• 6 min de lectura
• 6 min de lectura
Guillermo Ehrecke is a benchmark in naval industrial production in Paraguay. With a career marked by tenacity and a vanguard vision, he has dedicated decades to helping transform the region's navigation through technology applied to the river. Those who know him highlight his technical leadership capacity and his firm commitment to the development of local labor, making him one of the most influential voices in the debate on the country's productive and industrial sovereignty.
As president of Astillero La Barca del Pescador and head of the Paraguayan Naval Industry Chamber (CINAVAL), Ehrecke has positioned his company at the forefront of regional fluvial construction. Among the most outstanding milestones of his management are the manufacturing of the container ship with the largest proven capacity on the Hidrovía (736 TEUs), the development of disruptive Jumbo-type barges capable of carrying up to 3,200 tons, and the launching of highly complex tugboats with four propulsion lines. Added to this is the construction of floating docks, one of which is the largest in dimension and capacity on the Paraguay-Paraná Hidrovía. He also led the technological transition of the sector by promoting the massive use of automatic welding in the country.
In this exclusive technical and strategic conversation with Portal Portuario, Ehrecke reviews investment plans in naval infrastructure, his plant's response capacity to regional demand, the undeniable value of in-house engineering against international giants, and the operational keys with which his shipyard continues to redefine fluvial construction standards.
To understand the capital injection recently made into the group, what percentage or volume is directed to the shipyard?
In what we are doing at this moment, investments go directly to the shipyard, but the shipyard transfers the constructed vessels to the shipping company. Therefore, ultimately the resources end up in the fleet; the shipyard is a means in this process to put new equipment into service.
In terms of the group's turnover, how does the shipyard business position itself against the transport activity?
In the last five or six years, both companies have had a fairly similar level of turnover. The shipyard has more pronounced peaks because it involves large works; for example, a 6,400 HP tugboat took us 14 months to build, which exceeds a fiscal year. That's why turnover is not evenly distributed year by year. However, in terms of trend, we can say that in one year, 40% of the turnover corresponds to the shipyard and 60% to the shipping company, although there are fiscal years where the shipyard invoices more.
Does the entry of the European group Damen into the region, hand in hand with a local competitor, redefine the development of the shipyard industry or your particular position?
No, not at all. We have been designing our own vessels for 17 years. The head of our shipyard has over 40 years of experience in shipbuilding and has consolidated a very powerful engineering department. Damen applies design concepts for European rivers and will have to adapt to the very particular characteristics of the Paraguay and Paraná rivers. I believe that the associated company will receive significant support to undertake larger works, but it does not constrain us. We have our own concepts and designs adapted to the real needs of the river.
To understand the internal operations of Astillero La Barca del Pescador and its owner company Shipyard, how is technical production measured in this industry?
The basic parameter is the amount of tons of naval steel processed per month. That number directly measures the shipyard's capacity and efficiency. Then there are various components in engine mechanics, propulsion, and steering systems. Although there are operational fluctuations depending on the project stage —for example, whether more labor is required in assembly and welding or in mechanics—, we evaluate personnel performance based on actual hours, meters of welding, or daily assembly progress.
In terms of physical infrastructure and workforce capacity, what is your current scale?
We have a 200-hectare property, of which 27 are occupied by the shipyard, with the capacity to grow modularly if necessary. As for personnel, depending on demand, we have gone from 400 operators to having 537 people working simultaneously during production peaks, including welders, pipefitters, assemblers, mechanics, electricians, etc. To date, we have completed more than 70 large-scale works.
Of all these constructions, which would you highlight for its complexity or technological milestone?
In terms of complexity, the tugboat we just launched is the most advanced we have done because it breaks with market paradigms. I am referring to the Yerutí IV with a power of 6,400 HP; while imported tugboats typically have two propulsion lines with large propellers and a deeper draft, our design uses four lines with smaller propellers, four engines, and 16 rudders. This allows for a shallower draft without losing maneuverability or thrust power. We also built a container ship that remains the one with the largest proven capacity in the region (736 TEUs, 120 meters in length, and 30 meters in beam) and two of our own floating docks.
Do you have idle capacity to take on new orders from third parties?
Yes, we have room to grow. Currently, the construction part operates in a single shift, except for specific repair tasks that require 24 hours. From that perspective, we have approximately two-thirds of idle capacity in the second and third shifts to respond to high-urgency requirements.
How has the design of barges evolved in the Paraguayan industry and in your shipyard?
Initial barges were imported Mississippi-type (60 meters in length by 11 meters in beam) with a capacity of 1,500 to 1,750 tons. Then the Jumbo design (60 meters in length by 15 to 16.50 meters in beam) was introduced on the Hidrovía, increasing the load to 2,750 tons at an 11-foot draft. We developed our own designs: we currently build barges 60 meters in length by 16.30 meters in beam with a capacity of 3,200 tons. The key lies in the structural design, optimizing the use of materials to reduce the vessel's own weight and gain cargo space without compromising strength or safety.
Do you commercialize these own designs to other shipyards or license them?
The designs are for the exclusive use of our shipyard; we sell the finished vessel, not the engineering project. We have always liked to be disruptive. When we started, 90% of welding in the region was done with manual electrodes; for example, we introduced automatic welding systems through an alliance with ESAB, setting a standard that the rest of the market later adopted.
Of the shipyard's total production, what percentage is destined for the Paraguayan fleet and how much is exported to the region?
Around 95% of our constructions are for Paraguay, which is logical given that over 80% of the Hidrovía fleet operates under the Paraguayan flag. We have built units for Uruguay and Argentina, but regional markets still present obstacles. In the case of Brazil, although theoretically open, they apply subsidy policies and very long-term financing incentives that strongly protect their local industry.
Source: Portal Portuario