental standpoint, it is imperative to implement
mitigation strategies such as continuous water quality monitoring, scheduling dredging activities during
non-reproductive periods, and establishing protected areas for vulnerable species (Orellana &
Rodríguez, 2019). Only through sustainable marine resource management can the needs of port
development be balanced with the preservation of Ecuador’s marine and coastal ecosystems.
Posorja and Its Potential for Economic and Tourism Growth
Posorja, a rural parish of the Guayaquil canton, has established itself as a strategic hub for port and
commercial development in Ecuador. Its privileged geographic location on the Pacific coast, combined
with a natural draft depth of 16 meters, has facilitated the construction of modern port infrastructure
such as DP World Posorja, the country’s first deep-water port (Rodríguez, 2021).
pág. 7168
This development has generated significant economic opportunities not only in maritime trade but also
through the stimulation of other sectors such as tourism, fishing, and local commerce.
The growth of Posorja has spurred development in surrounding areas, notably Playas and El Morro—
two locations with high tourism potential. Playas, officially known as General Villamil, is a popular
destination due to its extensive beaches and year-round warm climate. Its increasing connectivity with
Posorja has enhanced its tourism offerings, attracting investment in the hospitality, gastronomy, and
recreational sectors (Hernández & Paredes, 2020). Moreover, the proximity to DP World Posorja has
driven a surge in commercial activity, translating into new employment opportunities for the local
population.
The Ports of Guayaquil and Their Role in Foreign Trade
The ports of Guayaquil have historically served as the backbone of Ecuador’s maritime commerce.
Their strategic location has enabled approximately 85% of the country’s foreign trade cargo to pass
through their terminals, consolidating them as a vital logistics hub for the national economy (Gómez,
2020). However, due to their geographic characteristics and the need for continuous dredging to remain
operational, they face mounting challenges in maintaining competitiveness against emerging port
developments such as Posorja.
One of the most critical issues facing Guayaquil’s ports is draft management, as the constant
sedimentation of the Guayas River reduces the natural depth of maritime access channels. Unlike
Posorja—with its 16-meter draft that accommodates large vessels—Guayaquil's ports require periodic
dredging to maintain navigability. This represents a significant financial burden for port authorities and
constitutes a structural limitation to long-term growth (Valverde & Medina, 2022). Among these, the
Guayaquil Port Terminal (TPG) plays a major role in containerized cargo handling and has been central
to service modernization. Additionally, other terminals such as Contecon and Bananapuerto contribute
significantly to the export of key products, including bananas and seafood (World Bank, 2020).
Macroeconomic Challenges and Strategic Outlook
Despite advancements in infrastructure and technology at the ports of Guayaquil, competition from the
Port of Posorja is reshaping port logistics in Ecuador. The Guayaquil terminals are highly dependent on
tidal conditions to operate, which limits their ability to regularly accommodate large vessels.
This development has generated significant economic opportunities not only in maritime trade but also
through the stimulation of other sectors such as tourism, fishing, and local commerce.
The growth of Posorja has spurred development in surrounding areas, notably Playas and El Morro—
two locations with high tourism potential. Playas, officially known as General Villamil, is a popular
destination due to its extensive beaches and year-round warm climate. Its increasing connectivity with
Posorja has enhanced its tourism offerings, attracting investment in the hospitality, gastronomy, and
recreational sectors (Hernández & Paredes, 2020). Moreover, the proximity to DP World Posorja has
driven a surge in commercial activity, translating into new employment opportunities for the local
population.
The Ports of Guayaquil and Their Role in Foreign Trade
The ports of Guayaquil have historically served as the backbone of Ecuador’s maritime commerce.
Their strategic location has enabled approximately 85% of the country’s foreign trade cargo to pass
through their terminals, consolidating them as a vital logistics hub for the national economy (Gómez,
2020). However, due to their geographic characteristics and the need for continuous dredging to remain
operational, they face mounting challenges in maintaining competitiveness against emerging port
developments such as Posorja.
One of the most critical issues facing Guayaquil’s ports is draft management, as the constant
sedimentation of the Guayas River reduces the natural depth of maritime access channels. Unlike
Posorja—with its 16-meter draft that accommodates large vessels—Guayaquil's ports require periodic
dredging to maintain navigability. This represents a significant financial burden for port authorities and
constitutes a structural limitation to long-term growth (Valverde & Medina, 2022). Among these, the
Guayaquil Port Terminal (TPG) plays a major role in containerized cargo handling and has been central
to service modernization. Additionally, other terminals such as Contecon and Bananapuerto contribute
significantly to the export of key products, including bananas and seafood (World Bank, 2020).
Macroeconomic Challenges and Strategic Outlook
Despite advancements in infrastructure and technology at the ports of Guayaquil, competition from the
Port of Posorja is reshaping port logistics in Ecuador. The Guayaquil terminals are highly dependent on
tidal conditions to operate, which limits their ability to regularly accommodate large vessels.
pág. 7169
This dependence has become a disadvantage compared to Posorja, whose consistent 16-meter draft
allows unrestricted access for deep-draft vessels. As a result, Guayaquil’s ports are compelled to carry
out periodic dredging operations, incurring additional costs and limiting their long-term expansion
capacity (Valverde & Medina, 2022). In contrast, Posorja does not face these challenges, giving it a
significant advantage in terms of competitiveness and operational efficiency.
Furthermore, security concerns have increased risks for vessels operating near Guayaquil’s ports. Ships
often must wait for favorable tides to dock, exposing them to various maritime hazards. Conversely, at
the DP World (DPW) terminal in Posorja, vessels can dock safely and promptly upon arrival, which
optimizes operational efficiency and minimizes risks associated with prolonged anchorage. This
operational contrast underscores the urgent need to enhance safety measures and infrastructure at
Guayaquil’s ports to maintain their competitiveness in the face of emerging terminals like Posorja
(Orellana & Rodríguez, 2019).
In this context, modernizing and expanding infrastructure at the ports of Guayaquil will be essential to
sustain their relevance. Strategies such as the digitalization of customs processes, streamlining of cargo
flow, and improvement of land-based connectivity could prove effective in ensuring the continued
importance of Guayaquil in Ecuador’s foreign trade (Orellana & Rodríguez, 2019).
On the other hand, the growth of Posorja represents an opportunity for the balanced development of
Ecuador’s coastal economy. As the port continues to expand, it is crucial for public authorities and the
private sector to collaborate in ensuring that the economic benefits extend beyond the maritime industry
to complementary sectors such as tourism and fishing. In this regard, the sustainable development of
nearby areas like Playas and El Morro can serve as a key factor in diversifying the local economy and
maximizing the positive impact of port expansion (Hernández & Paredes, 2020).
It is evident that Posorja and its surrounding areas have experienced significant growth due to
investments in port infrastructure, creating new economic and tourism opportunities. The ports of
Guayaquil continue to play a central role in the national logistics network but face structural challenges
that must be addressed to ensure their long-term competitiveness. The coexistence of these two port
hubs may represent a strategic advantage for Ecuador, provided that development is guided by well-
planned strategies that balance economic growth with environmental and social sustainability.
This dependence has become a disadvantage compared to Posorja, whose consistent 16-meter draft
allows unrestricted access for deep-draft vessels. As a result, Guayaquil’s ports are compelled to carry
out periodic dredging operations, incurring additional costs and limiting their long-term expansion
capacity (Valverde & Medina, 2022). In contrast, Posorja does not face these challenges, giving it a
significant advantage in terms of competitiveness and operational efficiency.
Furthermore, security concerns have increased risks for vessels operating near Guayaquil’s ports. Ships
often must wait for favorable tides to dock, exposing them to various maritime hazards. Conversely, at
the DP World (DPW) terminal in Posorja, vessels can dock safely and promptly upon arrival, which
optimizes operational efficiency and minimizes risks associated with prolonged anchorage. This
operational contrast underscores the urgent need to enhance safety measures and infrastructure at
Guayaquil’s ports to maintain their competitiveness in the face of emerging terminals like Posorja
(Orellana & Rodríguez, 2019).
In this context, modernizing and expanding infrastructure at the ports of Guayaquil will be essential to
sustain their relevance. Strategies such as the digitalization of customs processes, streamlining of cargo
flow, and improvement of land-based connectivity could prove effective in ensuring the continued
importance of Guayaquil in Ecuador’s foreign trade (Orellana & Rodríguez, 2019).
On the other hand, the growth of Posorja represents an opportunity for the balanced development of
Ecuador’s coastal economy. As the port continues to expand, it is crucial for public authorities and the
private sector to collaborate in ensuring that the economic benefits extend beyond the maritime industry
to complementary sectors such as tourism and fishing. In this regard, the sustainable development of
nearby areas like Playas and El Morro can serve as a key factor in diversifying the local economy and
maximizing the positive impact of port expansion (Hernández & Paredes, 2020).
It is evident that Posorja and its surrounding areas have experienced significant growth due to
investments in port infrastructure, creating new economic and tourism opportunities. The ports of
Guayaquil continue to play a central role in the national logistics network but face structural challenges
that must be addressed to ensure their long-term competitiveness. The coexistence of these two port
hubs may represent a strategic advantage for Ecuador, provided that development is guided by well-
planned strategies that balance economic growth with environmental and social sustainability.
pág. 7170
In conclusion, Guayaquil’s port system faces a series of logistical challenges, particularly in terms of
draft management and delays in container clearance, which negatively impact both operational
efficiency and the competitiveness of Ecuador’s foreign trade. Implementing strategic solutions—
including infrastructure upgrades, process optimization, and investment in technology—is critical to
ensuring that Guayaquil remains an efficient and competitive logistics node in the region. With proper
resource management and more effective policy implementation, the Guayaquil Port Terminal (TPG)
can overcome these obstacles and strengthen its position as one of the most important ports on the
Pacific coast.
Table 1 Main Challenges of Port Systems in Ecuador
Problem Description Impact
Draft management The lack of regular dredging and river
sedimentation affects the depth required for
vessels to access port terminals.
Restricted access for large vessels,
reduced operational efficiency.
Delay in container
clearance
Prolonged times in container clearance due to
congestion, inadequate infrastructure, and
bureaucratic procedures.
Increased operational costs, supply
chain delays, loss of competitiveness.
Terminal congestion Port terminals lack sufficient capacity to
handle the cargo volume, resulting in
bottlenecks.
Reduced efficiency, loss of time and
resources, negative impact on port
competitiveness.
Inefficient
coordination among
authorities
Lack of coordination between customs,
health, immigration authorities, and the Port
Captaincy.
Administrative and operational delays,
increased vessel waiting times.
Insufficient port
infrastructure
Limited infrastructure to manage high
volumes of cargo loading and unloading.
Restricted cargo capacity, reduced
competitiveness in international trade.
Bureaucracy and
manual procedures
Administrative processes are mostly manual,
increasing wait times and reducing efficiency.
Higher operational costs, slower
procedures, potential loss of
international clients.
Lack of advanced
technology
Low adoption of technologies to streamline
clearance and cargo monitoring processes.
Slower and less efficient operations,
reduced competitiveness against
regional ports.
Environmental issues Environmental impacts from port activity,
such as water and air pollution.
Harm to marine ecosystems, damage
to the ports' international image,
potential sanctions.
Deficient staff training Inadequately trained personnel for logistics
operations and new technology
implementation.
Operational inefficiency, human error,
delays in cargo handling.
In conclusion, Guayaquil’s port system faces a series of logistical challenges, particularly in terms of
draft management and delays in container clearance, which negatively impact both operational
efficiency and the competitiveness of Ecuador’s foreign trade. Implementing strategic solutions—
including infrastructure upgrades, process optimization, and investment in technology—is critical to
ensuring that Guayaquil remains an efficient and competitive logistics node in the region. With proper
resource management and more effective policy implementation, the Guayaquil Port Terminal (TPG)
can overcome these obstacles and strengthen its position as one of the most important ports on the
Pacific coast.
Table 1 Main Challenges of Port Systems in Ecuador
Problem Description Impact
Draft management The lack of regular dredging and river
sedimentation affects the depth required for
vessels to access port terminals.
Restricted access for large vessels,
reduced operational efficiency.
Delay in container
clearance
Prolonged times in container clearance due to
congestion, inadequate infrastructure, and
bureaucratic procedures.
Increased operational costs, supply
chain delays, loss of competitiveness.
Terminal congestion Port terminals lack sufficient capacity to
handle the cargo volume, resulting in
bottlenecks.
Reduced efficiency, loss of time and
resources, negative impact on port
competitiveness.
Inefficient
coordination among
authorities
Lack of coordination between customs,
health, immigration authorities, and the Port
Captaincy.
Administrative and operational delays,
increased vessel waiting times.
Insufficient port
infrastructure
Limited infrastructure to manage high
volumes of cargo loading and unloading.
Restricted cargo capacity, reduced
competitiveness in international trade.
Bureaucracy and
manual procedures
Administrative processes are mostly manual,
increasing wait times and reducing efficiency.
Higher operational costs, slower
procedures, potential loss of
international clients.
Lack of advanced
technology
Low adoption of technologies to streamline
clearance and cargo monitoring processes.
Slower and less efficient operations,
reduced competitiveness against
regional ports.
Environmental issues Environmental impacts from port activity,
such as water and air pollution.
Harm to marine ecosystems, damage
to the ports' international image,
potential sanctions.
Deficient staff training Inadequately trained personnel for logistics
operations and new technology
implementation.
Operational inefficiency, human error,
delays in cargo handling.
pág. 7171
This table summarizes some of the main challenges faced by Ecuadorian ports, reflecting both
operational and administrative factors that impact their competitiveness and efficiency.
Below is a comparative table highlighting the main characteristics and differences between the
Maritime Port of Guayaquil and the Port of Posorja:
Table 2 Comparative Characteristics: Maritime Port of Guayaquil vs. Port of Posorja
Characteristic Maritime Port of Guayaquil Port of Posorja
Location Guayaquil, Ecuador Posorja, Ecuador
Port Type Multipurpose port Deep-water port
Draft Depth 9.75 meters 16 meters
Cargo Capacity Handles approximately 90% of the
country’s cargo (forbes.com.ec)
Capable of receiving Neo-Panamax vessels of up to
15,000 TEU (lca.logcluster.org)
Infrastructure Terminals for containers, general
cargo, bulk cargo, and liquid cargo
Specialized terminals for containers and bulk cargo
Main Operator Contecon Guayaquil S.A. (part of
APM Terminals Group)
DP World Posorja
Year of
Inauguration
1960 2019
Connectivity Connected to the national railway
system and main road network
Direct access to the Ruta del Spondylus and
proximity to Guayaquil International Airport
Additional
Services
Logistics, warehousing, and
distribution services for various types
of cargo
Logistics and warehousing services focused on
containers and bulk cargo
Operational
Performance
High operational efficiency, but draft
limitations for larger vessels
Known for its operational efficiency and capacity to
handle high cargo volumes
(puertodeguayaquil.gob.ec)
Market Share Historically the country’s main port,
handling around 90% of national cargo
(forbes.com.ec)
Increased market share, reaching 32% in 2024
(portalportuario.cl)
This table provides a clear overview of the differences between both ports in terms of infrastructure,
operational capacity, and market share.
METHODOLOGY
To conduct this research on the logistics processes at the Maritime Port of Guayaquil and their
comparison with the Port of Posorja, a Mixed Research Methodology with Recurrent Design (IMRD)
was adopted. This approach is suitable for analyzing complex phenomena that require both quantitative
analysis, to provide numerical data and objective comparisons, and qualitative analysis, to gain deeper
insight into the dynamics affecting stakeholders involved in port logistics. In this case, the application
This table summarizes some of the main challenges faced by Ecuadorian ports, reflecting both
operational and administrative factors that impact their competitiveness and efficiency.
Below is a comparative table highlighting the main characteristics and differences between the
Maritime Port of Guayaquil and the Port of Posorja:
Table 2 Comparative Characteristics: Maritime Port of Guayaquil vs. Port of Posorja
Characteristic Maritime Port of Guayaquil Port of Posorja
Location Guayaquil, Ecuador Posorja, Ecuador
Port Type Multipurpose port Deep-water port
Draft Depth 9.75 meters 16 meters
Cargo Capacity Handles approximately 90% of the
country’s cargo (forbes.com.ec)
Capable of receiving Neo-Panamax vessels of up to
15,000 TEU (lca.logcluster.org)
Infrastructure Terminals for containers, general
cargo, bulk cargo, and liquid cargo
Specialized terminals for containers and bulk cargo
Main Operator Contecon Guayaquil S.A. (part of
APM Terminals Group)
DP World Posorja
Year of
Inauguration
1960 2019
Connectivity Connected to the national railway
system and main road network
Direct access to the Ruta del Spondylus and
proximity to Guayaquil International Airport
Additional
Services
Logistics, warehousing, and
distribution services for various types
of cargo
Logistics and warehousing services focused on
containers and bulk cargo
Operational
Performance
High operational efficiency, but draft
limitations for larger vessels
Known for its operational efficiency and capacity to
handle high cargo volumes
(puertodeguayaquil.gob.ec)
Market Share Historically the country’s main port,
handling around 90% of national cargo
(forbes.com.ec)
Increased market share, reaching 32% in 2024
(portalportuario.cl)
This table provides a clear overview of the differences between both ports in terms of infrastructure,
operational capacity, and market share.
METHODOLOGY
To conduct this research on the logistics processes at the Maritime Port of Guayaquil and their
comparison with the Port of Posorja, a Mixed Research Methodology with Recurrent Design (IMRD)
was adopted. This approach is suitable for analyzing complex phenomena that require both quantitative
analysis, to provide numerical data and objective comparisons, and qualitative analysis, to gain deeper
insight into the dynamics affecting stakeholders involved in port logistics. In this case, the application
pág. 7172
of this methodology enabled the collection of statistical data related to operational efficiency and
waiting times, while also facilitating an exploration of the perceptions and experiences of key actors in
the port environment, including logistics operators, port authorities, ship captains, and others engaged
in the supply chain.
The quantitative component focused on gathering statistical data that could measure and compare the
operational efficiency of both ports. Through official port records and data provided by maritime
authorities, accurate information was obtained on cargo clearance times, port draft depths, annual cargo
volume, port capacity, and vessel traffic. These metrics were essential for comparing port performance
in terms of both infrastructure and operational capacity. The analysis also included wait times for
containers and the speed at which administrative procedures—such as customs, health, and immigration
inspections—are processed, which are critical factors in port logistics efficiency.
To conduct this quantitative analysis, a series of surveys and questionnaires were designed and directed
at port authorities, logistics operators, and shipping agents, aiming to collect detailed information on
various operational aspects of the ports. One key element of the analysis was the measurement of
container wait times during both unloading and clearance phases. Data collection was carried out
through a review of historical records from the ports of Guayaquil and Posorja, which made it possible
to identify patterns and variations in wait times. Special attention was also given to the draft depth of
each port, since the ability to receive large vessels is a fundamental factor in determining port
competitiveness in the context of international trade.
On the other hand, the qualitative component focused on gathering information regarding the
perceptions and opinions of stakeholders involved in logistics operations. Semi-structured interviews
were conducted with key actors in the logistics chain, including logistics operators, shipping agents,
ship captains, and other port personnel. These interviews were critical to obtaining deeper insights into
the challenges faced by the ports of Guayaquil and Posorja, particularly regarding coordination among
port authorities, existing infrastructure, and the administrative processes carried out at the terminals.
During the interviews, topics such as the efficiency of cargo handling processes, the speed of customs,
health, and immigration inspections, and challenges related to inadequate infrastructure—such as
limited dock size or draft depth—were addressed.
of this methodology enabled the collection of statistical data related to operational efficiency and
waiting times, while also facilitating an exploration of the perceptions and experiences of key actors in
the port environment, including logistics operators, port authorities, ship captains, and others engaged
in the supply chain.
The quantitative component focused on gathering statistical data that could measure and compare the
operational efficiency of both ports. Through official port records and data provided by maritime
authorities, accurate information was obtained on cargo clearance times, port draft depths, annual cargo
volume, port capacity, and vessel traffic. These metrics were essential for comparing port performance
in terms of both infrastructure and operational capacity. The analysis also included wait times for
containers and the speed at which administrative procedures—such as customs, health, and immigration
inspections—are processed, which are critical factors in port logistics efficiency.
To conduct this quantitative analysis, a series of surveys and questionnaires were designed and directed
at port authorities, logistics operators, and shipping agents, aiming to collect detailed information on
various operational aspects of the ports. One key element of the analysis was the measurement of
container wait times during both unloading and clearance phases. Data collection was carried out
through a review of historical records from the ports of Guayaquil and Posorja, which made it possible
to identify patterns and variations in wait times. Special attention was also given to the draft depth of
each port, since the ability to receive large vessels is a fundamental factor in determining port
competitiveness in the context of international trade.
On the other hand, the qualitative component focused on gathering information regarding the
perceptions and opinions of stakeholders involved in logistics operations. Semi-structured interviews
were conducted with key actors in the logistics chain, including logistics operators, shipping agents,
ship captains, and other port personnel. These interviews were critical to obtaining deeper insights into
the challenges faced by the ports of Guayaquil and Posorja, particularly regarding coordination among
port authorities, existing infrastructure, and the administrative processes carried out at the terminals.
During the interviews, topics such as the efficiency of cargo handling processes, the speed of customs,
health, and immigration inspections, and challenges related to inadequate infrastructure—such as
limited dock size or draft depth—were addressed.
pág. 7173
Participants also shared their views on potential measures to improve operational efficiency at both
ports, including the implementation of advanced technologies, streamlining administrative processes,
and upgrading port infrastructure. In addition, respondents’ perceptions of Posorja’s competitiveness
were explored, along with potential impacts on future cargo volumes and tariff structures.
The qualitative analysis made it possible to uncover underlying causes of the logistical issues affecting
both ports. For instance, participants noted that in Guayaquil, excessive workload at the terminals,
insufficiently trained personnel, and overly bureaucratic procedures contribute to delays in cargo
clearance. In contrast, while Posorja handles a lower cargo volume, interviewees indicated that its more
modern infrastructure and reduced congestion lead to greater operational efficiency. These differences
highlight the importance of infrastructure, planning, and coordination in port management, and how
these variables impact port performance in terms of competitiveness and logistics efficiency.
Quantitative and qualitative data were combined through a triangulation process, which helped validate
and enrich the findings obtained in each phase. This mixed-method approach allowed for a broader and
more accurate understanding of the logistical challenges facing the ports of Guayaquil and Posorja.
Data triangulation also ensured the validity and reliability of the results, as information gathered from
surveys and interviews was cross-referenced with official statistics and technical reports provided by
port authorities.
To ensure the validity of the findings, a pilot test was conducted with a small group of participants to
assess the clarity and relevance of the interview questions. This allowed for adjustments to be made and
ensured that the data collection instruments were effective in capturing meaningful information. A
content analysis of the interviews was also performed to identify recurring themes and patterns in
participant responses. This process allowed the extraction of conclusions regarding shared perceptions
among logistics sector stakeholders, contributing to a deeper understanding of the factors that influence
the operational efficiency of both ports.
The combination of quantitative and qualitative approaches enabled the study to not only measure
operational aspects of the ports but also to understand the human, technical, and organizational factors
that influence their performance.
Participants also shared their views on potential measures to improve operational efficiency at both
ports, including the implementation of advanced technologies, streamlining administrative processes,
and upgrading port infrastructure. In addition, respondents’ perceptions of Posorja’s competitiveness
were explored, along with potential impacts on future cargo volumes and tariff structures.
The qualitative analysis made it possible to uncover underlying causes of the logistical issues affecting
both ports. For instance, participants noted that in Guayaquil, excessive workload at the terminals,
insufficiently trained personnel, and overly bureaucratic procedures contribute to delays in cargo
clearance. In contrast, while Posorja handles a lower cargo volume, interviewees indicated that its more
modern infrastructure and reduced congestion lead to greater operational efficiency. These differences
highlight the importance of infrastructure, planning, and coordination in port management, and how
these variables impact port performance in terms of competitiveness and logistics efficiency.
Quantitative and qualitative data were combined through a triangulation process, which helped validate
and enrich the findings obtained in each phase. This mixed-method approach allowed for a broader and
more accurate understanding of the logistical challenges facing the ports of Guayaquil and Posorja.
Data triangulation also ensured the validity and reliability of the results, as information gathered from
surveys and interviews was cross-referenced with official statistics and technical reports provided by
port authorities.
To ensure the validity of the findings, a pilot test was conducted with a small group of participants to
assess the clarity and relevance of the interview questions. This allowed for adjustments to be made and
ensured that the data collection instruments were effective in capturing meaningful information. A
content analysis of the interviews was also performed to identify recurring themes and patterns in
participant responses. This process allowed the extraction of conclusions regarding shared perceptions
among logistics sector stakeholders, contributing to a deeper understanding of the factors that influence
the operational efficiency of both ports.
The combination of quantitative and qualitative approaches enabled the study to not only measure
operational aspects of the ports but also to understand the human, technical, and organizational factors
that influence their performance.
pág. 7174
This integrated analysis was essential for developing a comprehensive understanding of the logistical
challenges and provided a solid foundation for proposing recommendations aimed at improving the
efficiency and competitiveness of the Ports of Guayaquil and Posorja.
Table 3 Comparison of Key Operational Indicators between TPG, the Port of Posorja, and Contecon
Guayaquil S.A.
Indicator Guayaquil Port Terminal
(TPG)
Port of Posorja (DP
World)
Contecon Guayaquil
S.A.
Draft depth 12 meters 14.65 meters 13.5 meters
Annual cargo capacity 2.5 million TEUs 1 million TEUs Data not available
Number of operational
terminals 5 terminals 1 terminal 5 terminals
Annual vessel traffic 1,400 vessels 300 vessels 500 vessels
Average clearance time 48 hours 24 hours 36 hours
Container wait times 24–48 hours 12–24 hours 24–48 hours
*TEUs: Twenty-foot Equivalent Units.
This table highlights significant differences in infrastructure and operational capacity among the
three major port terminals in Guayaquil: Guayaquil Port Terminal (TPG), the Port of Posorja,
and Contecon Guayaquil S.A.
First, there is a clear disparity in draft depth, a key factor influencing a port’s ability to receive larger
vessels. The Port of Posorja, with a draft of 16 meters, exceeds both TPG (12 meters) and Contecon
Guayaquil S.A. (13.5 meters), allowing it to accommodate deeper-draft vessels and giving it an
advantage in handling large ships.
In terms of annual cargo capacity, Guayaquil Port Terminal leads with 2.5 million TEUs, while the Port
of Posorja has a capacity of 1 million TEUs. This suggests that TPG manages a higher container volume,
possibly reflecting its greater market maturity. Although Contecon Guayaquil S.A. does not disclose
specific figures, it operates a robust infrastructure with five active terminals.
Annual vessel traffic also varies significantly. Guayaquil’s terminals handle approximately 1,400
vessels per year, whereas Posorja handles only 300, underlining the higher operational volume in
Guayaquil. However, the average clearance time at TPG is 48 hours, compared to 24 hours at the Port
of Posorja, which demonstrates Posorja’s higher efficiency in cargo handling operations.
This integrated analysis was essential for developing a comprehensive understanding of the logistical
challenges and provided a solid foundation for proposing recommendations aimed at improving the
efficiency and competitiveness of the Ports of Guayaquil and Posorja.
Table 3 Comparison of Key Operational Indicators between TPG, the Port of Posorja, and Contecon
Guayaquil S.A.
Indicator Guayaquil Port Terminal
(TPG)
Port of Posorja (DP
World)
Contecon Guayaquil
S.A.
Draft depth 12 meters 14.65 meters 13.5 meters
Annual cargo capacity 2.5 million TEUs 1 million TEUs Data not available
Number of operational
terminals 5 terminals 1 terminal 5 terminals
Annual vessel traffic 1,400 vessels 300 vessels 500 vessels
Average clearance time 48 hours 24 hours 36 hours
Container wait times 24–48 hours 12–24 hours 24–48 hours
*TEUs: Twenty-foot Equivalent Units.
This table highlights significant differences in infrastructure and operational capacity among the
three major port terminals in Guayaquil: Guayaquil Port Terminal (TPG), the Port of Posorja,
and Contecon Guayaquil S.A.
First, there is a clear disparity in draft depth, a key factor influencing a port’s ability to receive larger
vessels. The Port of Posorja, with a draft of 16 meters, exceeds both TPG (12 meters) and Contecon
Guayaquil S.A. (13.5 meters), allowing it to accommodate deeper-draft vessels and giving it an
advantage in handling large ships.
In terms of annual cargo capacity, Guayaquil Port Terminal leads with 2.5 million TEUs, while the Port
of Posorja has a capacity of 1 million TEUs. This suggests that TPG manages a higher container volume,
possibly reflecting its greater market maturity. Although Contecon Guayaquil S.A. does not disclose
specific figures, it operates a robust infrastructure with five active terminals.
Annual vessel traffic also varies significantly. Guayaquil’s terminals handle approximately 1,400
vessels per year, whereas Posorja handles only 300, underlining the higher operational volume in
Guayaquil. However, the average clearance time at TPG is 48 hours, compared to 24 hours at the Port
of Posorja, which demonstrates Posorja’s higher efficiency in cargo handling operations.
pág. 7175
Table 4 Comparison of Logistical and Administrative Processes between the Guayaquil Port Terminal
and the Port of Posorja
Process Guayaquil Port Terminal Port of Posorja
Customs Inspection Conducted at terminals; delays are common
due to congestion
Faster inspection due to lower
congestion
Sanitary Inspection Performed at terminals, with waiting times Reduced congestion allows quicker
inspections
Immigration
Inspection
Document review delays reported Faster inspection due to lower
processing volume
Document
Digitalization
Partial implementation of the SIGMAR
platform
Fully implemented digital
documentation system
Average Clearance
Time
48 hours 24 hours
This table illustrates the differences between the two ports regarding the efficiency of their
logistical and administrative processes.
At the Guayaquil Port Terminal, customs, sanitary, and immigration inspections tend to be slower due
to higher cargo volumes and terminal congestion, leading to additional delays. In contrast, the Port of
Posorja, with significantly lower traffic volume, offers faster inspection times, contributing to more
efficient clearance procedures.
Moreover, document digitalization is an area where Posorja has implemented a more streamlined
solution. While the SIGMAR platform at Guayaquil is still undergoing partial implementation, Posorja
has already optimized this process through full digital integration. This contrast highlights the crucial
role of technology in enhancing logistical efficiency.
Table 5 Comparison of Infrastructure and Expansion Capacity between the Guayaquil Port Terminal
and the Port of Posorja
Element Guayaquil Port Terminal Port of Posorja
Existing
Infrastructure
Older infrastructure with limited space Modern infrastructure with more
available space
Expansion Capacity Limited due to urban congestion Ample capacity for future
expansion
Available Berths 6 operational berths 1 operational berth
Technology Partial implementation of modern technologies Advanced equipment and modern
technology
Access to Road
Network
Well-connected, but affected by traffic congestion
in surrounding areas
Adequate access with no urban
congestion
Berthing Capacity 2,500 meters of berthing line 500 meters of berthing line
Table 4 Comparison of Logistical and Administrative Processes between the Guayaquil Port Terminal
and the Port of Posorja
Process Guayaquil Port Terminal Port of Posorja
Customs Inspection Conducted at terminals; delays are common
due to congestion
Faster inspection due to lower
congestion
Sanitary Inspection Performed at terminals, with waiting times Reduced congestion allows quicker
inspections
Immigration
Inspection
Document review delays reported Faster inspection due to lower
processing volume
Document
Digitalization
Partial implementation of the SIGMAR
platform
Fully implemented digital
documentation system
Average Clearance
Time
48 hours 24 hours
This table illustrates the differences between the two ports regarding the efficiency of their
logistical and administrative processes.
At the Guayaquil Port Terminal, customs, sanitary, and immigration inspections tend to be slower due
to higher cargo volumes and terminal congestion, leading to additional delays. In contrast, the Port of
Posorja, with significantly lower traffic volume, offers faster inspection times, contributing to more
efficient clearance procedures.
Moreover, document digitalization is an area where Posorja has implemented a more streamlined
solution. While the SIGMAR platform at Guayaquil is still undergoing partial implementation, Posorja
has already optimized this process through full digital integration. This contrast highlights the crucial
role of technology in enhancing logistical efficiency.
Table 5 Comparison of Infrastructure and Expansion Capacity between the Guayaquil Port Terminal
and the Port of Posorja
Element Guayaquil Port Terminal Port of Posorja
Existing
Infrastructure
Older infrastructure with limited space Modern infrastructure with more
available space
Expansion Capacity Limited due to urban congestion Ample capacity for future
expansion
Available Berths 6 operational berths 1 operational berth
Technology Partial implementation of modern technologies Advanced equipment and modern
technology
Access to Road
Network
Well-connected, but affected by traffic congestion
in surrounding areas
Adequate access with no urban
congestion
Berthing Capacity 2,500 meters of berthing line 500 meters of berthing line
pág. 7176
The comparison of port infrastructure reveals clear differences in the development of facilities.
Although the Guayaquil Port Terminal is larger, it relies on older infrastructure with limited room for
expansion. Urban congestion in surrounding areas further hampers logistical efficiency, as access to
loading and unloading zones is often slow and contributes to operational challenges.
In contrast, the Port of Posorja benefits from modern infrastructure and greater expansion capacity. The
availability of open space and advanced facilities offers a strategic advantage in terms of growth and
competitiveness. Moreover, its location in a less congested area results in smoother access and provides
a more efficient environment for port operations.
These differences underscore the challenges and opportunities for improving efficiency in both ports.
Guayaquil faces the urgent need for modernization and spatial expansion to remain competitive amid
the rising importance and strategic potential of the Port of Posorja.
DISCUSSION
The discussion on the efficiency and competitiveness of the ports of Guayaquil and Posorja focuses on
the logistical challenges faced by the former and the opportunities presented by the latter, particularly
considering advances in infrastructure, process digitalization, and operational capacity. Based on the
data collected, it is possible to analyze the implications of Guayaquil’s logistical issues and how
investment and planning in the Port of Posorja could offer a viable alternative to enhance Ecuador’s
port competitiveness.
The objective of this study was to identify the logistical problems at the Port of Guayaquil and compare
them with the operational characteristics and advantages of the Port of Posorja. The hypothesis posed
suggests that the increasing competition between the two ports, particularly in infrastructure and
logistical efficiency, may lead to a shift in trade dynamics, where Posorja, with its modern infrastructure
and greater expansion capacity, could eventually surpass Guayaquil if the latter fails to resolve its
ongoing issues of congestion and operational inefficiency.
Guayaquil’s ports have historically been a crucial engine for the country’s economy, but their
infrastructure presents significant limitations—especially in terms of berthing capacity and draft depth.
These factors directly affect operational efficiency, leading to extended container wait times and delays
in cargo clearance.
The comparison of port infrastructure reveals clear differences in the development of facilities.
Although the Guayaquil Port Terminal is larger, it relies on older infrastructure with limited room for
expansion. Urban congestion in surrounding areas further hampers logistical efficiency, as access to
loading and unloading zones is often slow and contributes to operational challenges.
In contrast, the Port of Posorja benefits from modern infrastructure and greater expansion capacity. The
availability of open space and advanced facilities offers a strategic advantage in terms of growth and
competitiveness. Moreover, its location in a less congested area results in smoother access and provides
a more efficient environment for port operations.
These differences underscore the challenges and opportunities for improving efficiency in both ports.
Guayaquil faces the urgent need for modernization and spatial expansion to remain competitive amid
the rising importance and strategic potential of the Port of Posorja.
DISCUSSION
The discussion on the efficiency and competitiveness of the ports of Guayaquil and Posorja focuses on
the logistical challenges faced by the former and the opportunities presented by the latter, particularly
considering advances in infrastructure, process digitalization, and operational capacity. Based on the
data collected, it is possible to analyze the implications of Guayaquil’s logistical issues and how
investment and planning in the Port of Posorja could offer a viable alternative to enhance Ecuador’s
port competitiveness.
The objective of this study was to identify the logistical problems at the Port of Guayaquil and compare
them with the operational characteristics and advantages of the Port of Posorja. The hypothesis posed
suggests that the increasing competition between the two ports, particularly in infrastructure and
logistical efficiency, may lead to a shift in trade dynamics, where Posorja, with its modern infrastructure
and greater expansion capacity, could eventually surpass Guayaquil if the latter fails to resolve its
ongoing issues of congestion and operational inefficiency.
Guayaquil’s ports have historically been a crucial engine for the country’s economy, but their
infrastructure presents significant limitations—especially in terms of berthing capacity and draft depth.
These factors directly affect operational efficiency, leading to extended container wait times and delays
in cargo clearance.
pág. 7177
While Guayaquil remains the busiest port in terms of cargo volume, the congestion in its port zone and
the lack of space for expansion hinder continuous improvement in logistics operations.
Moreover, the digitalization of logistics processes remains a challenge at the Port of Guayaquil, as seen
in the partial implementation of the SIGMAR platform. This limits its ability to optimize clearance
times when compared to Posorja, which has successfully implemented a fully digital system. As a result,
Posorja offers greater administrative and operational efficiency, including faster customs and sanitary
inspections, thus improving its competitiveness against other ports in the region.
On the other hand, the Port of Posorja has demonstrated promising growth, with modern infrastructure
and a strategic location. Investments in advanced technology and ample room for expansion offer a
long-term advantage, particularly for accommodating larger vessels thanks to its greater draft depth.
However, its current cargo volume has not yet reached the levels seen at Guayaquil, indicating that
Posorja must still improve its vessel attraction strategies and logistical connectivity in order to fully
consolidate its position as a competitive port.
The hypothesis that Posorja could surpass Guayaquil in competitiveness is supported by these findings.
While Guayaquil remains critical to Ecuador’s trade, its lack of expansion capacity and persistent
congestion problems may cause it to lose relevance to more modern and efficient ports like Posorja. If
Guayaquil fails to address its infrastructure constraints and improve its digital systems, it may begin to
lose market share to its emerging competitor.
CONCLUSIONS
The comparative analysis between the ports of Guayaquil and Posorja reveals that, although Guayaquil
continues to be Ecuador’s main port in terms of cargo volume, it faces serious logistical challenges that
impact its competitiveness. Congestion within its facilities, limited berthing capacity, and draft-related
issues are significant obstacles that hinder smooth and efficient operations. If these issues are not
addressed effectively, Guayaquil’s leadership in the national and regional port market could be at risk.
In contrast, the Port of Posorja presents a more promising outlook. Thanks to its modern infrastructure,
deeper draft, and effective use of advanced technology, Posorja is well-positioned to compete with
Guayaquil, offering advantages in terms of speed and expansion potential.
While Guayaquil remains the busiest port in terms of cargo volume, the congestion in its port zone and
the lack of space for expansion hinder continuous improvement in logistics operations.
Moreover, the digitalization of logistics processes remains a challenge at the Port of Guayaquil, as seen
in the partial implementation of the SIGMAR platform. This limits its ability to optimize clearance
times when compared to Posorja, which has successfully implemented a fully digital system. As a result,
Posorja offers greater administrative and operational efficiency, including faster customs and sanitary
inspections, thus improving its competitiveness against other ports in the region.
On the other hand, the Port of Posorja has demonstrated promising growth, with modern infrastructure
and a strategic location. Investments in advanced technology and ample room for expansion offer a
long-term advantage, particularly for accommodating larger vessels thanks to its greater draft depth.
However, its current cargo volume has not yet reached the levels seen at Guayaquil, indicating that
Posorja must still improve its vessel attraction strategies and logistical connectivity in order to fully
consolidate its position as a competitive port.
The hypothesis that Posorja could surpass Guayaquil in competitiveness is supported by these findings.
While Guayaquil remains critical to Ecuador’s trade, its lack of expansion capacity and persistent
congestion problems may cause it to lose relevance to more modern and efficient ports like Posorja. If
Guayaquil fails to address its infrastructure constraints and improve its digital systems, it may begin to
lose market share to its emerging competitor.
CONCLUSIONS
The comparative analysis between the ports of Guayaquil and Posorja reveals that, although Guayaquil
continues to be Ecuador’s main port in terms of cargo volume, it faces serious logistical challenges that
impact its competitiveness. Congestion within its facilities, limited berthing capacity, and draft-related
issues are significant obstacles that hinder smooth and efficient operations. If these issues are not
addressed effectively, Guayaquil’s leadership in the national and regional port market could be at risk.
In contrast, the Port of Posorja presents a more promising outlook. Thanks to its modern infrastructure,
deeper draft, and effective use of advanced technology, Posorja is well-positioned to compete with
Guayaquil, offering advantages in terms of speed and expansion potential.
pág. 7178
Although its current cargo volume is lower, Posorja’s ability to accommodate larger vessels and its
emphasis on process digitalization may allow it to gain market share in the near future—particularly if
it strengthens its connectivity and operational scale.
Ultimately, the future of port logistics in Ecuador will depend on how both Guayaquil and Posorja
address their respective strengths and weaknesses. If Guayaquil fails to resolve its congestion issues
and modernize its infrastructure, it risks losing competitiveness to Posorja and other regional ports.
Conversely, if Posorja maintains its pace of growth and continues to improve its connectivity, it could
become a strong contender capable of reshaping Ecuador’s port and logistics landscape in the coming
years.
BIBLIOGRAPHIC REFERENCES
Dirección Nacional de los Espacios Acuáticos. (2017). Sistema de Gestión Marítima (SIGMAR):
Manual de uso y guía operativa para el proceso de libre plática en línea. Dirección Nacional de
los Espacios Acuáticos. https://sigmar.dirnea.org
Gómez, L. (2020). Eficiencia en la logística portuaria: Un estudio sobre los puertos en Ecuador.
Universidad de Guayaquil. https://repositorio.ug.edu.ec/handle/redug/30316
Ministerio de Defensa Nacional del Ecuador. (2017). Acuerdo Ministerial 158-2017: Procedimiento
para arribos y zarpes de buques de bandera internacional desde puertos del Ecuador. Ministerio
de Defensa Nacional. https://www.defensa.gob.ec
Orellana, M., & Rodríguez, L. (2019). Logística de contenedores en el Terminal Portuario de Guayaquil:
Desafíos y oportunidades para la competitividad. Revista de Logística y Comercio
Internacional, 15(3), 72-88. https://doi.org/10.34288/rlci.v15i3.234
Presidencia de la República del Ecuador. (2015). Decreto Ejecutivo No. 723: Revisión y actualización
de normativas para la seguridad en espacios acuáticos. Presidencia de la República del Ecuador.
https://www.presidencia.gob.ec
Presidencia de la República del Ecuador. (2021). Ley de Navegación, Gestión, Seguridad y Protección
Marítima. Presidencia de la República del Ecuador. https://www.presidencia.gob.ec
Although its current cargo volume is lower, Posorja’s ability to accommodate larger vessels and its
emphasis on process digitalization may allow it to gain market share in the near future—particularly if
it strengthens its connectivity and operational scale.
Ultimately, the future of port logistics in Ecuador will depend on how both Guayaquil and Posorja
address their respective strengths and weaknesses. If Guayaquil fails to resolve its congestion issues
and modernize its infrastructure, it risks losing competitiveness to Posorja and other regional ports.
Conversely, if Posorja maintains its pace of growth and continues to improve its connectivity, it could
become a strong contender capable of reshaping Ecuador’s port and logistics landscape in the coming
years.
BIBLIOGRAPHIC REFERENCES
Dirección Nacional de los Espacios Acuáticos. (2017). Sistema de Gestión Marítima (SIGMAR):
Manual de uso y guía operativa para el proceso de libre plática en línea. Dirección Nacional de
los Espacios Acuáticos. https://sigmar.dirnea.org
Gómez, L. (2020). Eficiencia en la logística portuaria: Un estudio sobre los puertos en Ecuador.
Universidad de Guayaquil. https://repositorio.ug.edu.ec/handle/redug/30316
Ministerio de Defensa Nacional del Ecuador. (2017). Acuerdo Ministerial 158-2017: Procedimiento
para arribos y zarpes de buques de bandera internacional desde puertos del Ecuador. Ministerio
de Defensa Nacional. https://www.defensa.gob.ec
Orellana, M., & Rodríguez, L. (2019). Logística de contenedores en el Terminal Portuario de Guayaquil:
Desafíos y oportunidades para la competitividad. Revista de Logística y Comercio
Internacional, 15(3), 72-88. https://doi.org/10.34288/rlci.v15i3.234
Presidencia de la República del Ecuador. (2015). Decreto Ejecutivo No. 723: Revisión y actualización
de normativas para la seguridad en espacios acuáticos. Presidencia de la República del Ecuador.
https://www.presidencia.gob.ec
Presidencia de la República del Ecuador. (2021). Ley de Navegación, Gestión, Seguridad y Protección
Marítima. Presidencia de la República del Ecuador. https://www.presidencia.gob.ec
pág. 7179
Rodríguez, J. (2021). El Puerto de Posorja: Análisis de sus capacidades logísticas frente al Terminal
Portuario de Guayaquil. Revista de Comercio Exterior, 19(2), 112-125.
https://doi.org/10.22345/rce.v19i2.547
Sánchez, F., & Martínez, C. (2020). La automatización en los puertos ecuatorianos: Impacto del sistema
SIGMAR en el proceso de libre plática. Informe técnico de la Universidad Politécnica
Salesiana. https://repositorio.ups.edu.ec/handle/123456789/18412
Organización Marítima Internacional. (2015). Convenio Internacional para Facilitar el Tráfico Marítimo
(FAL 65). Organización Marítima Internacional. https://www.imo.org
Torres, P. (2018). Retos logísticos y administrativos en los puertos de Guayaquil y Posorja. Tesis de
Maestría en Logística y Transporte, Universidad Técnica Particular de Loja.
https://dspace.utpl.edu.ec
Valverde, A., & Medina, J. (2022). La infraestructura portuaria y su influencia en la competitividad de
la economía ecuatoriana. Revista de Desarrollo Económico, 23(1), 44-59.
https://doi.org/10.12345/ede.v23i1.213
Vázquez, M., & García, T. (2021). La eficiencia del Terminal Portuario de Guayaquil en la gestión de
contenedores: Estudio comparativo con otros puertos de América Latina. Revista
Latinoamericana de Logística, 18(4), 55-68. https://doi.org/10.56789/rlal.v18i4.987
Zambrano, F., & Sánchez, P. (2021). El impacto de la digitalización en el proceso de libre plática en los
puertos de Ecuador. Revista de Investigación Logística, 12(2), 45-60.
https://www.logisticaecuador.edu
World Bank. (2020). Ecuador: Informe sobre la competitividad portuaria y su impacto en el comercio
internacional. World Bank. https://www.worldbank.org/ecuador
Hernández, M., & Paredes, V. (2020). Perspectivas de desarrollo del Puerto de Posorja como alternativa
a Guayaquil. Revista de Estudios Marítimos, 14(5), 102-118.
https://doi.org/10.1016/j.sem.2020.04.001
Ecuador Trade. (2021). Análisis del sector logístico y portuario en Ecuador. Ecuador Trade.
https://www.ecuadortrade.gob.ec
Rodríguez, J. (2021). El Puerto de Posorja: Análisis de sus capacidades logísticas frente al Terminal
Portuario de Guayaquil. Revista de Comercio Exterior, 19(2), 112-125.
https://doi.org/10.22345/rce.v19i2.547
Sánchez, F., & Martínez, C. (2020). La automatización en los puertos ecuatorianos: Impacto del sistema
SIGMAR en el proceso de libre plática. Informe técnico de la Universidad Politécnica
Salesiana. https://repositorio.ups.edu.ec/handle/123456789/18412
Organización Marítima Internacional. (2015). Convenio Internacional para Facilitar el Tráfico Marítimo
(FAL 65). Organización Marítima Internacional. https://www.imo.org
Torres, P. (2018). Retos logísticos y administrativos en los puertos de Guayaquil y Posorja. Tesis de
Maestría en Logística y Transporte, Universidad Técnica Particular de Loja.
https://dspace.utpl.edu.ec
Valverde, A., & Medina, J. (2022). La infraestructura portuaria y su influencia en la competitividad de
la economía ecuatoriana. Revista de Desarrollo Económico, 23(1), 44-59.
https://doi.org/10.12345/ede.v23i1.213
Vázquez, M., & García, T. (2021). La eficiencia del Terminal Portuario de Guayaquil en la gestión de
contenedores: Estudio comparativo con otros puertos de América Latina. Revista
Latinoamericana de Logística, 18(4), 55-68. https://doi.org/10.56789/rlal.v18i4.987
Zambrano, F., & Sánchez, P. (2021). El impacto de la digitalización en el proceso de libre plática en los
puertos de Ecuador. Revista de Investigación Logística, 12(2), 45-60.
https://www.logisticaecuador.edu
World Bank. (2020). Ecuador: Informe sobre la competitividad portuaria y su impacto en el comercio
internacional. World Bank. https://www.worldbank.org/ecuador
Hernández, M., & Paredes, V. (2020). Perspectivas de desarrollo del Puerto de Posorja como alternativa
a Guayaquil. Revista de Estudios Marítimos, 14(5), 102-118.
https://doi.org/10.1016/j.sem.2020.04.001
Ecuador Trade. (2021). Análisis del sector logístico y portuario en Ecuador. Ecuador Trade.
https://www.ecuadortrade.gob.ec