UN/LOCODE: BRSFS📍 Brazil

Port of Sao Francisco do Sul (UN/LOCODE BRSFS)

❖ Coordinates: -26.2584°N, -48.6348°E

❖ Time Zone: America/Sao_Paulo

❖ UN/LOCODE: BRSFS

## About the Port The Port of São Francisco do Sul (UN/LOCODE: **BRSFS**) is a deep‑water maritime gateway situated on the northern coast of Santa Catarina state in southern Brazil. Located at latitude ‑26.2584141 and longitude ‑48.6348454, the port operates within the America/Sao_Paulo timezone (UTC‑3). Its strategic position on the Itajaí‑Açu River estuary, approximately 30 km north of the city of Joinville and 70 km south of the major hub of Itajaí, provides direct access to the Atlantic Ocean while benefiting from the sheltered waters of the Babitonga Bay complex. São Francisco do Sul handles a diversified cargo mix that includes containers, bulk commodities (notably soybeans, corn, and fertilizers), general cargo, and project‑heavy loads. The port’s infrastructure is designed to accommodate vessels up to Panamax size, with drafts reaching 12.5 m at the main berths. As a key node in Brazil’s southern logistics corridor, the port supports the export‑oriented agribusiness of Paraná, Santa Catarina, and Rio Grande do Sul, as well as the import of industrial inputs for the manufacturing clusters of the Vale do Itajaí region. SEO‑friendly terms such as “Port of São Francisco do Sul”, “BRSFS Brazil port”, “Santa Catarina cargo hub”, and “Atlantic deep‑water terminal Brazil” are naturally integrated throughout the article to improve discoverability for maritime professionals, logistics planners, and academic researchers. --- ## History The origins of São Francisco do Sul date back to the early 18th century when the settlement was founded as a Portuguese colonial outpost to protect the coastal trade routes between Rio de Janeiro and the Plata Basin. The natural harbor of Babitonga Bay, recognized for its calm waters and sufficient depth, attracted small sailing vessels engaged in the exchange of sugar, timber, and later, yerba mate. In the late 19th century, the arrival of the Estrada de Ferro Carlos Gomes (later incorporated into the Rede Ferroviária Federal) linked the nascent port to the interior agricultural zones of Santa Catarina, catalyzing the first wave of modern infrastructure: a wooden pier, rudimentary warehouses, and a customs house. The early 20th century saw incremental upgrades, including the construction of a concrete quay in 1923 and the installation of a rail‑side crane system that facilitated the handling of bagged coffee and cotton. The post‑World War II period marked a turning point. Brazil’s push for industrialization and the rise of soybean cultivation in the southern plateau prompted federal and state investments to transform São Francisco do Sul into a dedicated export terminal. In 1967, the port was officially administered by the Companhia Docas de Santa Catarina (CODESC), which oversaw the dredging of the access channel to a depth of 10.5 m and the construction of two multi‑purpose berths totaling 650 m of quay length. The 1990s ushered in a era of privatization and concession models. Under the 1996 Port Law (Lei nº 9.432/96), the terminal operations were granted to private operators through long‑term leases, while the landlord role remained with CODESC (now part of the Brazilian Ports Agency – ANTAQ). This reform enabled the entry of terminal operators such as Tecnosolo and later, the multinational consortium MSC‑Terminal Marítimo de São Francisco do Sul, which introduced container handling equipment, including a pair of STS cranes rated for 40‑ton lifts. Recent developments (2015‑2024) have focused on deepening the navigational channel to 12.5 m, extending the container quay to 800 m, and implementing a state‑of‑the‑art terminal operating system (TOS) integrated with Brazil’s Single Window for Foreign Trade (Portal Único). These upgrades have positioned São Francisco do Sul as a competitive alternative to the congested ports of Santos and Paranaguá for southern Brazil’s export streams. --- ## Infrastructure & Facilities ### Berths and Quay Infrastructure - **Multipurpose Berths 1‑3**: Combined length of 820 m, alongside depth of 12.5 m, equipped with mobile harbor cranes (MHCs) of 45‑ton capacity and rubber‑tired gantry (RTG) yards for container handling. - **Dedicated Bulk Berth 4**: 350 m quay, depth 13.0 m, fitted with a continuous ship‑unloader (CSU) capable of 1,200 t/h for soybeans and corn, and a conveyor network linking to on‑site silos with a total storage capacity of 450,000 t. - **Project Cargo Berth 5**: 250 m reinforced quay, depth 12.0 m, featuring heavy‑lift cranes (up to 150 t) and reinforced pavement for oversized modules (e.g., wind turbine components, oil‑rig sections). ### Storage and Handling - **Container Yard**: 220,000 m² of paved surface, partitioned into 4,800 ground slots and 1,200 reefer plugs, managed by a TOS that enables real‑time slot optimization and gate‑in/gate‑out automation. - **Bulk Silos**: Six concrete silos (each 75,000 t capacity) with aeration systems, linked to a 2.5 km rail spur that connects to the Malha Norte railway network. - **General Cargo Warehouses**: 120,000 m² of covered storage, subdivided into temperature‑controlled zones for perishables and hazardous‑material compartments compliant with IMDG regulations. ### Intermodal Connectivity - **Rail**: Direct access to the Ferrovia Norte‑Sul (FNS) via a 15‑km branch line, enabling block trains of up to 100 wagons to reach the interior of Paraná and São Paulo states. - **Road**: Connections to BR‑101 (North‑South coastal highway) and BR‑280 (via Joinville) through a dedicated port access road with four lanes and weigh‑in‑motion (WIM) stations. - **Maritime Services**: Pilotage, tug assistance (four ASD tugs of 70 t bollard pull each), and mooring services provided by the Port Authority’s marine division; Vessel Traffic Service (VTS) operates 24/7 with radar coverage of the Babitonga Bay approaches. ### Safety, Security, and Environmental Measures - ISPS Code compliance with perimeter fencing, CCTV surveillance, and access control points managed by a private security contractor under ANTAQ oversight. - Environmental Management System (EMS) certified to ISO 14001, incorporating spill containment booms, effluent treatment plants, and a mangrove restoration program covering 12 ha of the bay’s fringe. - Energy efficiency initiatives include LED quay lighting, shore‑power (cold‑ironing) provisions for containerships, and a solar‑panel array generating 1.8 MW p on the terminal’s administrative buildings. --- ## Economic Importance São Francisco do Sul contributes approximately **USD 1.2 billion** annually to Brazil’s gross domestic product (GDP) through direct port services, logistics value‑added, and induced economic activity in the surrounding municipalities. The port handles roughly **14 million tonnes** of cargo per year, with a container throughput of about **650,000 TEU** (twenty‑foot equivalent units) in 2023, marking a 6.8 % year‑on‑year increase driven by growth in refrigerated fruit exports and automotive parts imports. The terminal’s role as a primary export conduit for the **Southern Soybean Corridor**—which encompasses the states of Paraná, Santa Catarina, and Rio Grande do Sul—places it among the top five Brazilian ports for soybean shipments, accounting for roughly **12 %** of the nation’s total soy export volume. In addition, the port processes approximately **2.1 million tonnes** of fertilizers annually, supporting the intensive agriculture of the plateau region. On the import side, the port facilitates the arrival of **containerized manufactured goods**, **steel products**, and **project cargo** for the expanding offshore wind and oil‑gas sectors in the Santos Basin. The presence of a dedicated project‑cargo berth has attracted several EPC (Engineering, Procurement, and Construction) firms, generating an estimated **3,500** direct jobs and stimulating local service industries such as stevedoring, customs brokerage, and maritime training. Fiscal contributions include **port tariffs**, **storage fees**, and **concession royalties** that flow to the state of Santa Catarina, funding infrastructure projects like the duplication of BR‑101 and the expansion of the regional airport in Joinville. Moreover, the port’s commitment to sustainability—through its EMS and mangrove rehabilitation—has earned it recognition in the **World Ports Sustainability Program (WPSP)**, enhancing its appeal to environmentally conscious shippers and logistics providers. --- ## Trade Routes & Major Cargo ### Primary Export Streams | Commodity | Approx. Annual Volume (2023) | Main Destination Regions | Key Shipping Lines | |-----------|-----------------------------|--------------------------|--------------------| | Soybeans (bulk) | 4.8 mt | China, European Union, Southeast Asia | MSC, CMA CGM, Hapag-Lloyd | | Corn (bulk) | 1.6 mt | Japan, South Korea, Taiwan | Yang Ming, Evergreen | | Fertilizers (NPK, urea) | 2.1 mt | Brazil’s interior farms (via rail) | Domestic bulk carriers | | Containerized goods (reefer, dry) | 650k TEU | United States, Argentina, Chile | Maersk, MSC, ONE | | Wood pulp & paper | 0.9 mt | Europe, North America | Grimaldi, Wallenius Wilhelmsen | | Project cargo (wind turbine components) | 0.12 mt (pieces) | Atlantic offshore wind farms (Europe, US) | Specialized heavy‑lift carriers | ### Major Import Streams - **Containerized manufactured goods** (electronics, automotive parts, textiles) – primarily from China, Germany, and the United States, destined for the manufacturing clusters of Joinville, Blumenau, and Itajaí. - **Steel coils and plates** – sourced from South Korea and Japan, feeding the regional automotive and construction sectors. - **Crude oil and petroleum products** – limited volumes handled at the multipurpose berths for regional refineries and power plants. - **Live animals and perishable foods** – mainly fruit (apples, grapes) and meat products imported from Argentina and Uruguay for domestic consumption. ### Shipping Lanes and Connectivity The port’s access channel aligns with the **South Atlantic Shipping Lane**, which runs parallel to the Brazilian coastline from Rio de Janeiro to the Río de la Plata estuary. Vessels typically approach from the north, following the **Cabo de São Thomé** waypoint, then adjust course to enter Babitonga Bay via the **Ilha dos Lobos** buoy. Outbound vessels follow a similar trajectory, often joining the **South Atlantic Westbound Corridor** toward the Cape Verde Islands before transatlantic crossings to Europe or the Panama Canal for Pacific destinations. Regional feeder services connect São Francisco do Sul to the larger hubs of **Itajaí (BR ITJ)** and **Paranaguá (BR PNG)**, allowing for cargo consolidation and transshipment. The port also maintains a weekly **South America–Europe** service operated by MSC and a bi‑weekly **South America–Asia** loop via the Suez Canal, both calling at the container terminal on a fixed schedule. --- *For further reference on the port’s UN/LOCODE and technical particulars, see the United Nations Economic Commission for Europe (UNECE) UN/LOCODE list↗ and the Brazilian Ports Agency (ANTAQ) port profile↗.*

Port Intelligence

UN/LOCODE

BRSFS

Country

Brazil

Province / Region

Santa Catarina

Latitude

-26.258414

Longitude

-48.634845

Timezone

America/Sao_Paulo

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Frequently Asked Questions

What is the UN/LOCODE for Port of Sao Francisco do Sul?

The official UN/LOCODE for Port of Sao Francisco do Sul is BRSFS.

Where is Port of Sao Francisco do Sul located?

The Port of Sao Francisco do Sul is located in Brazil, Santa Catarina. Its coordinates are -26.2584°N, -48.6348°E.

What time zone is Port of Sao Francisco do Sul in?

Port of Sao Francisco do Sul operates in the America/Sao_Paulo time zone.

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About the World Port Index

This data is sourced programmatically. The UN/LOCODE is the official geographic coding scheme used by the United Nations for trade and transport locations.

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