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of modifications in its various systems. located in the North region, more specifi- gives prestige to the national industry, hav- ment intends to quickly increase the avail-
Innovations in high technological con- cally in the Amazon Region (Dados.gov.br ing as an initial goal a minimum of 30% ability of vessels and reduce costs for the
tent ship parts have been introduced in – Brazilian Open Data Portal). local content. Despite this, there are con- final customer.
the Brazilian market, however, through The North Region has its transport ma- cerns regarding the restriction of demands However, the future reduction in de-
imports. There is still no large participa- trix strongly concentrated in the waterway to the supply of low-complexity products. mand for new vessels, with the permission
tion of national companies in the devel- modal. Thus, it has need and aptitude for One of the government initiatives in this to import ships, could negatively impact
opment of these products. the naval sector. The state of Amazonas has regard is the “BR do Mar” Cabotage Stim- the naval industry, with shipyards current-
However, the transfer of technology, approximately 400 shipyards, naval careers, ulus Law (PL 4,199/2020). Despite making ly operating with high idleness and unable
as a result of the participation of foreign and workshops, comprising two clearly dis- progress in the country’s logistical trans- to compete with eastern countries, for
shipyards (shareholders, suppliers and con- tinct sectors, namely: (i) formal; (ii) informal. port, facilitating the chartering of foreign example, due to the “cost of Brazil”. It is
sultants), has made it possible to bring to Formal ones use steel, aluminum, or fi- vessels can create regulatory asymmetries noteworthy that the consequences of this
Brazil the necessary construction process ber as a construction material. On the other in the country and reduce demand from policy will be vital for the identification of
engineering, with equipment and soft- hand, the informal ones (about 300 ship- shipyards. Furthermore, the clear incentive the future of the Brazilian Naval Industry.
ware, to technologically qualify the ship- yards), build by hand, using predominantly for the sector would be in the field of ves- Another initiative that has the potential
yards. However, in order to produce and wood as an input, and dedicating them- sel repair, with the possibility of using the to collaborate in the development of the
be competitive at a global standard, in ad- selves, also, to the area of repairs. In informal Merchant Marine Fund to finance projects, area is clustering, which traditionally con-

dition to modernizing the plants, it is also shipyards, carpenters do not use a project both Brazilian and foreign, carried out in tributes to boosting and increasing the com-
important to maintain the knowledge ob- for the execution of the vessel, being nec- Brazilian shipyards. More strictly, the pro- petitiveness of companies abroad. In Brazil,
tained, which can only be achieved with essary, however, adjustments to be classified posed text provides, among other mea- the Naval Technological Cluster Association
the continuity of construction, allowing to with the Port Authority. The number of out- sures, for the possibility of chartering a (CTN-RJ) was institutionalized in November
pass (and improve) the knowledge for fol- sourced employees in these shipyards is very foreign vessel, with suspension of the flag 2019, operating based on a triple helix mod-
lowing generations of professionals. large and varies according to demand. of the country of origin, without the need el of cooperation between stakeholders.
Another important panorama in the These shipyards focus on building ves- and capacity of tonnage. In other words, Although these actions are commend-
Brazilian aspect is the waterways, which sels for local use (ferries, pushers, tugs) but the Brazilian Shipping Company (EBN), able to ensure investments in infrastruc-
have just over 40,000 km of navigable also build aluminum or fiber boats. Vessel which carries out the charter, will not ture, it is necessary to think about long-
stretches, more than half of which are repair is also carried out in these shipyards. need to have its own fleet, as is currently term policies to ensure sustainability in
required. This is the essential point of the the sector. In this sense, not only policies
5. Conclusion cabotage incentive policy, as it eliminates to encourage the construction of vessels in
the need for only Brazilian-flagged vessels Brazil would be welcome, but also actions

The structured shipbuilding sector has the sector is economically and political- to carry out water transport between na- focused on the areas of repair and disman-
the potential to generate jobs and income ly strategic. In the Brazilian case, as seen tional ports. With this, the Federal Govern- tling of vessels.
for society, being one of the industrial sec- above, the sector has presented instabili-
tors that demands the most labor and en- ties throughout its history, affecting its in- References
compass large production chains. It also frastructure and productive capacity.
contributes to technological development, Currently, the main investor in this de- ANDRADE, I.O.; FRANCO, L. G. A.; HIL- J. M. P. Visão Econômica da Implantação da
preparation for the action of the armed velopment has been the Brazilian Navy, LEBRAND, G. R. L. Ciência Tecnologia e Indústria Naval no Brasil: Aprendendo com
forces and merchant navy and takes invest- through the program to obtain four “Ta- Inovação nos Programas Estratégicos da os erros do passado. In: CAMPOS NETO,
ments to regions far from the central gov- mandaré” Class frigates (FCT) and the Ant- Marinha do Brasil. Texto para Discussão, C. A. S.; POMPERMAYER, F. M. Ressur-
ernment. Despite the clear dependence on arctic Support Ship (NApAnt). The policy Rio de Janeiro, n. 2471, IPEA, jan./2019a. gimento da Indústria Naval no Brasil
the State, characteristic in most countries, of obligatory local content on vessels built BARAT, J.; CAMPOS NETO, C. A. S.; PAULA, (2000/2013). Brasília: IPEA, 2014.

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