7.1 overview of sheltered waters, the port of san antonio ... · the port of san antonio has become...

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Dresdner Kleinwort BensonSouth Andes Ltda.

7.1 Overview

The Port of San Antonio, property of the San Antonio Port Company (“Empresa Portuaria San Antonio”) is the largest port in Chile, with over seven million tonnes handled in 1998. It is located in the city and province of San Antonio, in the V Region of Chile. The Port of San Antonio is located at 33°34’16’’ latitude S. and 71°37’23’’ longitude W., less than 100 km west of Santiago. Due to its unique geographical location in the centre of the country and because of its condition of natural port in an area of sheltered waters, the port of San Antonio is today the leader of the Chilean ports.

Figure 7.1: General view of the port of San Antonio

Linked to Chile’s road network through two routes, the port of San Antonio enjoys accesses that facilitate effective and smooth truck traffic. Among these, the Fruit Highway (“Carretera de la Fruta” or “Route 66”), which allows the easy flow of trucks proceeding from the fruit producing and agricultural zones of the VI and VII Regions, located 130 km from the port terminals. Its main connection is Route 78 (“Autopista del Sol”), recently completed under concession by a private operator. This route cuts travel time between Santiago and San Antonio to only one hour. The port also has a dedicated railway network which links the port to the Chilean rail network.

The port is in deep water, naturally protected from northern storms by a headland, Punta San Antonio or Punta Panul. A 900m breakwater provides additional artificial protection from southern and westerly storms. There is ample space and water depth for turning and manoeuvring within the resulting harbour. The marine approach to the port is in natural water depths of over 30m.

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The limited role in cargo handling of the state-owned ports in the past, resulted in the Port Company owning very little cargo handling equipment of its own. Most of the equipment that is currently in use belongs to the local stevedoring companies that provide these services. Rails have been provided in the newly-reconstructed berths for ship to shore gantry cranes.

In the Port of San Antonio, the concessions to be granted are the following:

Table 7.1: The concessions Terminal Berths Main use

Molo Sur Terminal 1 to 3 Containers/Multipurpose

Northern Terminal or “Muelle Panul” 8 Dry bulk

A full description of the concessions is given in Section 7.4.3.

7.2 Competitive advantages of the Port of San Antonio

San Antonio has many advantages that could allow it to sustain its position as the leading port in the V Region. These can be summarised as follows:

• Geographic location

� The port is located in the most dynamic area of Chile, receiving an enormous flow of trade from the V, VI, VII and Metropolitan Regions. These regions have a significant importance in the Chilean economy and foreign trade.

� It is the closest port to Santiago and it has the largest natural hinterland in Chile, including the V, VI, VII and Metropolitan Regions.

� It is linked to interoceanic corridors (APEC, NAFTA and MERCOSUR) benefiting from an increase in the Chilean foreign trade.

• Geographic attributes

� It is a natural port with excellent condition of sheltered waters. This allows it to operate almost all year, without interruption.

� The port allows the ships to be moored close to the cargo, facilitating operations of loading and unloading. Moreover, ships have good manoeuvring space in the harbour.

� The port is surrounded by a relatively small city which means there is limited congestion problems for road traffic. In addition, the available space allows areas of the port to be developed, in response to the increasing traffic.

• Infrastructure and layout

� San Antonio has space to expand its business, e.g., storage facilities.

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� Regarding the bulk cargo market, San Antonio is more sheltered than Ventanas, has a better layout and is closer to cargo importers.

� There is significant availability of backup areas inside the port, paved (25 hectares) and non-paved (12 hectares).

� It has large, privately owned container storage and service facilities, totalling 50 hectares, near the port.

• Operations

� The port of San Antonio has become the leading container port of Chile, with demonstrated expertise in handling containers, a promising high-growth segment.

� It is the principal port in domestic and international traffic. It has an adequate mix of traffic, including export, import, domestic cabotage and international transit.

� Many key maritime business groups operating nation-wide in Chile are present in San Antonio.

� 85 per cent. of cabotage to the furthest Chilean regions of Arica and Magallanes and approximately 90 per cent. of international transshipment are handled in San Antonio.

� The city has an attractive pool of human resources with 3,000 well-trained and highly productive workers.

� It is the only port with two gantry-type container cranes operating on the western coast of South America.

� The largest fleet of top lifter and reach stacker cranes (24) owned by private stevedoring companies.

• Access

� Road access is good, allowing an important flow of trucks to be handled smoothly. The roads are linked to all the big economic centres of the Central Zone. It is linked to Santiago through a 100 km brand new highway, which has been granted as a concession to private operators. In addition, it is connected by Route 66 with the fruit producing regions.

� There is direct access to the port: there are only three blocks of urban area between the highway and the port.

� It has a good railroad system through which the cargo can be carried. It is very-well connected to Santiago and to Chile’s southern network. This is significant for the dry bulk market.

� There are 5 hectares of railroad yard for cargo reception and dispatch.

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Opportunities for the concessionaires of the terminals

• The layout of the port of San Antonio allows an increase in traffic without significant congestion problems. There is enough space to develop new access routes without affecting the urban area.

• The surrounding area can easily be adjusted to the increase of demand by setting up new backup areas, as well as warehouses and facilities:

� there are 109 hectares of state-owned land available for future expansions

� there is no demand for real estate development in the Southern adjacent area. Under the urban zoning regulation, this area is for exclusive use of port activities.

• The container and dry bulk markets in the V Region are expected to grow at an annual rate of 5.5 per cent. over the next twenty years. The expertise of the Port of San Antonio in these markets will allow it to capture a large part of these markets’ growth.

After consideration of the forecast demand in the V Region presented in Section 5.4 together with a recent update made by an academic project (CIAPEP or “Curso Interamericano en Preparación y Evaluación de Proyectos de Inversión”) and the potential of the port of San Antonio, described above, the San Antonio Port Company has studied, under the methods used by CIAPEP, a scenario of future development of cargo handled by each of the terminal to be granted for the forecasts of the Master Plan.

The relevant information in respect of the forecast demand for the V Region, as well as for the Port of San Antonio, over the next twenty years will be available in the Data Room, as presented in the CIAPEP study including the methodology used.

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7.3 Existing operations

7.3.1 Terminal activities

This map gives an overall view of the port area of San Antonio.

�

Figure 7.2: Layout of the Port of San Antonio

The port is split into three working areas:

• The Molo Sur Terminal

The Molo Sur comprises berths Nbr. 1 to Nbr. 3 and will be granted as a separate concession. The Molo Sur Terminal is mainly dedicated to container traffic as well as complementary traffic, general cargo and dry and liquid bulk. Berth Nbr. 1 is divided in two parts: Berth Nbr. 1 North and Berth Nbr. 1 South. The northern part of Berth Nbr. 1 and its backup area are specialised in dry and liquid bulk. The backup area and the equipment for transfer of dry bulk (mineral concentrate) of this berth are assigned under an operating contract to Cía. Minera Disputada de Las Condes (CMD) until 2001. Once this contract ends in 2001, Berth Nbr. 1 North will be assigned to the concessionaire of the Molo Sur. Berths Nbr. 1 South, Nbr. 2 and Nbr. 3 are specialised in container ships, and have two gantry cranes. As seen on figure 7.3, there are two areas on the land owned by the San Antonio Port Company, A (1.3 hectares) and B (0.9 hectares), specialised in chemical products. There are pipe systems from these areas to the berth Nbr. 1. The area A is used

B

A

Figure 7.3: Molo Sur Terminal

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for liquid unloading and the other area for the loading of sulfuric acid from the operations of the “El Teniente” mine of CODELCO. These areas A and B are currently operated by Terminales Químicos (“TERQUIM”). The concession of the area A will end in 2001. However, it has been decided not to include this area in the Molo Sur concession. The San Antonio Port Company has planned the continuation of the operation of this area as a chemical terminal, under private control. The Port Company is currently studying the way to achieve this objective.

• The Espigón

The Espigón comprises berths Nbr. 4 to Nbr. 7 and is not part of the concessions to be granted. It is dedicated to all types of cargo, and therefore under certain circumstances could act as a complement to the concessionaire’s operations, subject however to certains operating and structural restrictions (mentioned in the existing facilities description). Berths Nbr. 5 and 6 are equipped with pipe systems for the transfer of liquid bulk for ESSO, under three concession contracts expiring between years 2000 and 2002.

• Northern Sector

It includes two quays located in the North of the “Poza Chica”: the northern terminal (berth Nbr. 8) and “Policarpo Toro” (berth Nbr. 9). Berth Nbr. 8 is specialised in unloading dry bulk such as corn, wheat, soya pellet, urea and salt. It is the dry bulk berth of the Port of San Antonio and will be granted as a separate concession. It mainly handles grain and animal feedstock. It is expected that the concessionaire will install new equipments and bulk storage capacity in the back up land, and possibly expand significantly the terminal. Berth Nbr. 9 (0.9 hectares) is a quay with a pipe system for the transfer of imported liquid bulk (chemical products). The operator of this berth is Líquidos a Granel (“LAG”). It will not be part of the concessions.

Figure 7.4: Espígon Terminal

Figure 7.5: Northern Sector

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The traffic by type of cargo of the different terminals are shown below:

Table 7.2: Containers transferred in 1997 (tonnes) Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 0 92,795 44,419 48,318 8,099 10,405 0 0 0 23,161 227,197

February 0 82,331 79,138 70,561 294 5,498 5,164 0 0 18,291 261,277

March 0 53,449 67,112 129,007 7,805 9,155 3,517 0 0 62,699 332,744

April 0 94,635 98,585 77,132 200 2,329 0 0 0 44,225 317,106

May 0 67,502 111,943 54,370 0 10,980 649 0 0 81,348 326,792

June 0 64,196 105,923 67,663 6,581 6,089 0 0 0 62,746 313,198

July 0 100,411 80,867 67,582 238 4,209 0 0 0 73,528 326,835

August 0 102,850 90,020 76,187 650 7,009 0 0 0 54,034 330,750

September 0 105,673 74,980 76,821 7,287 0 0 0 0 50,743 315,504

October 0 120,417 104,540 64,682 5,940 7,214 0 0 0 29,687 332,480

November 0 89,486 91,639 42,587 1,768 0 0 0 0 69,504 294,984

December 0 90,622 91,887 66,277 324 5,452 7,889 0 0 100,455 362,906

Total 0 1,064,367 1,041,053 841,187 39,186 68,340 17,219 0 0 670,421 3,741,773

Source: San Antonio Port Company

Table 7.3: Containers transferred in 1998 (tonnes)

Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 0 58,767 105,539 41,971 7,959 12,489 0 0 0 38,994 265,719

February 0 86,558 101,779 25,102 1,432 21,994 96 0 0 80,586 317,547

March 0 82,851 138,283 59,929 7,757 18,334 446 0 0 63,568 371,168

April 0 129,011 124,324 58,981 3,818 6,488 0 0 0 80,232 402,854

May 0 119,072 125,883 57,150 973 20,411 3,532 0 0 63,552 390,573

June 0 102,118 90,523 45,051 491 17,335 0 0 0 88,527 344,045

July 0 93,752 94,669 79,873 128 22,582 2,431 0 0 53,252 346,687

August 0 77,039 114,147 95,152 249 10,666 2,116 0 0 34,341 333,710

September 0 101,283 74,426 66,998 13,939 5,338 500 0 0 39,553 302,037

October 0 84,236 88,427 53,953 5,039 7,958 0 0 0 19,386 258,999

November 0 54,233 108,502 69,275 0 11,174 927 0 0 50,339 294,450

December 0 98,020 117,881 62,283 0 13,515 0 0 0 27,386 319,085

Total 0 1,086,940 1,284,383 715,718 41,785 168,284 10,048 0 0 639,716 3,946,874


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Table 7.4: General cargo transferred in 1997 (tonnes) Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 0 12,666 12,409 6,565 17,927 13,665 0 0 0 38,067 101,299

February 0 8,920 14,322 11,112 16,597 3,565 65 10 0 45,079 99,670

March 0 17,522 23,211 13,842 26,341 15,561 2,865 26 0 22,119 121,487

April 0 15,715 11,535 8,066 5,483 3,329 0 0 0 13,265 57,393

May 0 13,911 21,041 24,039 20,895 15,976 8,505 0 0 18,833 123,200

June 0 11,819 7,804 22,680 6,213 6,130 0 0 0 10,780 65,426

July 0 17,844 14,303 31,626 13,843 11,734 0 0 0 5,939 95,289

August 0 21,461 12,616 7,615 8,126 17,962 0 0 0 4,880 72,660

September 0 10,562 7,024 13,146 327 1,388 35 0 0 20,810 53,292

October 0 5,981 7,505 8,801 17,855 8,204 0 0 0 25,587 73,933

November 0 8,405 16,316 7,290 1,528 79 0 0 0 14,639 48,257

December 0 21,380 13,730 9,598 14,073 3,746 3,209 0 0 28,348 94,084

Total 0 166,186 161,816 164,380 149,208 101,339 14,679 36 0 248,346 1,005,990


Table 7.5: General cargo transferred in 1998 (tonnes)

Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 0 32,600 16,497 14,892 7,590 2,129 0 0 0 3,786 77,494

February 0 3,720 15,448 15,510 8,956 17,936 3,237 0 0 12,181 76,988

March 0 27,369 16,652 35,252 16,652 6,870 7,110 401 0 32,238 142,544

April 0 4,526 12,726 15,536 12,687 19,649 2,921 0 0 9,889 77,934

May 0 12,660 8,119 17,245 18,159 22,274 865 22 0 2,301 81,645

June 0 2,732 9,335 8,297 21,671 11,125 12 19 0 10,367 63,558

July 0 21,938 28,299 8,641 18,179 15,221 8,451 11 0 8,485 109,225

August 0 7,330 8,398 9,976 3,642 8,283 549 0 0 12,738 50,916

September 0 10,363 29,688 18,813 7,717 2,475 368 41 0 6,425 75,890

October 0 14,397 33,412 8,080 10,636 11,504 996 0 0 704 79,729

November 0 9,474 17,717 11,233 0 13,890 4,350 2 0 3,705 60,371

December 0 14,067 5,268 6,048 0 1,279 0 0 0 17,847 44,509

Total 0 161,176 201,559 169,523 125,889 132,635 28,859 496 0 120,666 940,803


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Table 7.6: Dry and liquid bulk transferred in 1997 (tonnes) Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 7,093 0 18,500 5,827 17,978 12,456 0 98,889 8,917 16,619 186,279

February 7,179 0 0 0 19,667 11,765 4,276 50,880 6,620 23,997 124,384

March 29,986 0 0 0 22,069 5,432 0 52,148 0 1,806 111,441

April 1,175 0 15,814 0 3,075 0 0 29,259 9,819 0 59,142

May 9,035 7,231 7,988 1,006 32,095 20,331 2,645 73,008 8,881 0 162,220

June 13,159 0 0 0 0 0 3,292 41,215 7,690 835 66,191

July 16,060 0 1,028 7,505 30,275 5,184 0 66,696 9,522 7,602 143,872

August 12,322 0 11,424 0 19,436 16,223 3,329 119,466 9,662 52,086 243,948

September 15,155 331 35,071 13,467 30,320 37,623 3,154 97,684 4,907 2,500 240,212

October 11,000 52,001 12,277 5,993 1,033 13,011 0 34,058 1,262 42,809 173,444

November 33,867 30,788 0 0 21,838 39,602 0 85,628 5,105 43,863 260,691

December 6,120 9,327 9,000 0 8,551 0 0 58,890 1,501 0 93,389

Total 162,151 99,678 111,102 33,798 206,337 161,627 16,696 807,821 73,886 192,117 1,865,213


Table 7.7: Dry and liquid bulk transferred in 1998 (tonnes)

Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 38,909 0 0 2,304 10,653 0 64,986 14,153 38,844 169,849

February 6,710 0 0 42,745 20,413 13,155 0 21,955 4,225 1,006 110,209

March 13,660 0 0 0 23,371 0 0 84,608 2,447 5,515 129,601

April 993 4,037 2,994 0 33,158 4,046 0 95,219 8,814 0 149,261

May 33,117 0 0 23,650 15,338 14,515 4,792 83,695 9,433 36,184 220,724

June 16,966 0 0 0 2,966 21,965 2,844 91,996 5,941 26,153 168,831

July 2,835 27,982 9,919 25,795 29,935 17,881 8,004 64,869 11,085 69,812 268,117

August 19,758 12,118 0 9,002 9,794 28,518 3,162 129,360 9,563 27,485 248,760

September 32,503 19,942 15,751 0 22,630 43,660 3,952 103,366 5,784 41,557 289,145

October 25,037 0 800 6,025 42,267 23,269 5,432 98,199 8,999 51,068 261,096

November 3,987 45,530 0 0 17,745 38,840 7,683 119,373 5,519 48,374 287,051

December 22,833 0 0 0 62,462 11,442 2,792 61,560 7,814 0 168,903

Total 217,308 109,609 29,464 107,217 282,383 227,944 38,661 1,019,186 93,777 345,998 2,471,547


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Table 7.8: Total cargo transferred in 1997 (tonnes) Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 7,093 105,461 75,328 60,710 44,004 36,526 0 98,889 8,917 77,847 514,775

February 7,179 91,251 93,460 81,673 36,558 20,828 9,505 50,890 6,620 87,367 485,331

March 29,986 70,971 90,323 142,849 56,215 30,148 6,382 52,174 0 86,624 565,672

April 1,175 110,350 125,934 85,198 8,758 5,658 0 29,259 9,819 57,490 433,641

May 9,035 88,644 140,972 79,415 52,990 47,287 11,799 73,008 8,881 100,181 612,212

June 13,159 76,015 113,727 90,343 12,794 12,219 3,292 41,215 7,690 74,361 444,815

July 16,060 118,255 96,198 106,713 44,356 21,127 0 66,696 9,522 87,069 565,996

August 12,322 124,311 114,060 83,802 28,212 41,194 3,329 119,466 9,662 111,000 647,358

September 15,155 116,566 117,075 103,434 37,934 39,011 3,189 97,684 4,907 74,053 609,008

October 11,000 178,399 124,322 79,476 24,828 28,429 0 34,058 1,262 98,083 579,857

November 33,867 128,679 107,955 49,877 25,134 39,681 0 85,628 5,105 128,006 603,932

December 6,120 121,329 114,617 75,875 22,948 9,198 11,098 58,890 1,501 128,803 550,379

Total 162,151 1,330,231 1,313,971 1,039,365 394,731 331,306 48,594 807,857 73,886 1,110,884 6,612,976


Table 7.9: Total cargo transferred in 1998 (tonnes) Months Berths Total

1N 2 3 4 5 6 7 8 9 1S

January 38,909 91,367 122,036 56,863 17,853 25,271 64,986 14,153 81,624 513,062

February 6,710 90,278 117,227 83,357 30,801 53,085 3,333 21,955 4,225 93,773 504,744

March 13,660 110,220 154,935 95,181 47,780 25,204 7,556 85,009 2,447 101,321 643,313

April 993 137,574 140,044 74,517 49,663 30,183 2,921 95,219 8,814 90,121 630,049

May 33,117 131,732 134,002 98,045 34,470 57,200 9,189 83,717 9,433 102,037 692,942

June 16,966 104,850 99,858 53,348 25,128 50,425 2,856 92,015 5,941 125,047 576,434

July 2,835 143,672 132,887 114,309 48,242 55,684 18,886 64,880 11,085 131,549 724,029

August 19,758 96,487 122,545 114,130 13,685 47,467 5,827 129,360 9,563 74,564 633,386

September 32,503 131,588 119,865 85,811 44,286 51,473 4,820 103,407 5,784 87,535 667,072

October 25,037 98,633 122,639 68,058 57,942 42,731 6,428 98,199 8,999 71,158 599,824

November 3,987 109,237 126,219 80,508 17,745 63,904 12,960 119,375 5,519 102,418 641,872

December 22,833 112,087 123,149 68,331 62,462 26,236 2,792 61,560 7,814 45,233 532,497

Total 217,308 1,357,725 1,515,406 992,458 450,057 528,863 77,568 1,019,682 93,777 1,106,380 7,359,224


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7.3.2 Common areas

There are common areas inside the port, in which all users of the port can operate. These areas, totalling 19 hectares, include accesses, the shared storage area and any other area needed for proper operation inside the port.

The concession of the Molo Sur Terminal shares maritime areas with berths Nbr. 4 and Nbr. 5 of the Espigón and the facilities of industrial fishing, located in the same basin (“Poza Grande”) . In the case of berth Nbr. 8, the concession will share common maritime areas. These areas are accesses to berths Nbr. 8 and Nbr. 9, berths Nbr. 6 and Nbr. 7 of the Espigón and to the facilities of craft and industrial fishing, located in the same basin (“Poza Chica”) .

In fact, it is expected that each concessionaire will develop storage capacity and backup areas within its concession so that the operations do not require facilities and storage capacity in the common areas. In the long term, it is expected that concessions will operate independently, each one with its independent backup and customs area.

7.3.3 Third party operators

The introduction in 1981 of a policy to modernise the Chilean port system changed existing labour practices in the ports and introduced competitive practices in cargo handling. The design of the model was simple: to remove restrictions on the organisation of port operations, handing over the full range of cargo handling operations to the private sector.

Since then, under the regulations governing the port sector, private sector stevedoring companies are responsible for loading, unloading and transfer of cargo between the ships and storage facilities, and vice versa.

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At San Antonio the main operators are:

• Stevedoring companies

The table below summarises the principal third party operators that are currently active in the Port of San Antonio.

Table 7.10: Operating stevedoring companies in the Port of San Antonio

Company Tonnes handled in 1997 Share (%)

SAAM 1,951,070 29.5

Portuaria Andes 1,138,992 17.2

Ultramar 973,373 14.7

Pormar 576,102 8.7

Enseporpa Limitada 479,071 7.2

AGUNSA 461,135 7.0

Somarco Limitada 427,695 6.5

Estibas San Antonio 176,291 2.7

MARFRUT 58,481 0.9

Intermares 46,113 0.7

Carranza 17,276 0.3

Others 307,377 4.6

Total 6,612,976 100.0

Source: San Antonio Port Company Note: These are the results of a specific analysis for 1997. This analysis is not available for 1998.

More than 70 per cent. of the cargo is transferred through the four largest stevedoring companies. Updated information will be available in the data room.

San Antonio: market share of stevedoring companies in 1997

SAAM30%

Portuaria Andes17%

Pormar9%

Enseporpa Limitada7%

Others9%

Somarco Limitada6%

Ultramar15%

AGUNSA7%

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• Shipping Agencies

There are 11 shipping agencies operating in the port of San Antonio.

Table 7.11: Shipping agencies according to the tonnage by type of cargo and operation for 1998 Shipping agency

Cabotage unload.

Cabotage loading

Exports "False" unload.

"False" loading

Imports Other transit unload.

Other transit loading

Total

SAAM 207.291 176.840 801.852 43.998 44.046 764.729 44.987 84.560 2.168.303

Ultramar 52.663 176.317 299.121 7.544 7.539 711.565 29.910 21.183 1.305.842

Broom 387 1.385 475.437 21.721 21.719 519.130 35.535 36.231 1.111.545

AGUNSA 10 3.184 309.844 2.945 2.945 305.920 3.672 23.200 651.720

P.Carranza 0 0 453 7 7 649.297 43 0 649.807

Amsa 13 11 53.799 25 25 556.766 107 2 610.748

Pormar 14 1.591 137.527 2.527 2.525 193.695 365 13.367 351.611

Somarco 0 1.131 21.008 2.324 2.325 246.123 45 51 273.007

Nachipa 5.391 0 3.653 161 161 145.401 0 1.460 156.227

Suramsa 60 0 502 544 544 71.952 90 0 73.692

Jorge Carle 0 0 6.170 276 276 0 0 0 6.722

Total 265.829 360.459 2.109.366 82.072 82.112 4.164.578 114.754 180.054 7.359.224


More than 88 per cent. of this market is operated by the six main companies.

San Antonio: market share of shipping agencies in 1998

SAAM29%

ULTRAMAR18%

BROOM15%

AGUNSA9%

SOMARCO4%

Other 3%

AMSA8%

PORMAR5%

P.CARRANZA9%

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7.3.4 Shipping traffic

In 1998, a total of 996 commercial ships called at the Port of San Antonio. These ships can be split into seven main categories: traditional ships, container ships, semicontainer ships, car carriers, liquid bulk ships, dry bulk ships and reefers.

Table 7.12: Type of ships calling at San Antonio (1998)

Type of ship Number of ships % of total

Container 397 39.9

Traditional 300 30.1

Dry bulk 156 15.7

Car carrier 67 6.7

Liquid bulk 59 5.9

Reefer 11 1.1

Semicontainer 6 0.6

Total 996 100.0


Shipping traffic in the Port of San Antonio has significantly increased during recent years, in terms of shipping traffic measured by G.R.T. The following table shows the evolution of traffic from 1991 to 1998.

Table 7.13: Evolution of number of ships calling at the Port of San Antonio and G.R.T.

1991 1992 1993 1994 1995 1996 1997 1998 CAGR (%)

Number of ships 406 469 587 611 776 922 892 996 13.7

G.R.T. ( ‘000s tonnes) n/a n/a 7,283 8,215 10,702 12,959 14,211 17,299 18.9


San Antonio: Evolution of the traffic

0

200

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600

800

1000

1200

1993 1994 1995 1996 1997 1998

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of s

hips

0

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4.000

6.000

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nes

Number of ships

G.R.T.

San Antonio: Type of ships

Reefer1%

Semicontainer1%

Liquid bulk6% Car carrier

7%

Dry bulk16%

Traditional30%

Container 39%

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Ships from all over the world arrive at the Port of San Antonio. There is regular traffic to Asia, Europe, North America, Australasia and South America. The major shipping lines that call at the port are:

Table 7.14: Origin and destination of the main shipping lines operating in San Antonio (1998)

Shipping lines Asia Europe South America

Central America

North America

Middle East

Africa

ATL (Associated Transport Line) ��

BHP - International Marine Transport ��

CCNI ��

CLAN S.A. LATINOAMERICANA DE NAV. S.A. ��

CROATIA LINE ��

CROWLEY ��

CSAV SUDAMERICANA DE VAPORES ��

HAMBURG SUD - COLUMBUS LINE ��

HOEGH LINE ��

HYUNDAI ��

MAERSK ��

MARUBA ��

NOSAC ��

NYK NIPPON YUSEN KAISHA ��

PACIFIC STAR LINE LTD. INC. ��

TRANSMARES NAV. CHILENA LTDA. ��

TRANSPORTACIÓN MARITIMA MEXICANA-TMG

��


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The shipping lines market is fragmented. There are 64 shipping lines in total operating in the Port of San Antonio. According to the tonnage handled in 1998, the first three shipping lines have more than 33 per cent. of the market.

Table 7.15: Market share of the main shipping lines operating in the port of San Antonio for year 1998

Shipping lines Tonnes transferred Share (%)

CSAV 1,455,490 19.8

Maersk 702,603 9.6

Transportadora Marítima Mexicana 271,996 3.7

Crowley 230,183 3.1

Transmares Naviera Chilena Ltda. 199,286 2.7

CCNI 195,326 2.7

Nedlloyd 181,575 2.5

Maruba S.C.A. 135,271 1.8

Clan S.A. 118,086 1.6

NYK 81,175 1.1

Hamburg - Sud 76,323 1.0

Pacific Start Line 71,593 1.0

CKM 59,453 0.8

BHP 56,760 0.8

Croatia 38,529 0.5

Mitsui Osaka Line 37,257 0.5

Charters 2,843,659 38.6

Others 604,659 8.2

Total 7,359,224 100.0


Detailed information will be available in the data room.

San Antonio: market share of shipping lines in 1998

CSAV20%

Charters38%

Others17%

Nedlloyd2% CCNI

3%

Maersk10%

TMM4%

Crow ley3%

Transmares3%

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7.3.5 Cargo handling

San Antonio handles a wide range of cargoes. The principal cargoes handled are:

• Industrial products

The port handles mainly fertilisers, soda ash, oil and derivatives and manufactured steel.

• Fresh products (fruits and vegetables)

San Antonio also handles fresh products (20 per cent. of the market), but mostly (85 per cent.) in reefer containers.

• Vehicles

San Antonio handles a significant volume of vehicles. San Antonio and Valparaíso are the main ports for vehicle imports.

The historical throughput handled at the Port of San Antonio is shown below.

Table 7.16: Historical throughput in the Port of San Antonio (tonnes) Product 1991 1992 1993 1994 1995 1996 1997 1998

Industrial products 311,587 265,115 499,905 640,155 1,146,267 1,641,792 1,804,193 2,092,933

Food 236,909 194,970 203,270 258,553 399,751 541,767 672,357 769,934

Corn 307,832 376,307 334,062 494,963 458,293 307,021 561,848 555,389

Copper 116,191 98,668 121,150 99,785 321,220 391,777 336,991 314,180

Agriculture & cattle 208,014 386,656 385,598 271,781 448,512 473,783 331,397 713,331

Chemical products 149,198 118,224 324,235 298,109 368,373 419,042 314,666 172,707

Mining products 83,252 69,126 30,054 31,959 68,450 175,195 302,445 164,485

Wheat 136,585 510,198 475,155 684,562 529,994 484,018 265,351 395,987

Fruit 189,971 226,912 245,515 274,832 215,236 267,366 257,965 374,199

Wood pulp & paper 66,336 34,168 26,707 51,199 122,781 196,913 193,015 134,924

Copper concentrate 213,031 260,339 356,184 349,118 315,412 251,185 128,250 137,454

Salt 69,285 81,397 92,684 84,049 105,413 84,014 115,444 107,286

Sawn wood 5,723 6,960 13,287 22,945 103,711 109,889 105,527 44,605

Vehicles 12,449 58,845 47,566 51,928 66,795 82,072 74,756 88,657

Others 271,348 148,872 345,432 542,601 966,068 1,013,794 1,148,771 1,293,153

Total 2,377,711 2,836,757 3,500,804 4,156,539 5,636,276 6,439,628 6,612,976 7,359,224

Source: Emporchi’s Statistical Report

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The following graphs show the evolution of the cargo traffic through the Port of San Antonio and the distribution of its throughput by main products handled.

San Antonio: evolution of cargo handled

0

1000

2000

3000

4000

5000

6000

7000

8000

1991 1992 1993 1994 1995 1996 1997 1998

'000

s T

onne

s

Others

Mining products

Chemical products

Agriculture & cattle

Copper

Corn

Food

Industrial products

San Antonio: cargo handled by product in 1998

Industrial products29%

Others25%

Fruit5%

Mining products

2% Chemical products

2%

Agriculture & cattle

10%

Copper4%

Corn8%

Food 10%

Wheat5%

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The following table shows the type of cargo handled by the port of San Antonio.

Table 7.17: Type of cargo through the Port of San Antonio (tonnes)

Type of cargo 1991 1992 1993 1994 1995 1996 1997 1998

General cargo 647,497 586,513 525,915 546,074 964,114 1,138,029 1,005,990 940,803

Container 311,928 339,396 885,093 1,326,281 2,516,509 3,103,662 3,741,773 3,946,874

Dry bulk 1,283,183 1,742,070 1,915,350 2,094,701 1,975,954 2,010,446 1,701,219 2,259,368

Liquid bulk 135,103 168,778 174,446 189,483 179,699 187,491 163,994 212,179

Total 2,377,711 2,836,757 3,500,804 4,156,539 5,636,276 6,439,628 6,612,976 7,359,224


0

500

1.000

1.500

2.000

2.500

3.000

3.500

4.000

'000

s T

onne

s

1991 1992 1993 1994 1995 1996 1997 1998

San Antonio: evolution of type of cargo

General cargo

Container

Liquid bulk

Dry bulk

The Port of San Antonio handles all types of cargo, but during the last decade it has largely specialised as a container port. The main types of cargo are:

• Containers: San Antonio handles containers mainly for Santiago. It is the leading Chilean port in this market, transferring around 60 per cent. of the general cargo through containers. The movement of containers has been increasing at rates of over 50 per cent. per year.

• Bulk cargo: Bulk cargo is transferred mainly through the berth Nbr. 8 and Espigón. The former is dedicated exclusively to bulk cargo. This berth is linked to road and rail, with 80 per cent. import cargo moving by road and 20 per cent. by rail. It can accept Panamax size ships. Present volumes at berth Nbr. 8 are about 1,019,682 tonnes per annum, 45 per cent. of the total bulk cargo transferred in San Antonio (including the copper concentrate of the berth 1 North in the Molo Sur). The products transferred are mainly grain, corn, salt and animal feedstock. In addition, the northern part of berth Nbr. 1 also handles copper concentrate. This berth, which was granted 7 years ago to Compañía

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Minera Disputada de Las Condes S.A., will be transferred to the concessionaire of the Molo Sur Terminal upon the expiration of the current operating contract (2001).

The concessionaire of the Molo Sur Terminal is expected to focus its operations on containers, whereas the concessionaire of the Northern Terminal is expected to focus its operations on dry bulk.

In the last eight years, containerised cargo traffic grew at a compound annual growth rate of 49 per cent., reaching 415,001 T.E.U. in 1998, as a result of increasing Chilean imports. The following table shows the evolution of the container traffic during that period.

Table 7.18: Container traffic through the Port of San Antonio (T.E.U.) 1991 1992 1993 1994 1995 1996 1997 1998 CAGR

(%)

Full containers 18,613 21,206 59,552 89,377 168,686 215,481 259,074 278,004 47.1

Empty containers 6,846 8,899 30,684 38,304 63,343 79,190 87,149 117,398 50.1

False1 loading/unloading

0 0 5,317 9,218 16,851 18,570 27,013 19,599 28.4

Total T.E.U. 25,459 30,105 95,553 136,899 248,880 313,241 373,236 415,001 49.0


The following table shows the cargo traffic by operation since 1991:

Table 7.19: Historical throughput in the Port of San Antonio by operation(tonnes) Operation 1991 1992 1993 1994 1995 1996 1997 1998 CAGR(%)

Exports 775,453 826,805 1,217,821 1,384,676 1,876,284 1,910,504 1,819,569 2,109,366 15.4

Imports 1,427,294 1,819,173 2,062,880 2,549,092 3,044,191 3,496,495 3,630,899 4,164,578 16.5

Cabotage 136,022 145,461 138,670 97,337 498,490 573,858 541,936 626,288 24.3

Transit2 11,873 14,734 25,735 46,123 68,611 288,956 397,512 247,520 54.3

Others3 27,069 30,584 55,698 79,311 148,700 169,815 223,060 211,472 34.1

Total 2,377,711 2,836,757 3,500,804 4,156,539 5,636,276 6,439,628 6,612,976 7,359,224 17.5

Source: Emporchi’s Statistical Report

7.3.6 Operational data

In this section operational data are presented in order to provide bidders with adequate information to initiate a preliminary valuation of the business.

1 false loading/unloading: the transfer from/to the ship of cargo that is intended for another destination but that, for stevedoring purposes, must be moved in order to unload or load cargo 2 transit cargo to/from neighbouring countries 3 includes transshipment, and false loading/unloading

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• Information regarding ships calling at San Antonio for year 1998

Table 7.20: Molo Sur Terminal

Traditional Refrigerated Container Semicontainer Car Carrier

Dry bulk

Liquid bulk

Total*

Average stay (hr) 29 46 27 49 15 63 25 16,876

Average length (m) 156 197 175 164 179 193 185 94,415

Number of ships 149 3 294 6 20 50 26 548

Average G.R.T. (t) 13,522 13,978 16,823 17,367 29,671 23,397 15,111 9,263,168

Tonnes transferred 743,760 14,136 2,623,870 56,701 23,390 677,662 83,974 4,223,493


Table 7.21: Espigón Terminal


Dry bulk

Liquid bulk

Total ∗∗∗∗

Average stay (hr) 34 47 28 - 14 86 71 14,273

Average length (m) 157 165 171 - 174 232 385 65,357

Number of ships 146 8 103 - 47 56 6 366

Average G.R.T. (t) 12,766 9,799 15,294 - 30,320 25,578 26,712 6,535,217

Tonnes transferred 589,869 31,095 688,000 - 53,989 649,564 35,365 2,047,882


Table 7.22: Northern Terminal


Dry bulk

Liquid bulk

Total*

Average stay (hr) 94 - - - - 121 - 6,549

Average length (m) 221 - - - - 198 - 11,032

Number of ships 5 - - - - 50 - 55

Average G.R.T. (t) 19,820 - - - - 21,693 - 1,183,781

Tonnes transferred 51,142 - - - - 944,445 - 995,587


Table 7.23: Policarpo Toro berth


Dry bulk

Liquid bulk

Total*

Average stay (hr) - - - - - - 27 730

Average length (m) - - - - - - 177 4,781

Number of ships - - - - - - 27 27

Average G.R.T. (t) - - - - - - 11,749 317,232

Tonnes transferred - - - - - - 92,262 92,262


∗ Figures shown in this column are totals and not averages.

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• Information regarding the stay of cargo at San Antonio

� Containers

− Import.

The following table shows the number of days of permanence of import containers once they have arrived to San Antonio. Indirect operations are only taken into account. They correspond to cargo that is transferred and stocked in the wharehouses (Direct operations are just considered cargo transfer).

Table 7.24: Stay of import containers (number of containers) for indirect operations during 1998

Day Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Total

1 693 883 850 812 866 778 946 818 779 793 810 742 9,770

2 511 569 551 718 662 685 661 524 286 298 305 439 6,209

3 426 310 549 617 590 541 504 281 348 215 203 255 4,839

4 312 231 369 435 342 328 374 251 186 144 170 111 3,253

5 274 207 348 299 241 183 314 182 137 112 195 86 2,578

6 169 119 413 216 114 148 246 182 175 124 117 110 2,133

7 207 134 275 249 171 175 186 141 169 167 60 170 2,104

8 223 81 165 181 128 135 143 124 119 77 56 81 1,513

9 107 98 83 107 103 98 107 82 100 49 37 53 1,024

10 94 76 151 71 109 96 102 54 87 66 38 23 967

11 or more

1,076 1,219 960 985 927 1130 660 999 773 497 395 617 10,238


San Antonio: Average number of import containers for indirect operations per day of stay in 1998

0

200

400

600

800

1000

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Number of days

Num

ber

of c

onta

iner

s

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Table 7.25: Weighted average number of days of stay of imported containers in 1998

Months Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Total

Weighted average number of days

11.91 11.99 7.34 11.40 8.18 12.82 6.58 20.11 8.29 13.89 7.18 7.68 10.62

Source: San Antonio Company

− Export

The stacking of export containers is handled through the following contracts:

• A continuous storage, which permanently receives containers, or

• specific stacking which commences two days before the arrival of the ship.

The area in which the containers are stacked is previously agreed between the Port Company and the stevedoring company, which pays a tariff to the Port Company for the leased area.

The second type of contract is mainly used. Therefore we have presented in this section only the relevant statistics for import containers.

� General cargo

− Import.

The following table shows the number of days of permanence of import general cargo once they have arrived to San Antonio. As before, indirect operations are taken into account.

Table 7.26: Stay of import general cargo (tonnes) for indirect operations during 1998

Day Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Total

1 1,102 848 1,316 897 1,192 935 972 880 698 562 867 750 11,019

2 1,213 661 630 2,002 721 720 935 544 571 381 420 441 9,239

3 782 428 1,037 1,174 441 313 669 253 368 533 185 113 6,296

4 736 1,461 501 869 2,037 289 453 279 248 209 248 225 7,555

5 1,852 416 655 1,844 441 530 335 748 738 467 444 309 8,780

6 730 317 1,400 354 269 490 510 440 274 188 630 179 5,781

7 305 375 325 388 371 865 330 210 211 197 157 172 3,905

8 353 880 209 268 225 440 214 151 124 169 77 76 3,187

9 161 80 163 223 194 223 251 192 71 63 52 27 1,700

10 257 471 190 3,270 169 119 109 94 59 86 291 64 5,179

11 or more

3,417 6,616 4,959 4,470 1,898 1,352 3,767 4,131 1,047 8,091 4,398 1,085 45,233


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San Antonio: Average tonnage of imported general ca rgo for indirect operations per day of stay in 1998

0

200

400

600

800

1000

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Number of days

tonn

es

Table 7.27: Weighted average number of days of stay of imported general cargo in 1998

Months Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. Total

Weighted average number of days

13.27 10.49 18.55 10.99 9.46 8.39 25.03 18.15 10.90 33.17 24.19 23.25 16.92

Source: San Antonio Company

− Export.

Like containers, the contract used for export of general cargo is mostly the specific stacking. Therefore, we do not present these statistics for this type of exports.

7.3.7 Projection of demand

The Port of San Antonio has its own projection of demand, which were made by an academic project (CIAPEP or “Curso Interamericano en Preparación y Evaluación de Proyectos de Inversión”). The San Antonio Port Company has studied, different scenarios of future development of cargo handled by each of the terminals to be concessioned, using the CIAPEP methodology, for preparing the Master Plan.

These forecasts include two scenarios (low and high). The results of this analysis consider that the port will transfer approximately between 20 and 30 millions tonnes in 2020.

The relevant information in respect of the forecasted demand for the V Region, as well as for the Port of San Antonio, over next twenty years as presented in the CIAPEP study, will be available in the data room.

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7.4 Description of the port

7.4.1 Existing facilities

The port has a total area of land of 82 hectares, of which (i) 24 hectares are used for commercial activities, including the nine berths and their respective storage areas; (ii) 14 hectares are used for the fishing industry and other commercial activities; (iii) 40 hectares are used for backup facilities and infrastructure of the port activities and for its future expansion. In addition, it has a sheltered area of approximately 100 hectares. The port has approximately 1,575m of berths including 565m of newly reconstructed container berths (southern part of berth Nbr. 1, berth Nbr. 2 and berth Nbr. 3).

The berth infrastructure of the port is clearly defined by three different areas: Molo Sur Terminal, Espigón and Northern Terminal.

Figure 7.6: View of the Port of San Antonio

A description of the berths is given in Table 7.28.

Table 7.28: Berths at the Port of San Antonio Berth length Ship length Draft

Berth Nbr (m) (feet) (m) (feet)

1 210 200 10.4 34

2 250 200 10.4 34

3 250 175 10.1 33

4 and 5 341 200 9.2 30

6 and 7 321 185 7,9 and 6,2 respectively 26 and 20'06'' respectively

8 200 10.4 34

9 190 10.1 33


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The areas of the port for which concessions are to be granted are:

• berths Nbr. 1, Nbr. 2 and Nbr. 3 and their back up areas. These berths are mainly used at present for handling of containers and some general cargo. The concession includes the foreshore reclamation, which is presently under construction. The completion of these works is expected for June 1999. However, the area covered by berth Nbr. 1 North will be transferred to the concessionaire only in the year 2001, when the current operating contract expires.

• berth Nbr. 8, Northern Terminal, which is located at the North of the harbour and is designed to handle solid bulk.

It should be noted that the largest ships using the northern part of berth Nbr. 1 for dry bulk operations, overhang the southern part of berth Nbr. 1 by approximately 50m. The southern part of berth Nbr. 1 was reconstructed together with berths Nbr. 2 and Nbr. 3.

The Espigón, which comprises berths Nbr. 4 to Nbr. 7, is outside the concession. Part of it is in poor repair and it has draft limitations, 10m being the maximum dredged depth of the berths. It has two terminals, one corresponding to berths Nbr. 4 and Nbr. 5 and the other, to berths Nbr. 6 and Nbr. 7. The Espigón is a multipurpose terminal.

Berths Nbr. 4 and Nbr. 5 have a total length of 341m and a maximum allowed draft of 9.2m. They have two cranes with lifting capacity between 5 and 7.5 tonnes which are not operational. Berth Nbr. 4 is built with a sheet pile and stuffing and berth Nbr. 5 with steel pile and a platform of reinforced concrete. Berths Nbr. 6 and Nbr. 7 have a total length of 321m. The maximum drafts are 7.9 and 6.2m respectively. They have four cranes with lifting capacity of 5 tonnes each, which are not operational. Berths Nbr. 6 and Nbr. 7 were severely damaged by earthquake in March 1985 and therefore have restrictions to operate heavy cargo over the quayside. In practice, these two berths are equivalent to one berth for commercial ships, because the draft of the berth Nbr. 7 can only be used for minor ships. Berth Nbr. 7 is presently used for tug moorings.

Berth Nbr. 9 is located at the North end of the harbour. It is designed to handle liquid bulk through a system of pipes. It has a maximum draft of 10.1m. Ships of up to 190m length are authorised at this berth.

Along the remainder of the waterfront there are basic facilities for unloading of fish for local fishing ships, and pleasure craft landings.

7.4.2 Access

The port facilities are concentrated in two areas (southern and northern), separated by the fishing and recreational landings. The southern area mainly handles container and general cargo traffic whereas the northern area has periodic busy periods of bulk cargo trucking. The road connections for port traffic are generally along the waterfront to the southern access to Highway 78 which has been granted to the private sector and has been completely refurbished recently. Highway 78 leads directly to Santiago, with approximately 109 km of new motorway.

San Antonio also benefits from good rail connections, connecting San Antonio to Santiago. In relation to others ports of the V Region, San Antonio takes advantage of this excellent position moving 20 per cent. of Northern Terminal’s import cargo by rail and 80 per cent. by road. The rail operator is private (FEPASA or “Ferrocarriles del Pacífico S.A.”).

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7.4.3 The concessions

7.4.3.1 Molo Sur Terminal

General

The facilities and areas which are the subject of the concession for this sector are shown in Figure 7.7 and comprise berths Nbr. 1, Nbr. 2 and Nbr. 3, the immediate backup space for the berths, part of an area currently being reclaimed on the foreshore, two administration buildings and the associated services within the concession area. The concession covers a total area of land of 27.2 hectares. The area shown in green in Figure 7.7 will not be part of the concession.

(5)

Figure 7.7: The Molo Sur Terminal

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Berths

The berths within the concession area are shown in Figure 7.7 and listed in Table 7.29. Berth Nbr. 1 North was rebuilt and is fully operational since 1990. It is formed by three “dolphins” which allow the berthing of one ship at a time. This berth has a “mechanical tower” with conveyor belts, which permits cargo transfer from two warehouses to the ship. It has a transfer efficiency of 750 tonnes/hr., a maximum draft of 10.4m and a 210m length. Berths Nbr. 1 South, Nbr. 2 and Nbr. 3, specialised in container handling, have a total length of 565m and a maximum draft of 10.4m. Since March 1997, they have two gantry cranes with an average efficiency of 25 containers/hour. These cranes are owned and operated by EQUIPSA. Further on in the process, the Port Company will inform bidders about the status of such equipment. The berths are designed for earthquake conditions. Berth Nbr. 3 has an additional margin of safety for seismic events (Table 7.30).

Figure 7.8: View of the Molo Sur Terminal

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Table 7.29: Berths included in the Molo Sur Terminal at San Antonio

Berth Length (m)

Dredged depth/ authorised draft

Year built Construction details

Nbr. 1 North 145 10.4m draft 1990 Three dolphins and a jetty head

Nbr. 1 South 65 -12m LLW, 10.4m draft

1992 Concrete deck on driven tubular steel piles.

Nbr. 2 250 -12m LLW, 10.4m draft


Nbr. 3 250 -12m LLW, 10.1m draft



The berths are equipped with bollards, Trellex fenders with fender panels faced with low friction covering and crane rails for Panamax gantry cranes.

The piles are painted and have a cathodic protection system installed.

The design criteria for berths Nbr. 1 South, Nbr. 2 and Nbr. 3 are given in Table 7.30.

Table 7.30: Design criteria for berths Nbr. 1 South, Nbr. 2 and Nbr. 3 at San Antonio

Load Criteria

Uniform load Normal = 2.5 t/m2 Seismic = 1.25 t/m2

Seismic coefficient Berth Nbr. 1 and Nbr. 2: 0.20; Berth Nbr. 3: 0.25

Equipment Portainer, 50 t capacity, 800 t weight, rail gauge 24.4m, 25 t/m sea rail, 20 t/m land rail.

Wind 27 m/s on vessels

Berthing 0.15 m/s, Energy 53 tm, spacing 18m

Bollard 100 tonnes

Tide amplitude Max: 1.8m LLW; Min: - 0.02m LLW


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Table 7.31: Concession condition of the berths

Facility Backup area

(hectares 1)

Initial condition Comments

Berth Nbr. 1 North and Backup area

2.4 Current contract operation granted to Minera Disputada de Las Condes (of which 0.7 is docking area) (5)

Available, once the present contract ends in 2001

Berth Nbr. 1 South, Berth Nbr. 2 and Berth Nbr. 3

1.7 Operating containers (docking area)

Available at the beginning of the concession period

Backup area for Berth Nbr. 2 and Berth Nbr. 3

19.3 Operating containers. Access routes, partially operating

Available at the beginning of the concession period

Other areas included in the concession

3.1

0.3

2.8

Land not consolidated (1)

Current tanks area granted to Terminales Químicos S.A.(2)

Other current concessions: Planta Pesquera (3) Terminal de Contenedores (4)

Their development and exploitation will be according to projects, surfaces,and opportunities that the concessionaire determines

Available once the current concession ends in 2001

Available when the current occupant delivers the area

Source: San Antonio Port Company Notes 1, 2, 3, 4 and 5: These figures correspond to the figure 7.7

Buildings

There is a two-storey building on the concession site described in Table 7.32. An additional three-storey building is located in the area “Nueva Aurora”, at the Northeast of the container yard (see Figure 7.2).

Table 7.32: Buildings included in the Molo Sur concession at San Antonio

Building Size

Substation with toilets, and office on upper floor 300 m2 at ground level 100 m2 on upper floor

Offices on the three floors 191.5 m2 at ground level 141 m2 on the second floor 141 m2 on the third floor

“Nueva Aurora” administration building Three floors of 300 m2 each one


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Paved Areas

The paved areas within the concession are listed in Table 7.31. The backup areas to berths Nbr. 2 and Nbr. 3 were built at the same time as the berths. Presently under construction is a foreshore reclamation, where material obtained from a rock cliff near berth Nbr. 8 is being used. A substantial breakwater incorporating artificial armour units will protect the reclamation. The Port Company will complete the reclamation, and install paving and services.

San Antonio does not have significant container yard capacity, however this is not essential due to the short period of permanence of the cargo transferred through the port (this is shown in Section 7.3.6).

In general, experience has shown that the most critical constraint on capacity is quay length rather than container yard capacity. Yard capacity constraint problems can be resolved either by off-docks solutions or by higher storage charges to solve the problem of long stay containers. Similarly equipment such as cranes and yard gantries can be varied with relative ease according to requirements.

The figures in Table 7.33 are gross areas, including internal roadways, measured from the berth line up to the fence line at the breakwater. The fence line is assumed to be inside the future proposed road link to berth Nbr. 1, which passes between the concession area and the breakwater and is taken as 100m from the berth line for the complete 565m length of berths Nbr. 1 South, Nbr. 2 and Nbr. 3.

Table 7.33: Paved areas in the Molo Sur concession at San Antonio

Area Surface area m2

Surface Construction

Backup to berth Nbr. 1 12,000 Concrete block paving This area has pavement for the operation of the dry bulk terminal

Backup to berth Nbr. 2 28,000 Concrete block paving Pavement in good condition

Backup to berth Nbr. 3 28,000 Concrete block paving Pavement in good condition

Foreshore reclamation 35,000 Concrete block paving Under construction, will be available in March 1999


The pavements within the concession area are designed to support 4-high stacks of full containers with an average weight of 20 tonnes and allow for top lifting of full 40 foot containers.

Services

� Electricity and lighting

Electricity for the Molo Sur Terminal concession can be provided through the existing substation which is described in Table 7.34. This substation will be for the sole use of the concessionaire. However it is intended that the concessionaire will arrange independent supply for that substation from the nearest transformer which is about 1 km away.

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Table 7.34: Substations within the Molo Sur Terminal at San Antonio

Substation Capacity Supply to

Behind berth Nbr. 2 To be arranged by the concessionaire

Office above substation, high mast lighting towers, container cranes.


Lighting towers are 30m high and distributed throughout the backup area to the berths. The extension of this network to the foreshore reclamation area is included in the works being carried out by the San Antonio Port Company.

� Firefighting

The Molo Sur terminal has a firefighting system operating through a network of high density and 4’’ diametre PVC tubes. This system is supplied by sea water through power-driven pumps located in the administration building of the terminal. The extension of the existing firefighting system to the foreshore reclamation area is included in those works.

� Sewage and storm water drainage

Sewage water from the buildings and toilet blocks is connected to the port main sewers. Storm water is discharged directly to the harbour.

� Drinking water

In the Molo Sur terminal, there are two drinking water networks, which are supplied from the outside of the port area by the company Aguasquinta. One of them is located along the berths to supply the vessels and the other one is on the parapet and serves Compañía Minera Disputada de Las Condes S.A.

Equipment

The port will not provide any equipment with the concession. However, as explained in Section 7.4.3.1, there are currently two privately-owned ship-to-shore rail-mounted Panamax gantry cranes on the berths Nbr. 2 and Nbr. 3. More information about the status of these gantries will be available during the process.

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7.4.3.2 Northern Terminal

General

The facilities of the Northern Terminal concession are shown in Figure 7.9 and comprise berth Nbr. 8 with the associated backup area (approximately 1.4 hectares), some of which is being created as a result of quarrying for fill and armour rock for the foreshore reclamation in Molo Sur Terminal. There are no significant permanent buildings on the concession site and power is supplied through two small ground-mounted 300 kVA transformer units. The backup area is limited to the west by the facilities of the Policarpo Toro berth and at the east by the area of a fishery.

Figure 7.9: The Northern Terminal

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Berth

Berth Nbr. 8 comprises an approach jetty, jetty head and two berthing dolphins as described in Table 7.35. These facilities were constructed in 1973 although some additional piling was carried out in the mid 1980’s. The berth began its operations in April 1987. The berth is a reinforced concrete platform of 37m length and 19m width, constructed on metal piles. The maximum authorised draft is 10.4m. The dock has a mechanised plant, allowing it to unload products from the ship to the loading of trucks and trains through a system composed of an unloading tower, conveyor belts and cargo reception. The grab crane and the west conveyor belt system do not belong to the Port Company and will not be included in the concession. Only the east conveyor belt system, the loading hopper and the weighing machines as described in Table 7.35 will be included in the concession. The transfer system requires changes in the position of the ship at the berth in order to access the cargo in the ship through different hatchways. This manoeuvre requires time and specialised operations. The dock does not have warehouses for cargo deposit. This is the reason why the unloading process requires a significant and continuous flow of trucks and trains in order to ensure the speed of the dispatch of cargo to maintain the efficiency of the operations.

Figure 7.10: View of The Northern Terminal

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Set out below are the berth facilities to be included in the concession.

Table 7.35: Berth facilities in the Northern Terminal concession

Item Function Size (m)

Construction

Approach jetty Vehicle access and support of conveyors

Length 50 Rendhex piles with steel beam crossheads supporting a steel beam and concrete slab deck.

Jetty head Mooring, berthing access and support of rail-mounted grab unloader

Length 37

Width 19

Tubular steel piles supporting a steel beam and concrete slab deck.

2 dolphins Mooring and berthing 10 x 10


The pile cathodic protection is regularly controled and repaired if necessary.

The dolphins and jetty head are equipped with cell fenders and front panels. Mooring points are provided on the dolphins and the ends of the jetty head.

Buildings

There are three small masonry security houses of 3 to 4 m2. Moreover there is a wooden one-storey office building of 70 m2.

Mooring facilities

The mooring facilities are on the east side, including bollards formed by metallic piles and a buoy with casting anchor system; on the west side, mooring points on the coast.

Paved areas

The backup area between the shore and the existing public road is partly paved, some parts in concrete slabs, and some in tarmac. The area being created by quarrying on the north side of the public road will be delivered level but unsurfaced.

Access

The road access to berth Nbr. 8 from the inland routes is along the waterfront of the city of San Antonio.

Berth Nbr. 8 site has twin rail tracks which run beneath the loading hopper, pass along the waterfront, and connect to the main rail network.

Services

� Electricity and lighting

Electricity for the Northern Terminal concession can be provided through the existing substation described in Table 7.36. This substation will be for the sole use of the concessionaire.

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Table 7.36: Substation within the Northern Terminal concession at San Antonio

Substation Capacity (kVA) Main function

Behind berth Nbr. 8 300 Office above substation, high mast lighting towers, conveyor and cranes


Lighting is distributed throughout the back up area to the berths.

� Drinking water

The Espigón and the Northern Sector have currently a common drinking water system, used for firefighting as well as water services to the ships. This system is supplied from outside of the port area by Aguasquinta.

Equipment

The equipment on the jetty head approach and unloading bay is described in Table 7.37. There are two conveyor systems on the approach, both leading to the unloading bays on the shore. The jetty head is only 37m long and the grab crane rails do not extend over the full length.

In order to maintain continuity of the operations, the port will provide the equipment of its property while the concessionaire sets up the new facilities.

Table 7.37: Berth equipment in the Northern Terminal concession

Item Function Owner Construction and Condition

East conveyor system Fed directly by rail-mounted grab crane

Port Co. Constructed in 1950’s

Loading hopper Loading of trucks and rail wagons

Port Co.

Weighing machine To weigh trucks Port Co. 60 tonne capacity

Grab crane Unloading dry bulk material

7,000 tonnes/day

Private

Constructed in 1950’s. Rail-mounted. Steel joist construction

West conveyor system

Fed by ships gear into mobile hopper

Private Welded structural steel sections


Future development

It is expected that the concessionaire will build and operate a modern terminal which will have an improved minimum average transfer speed per day and that the investments will be completed within 24 months after signing the concession contract. The relevant figures will be indicated in the Terms of Reference.

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7.5 Investment schedule

Each Port Company will be in charge of producing two types of investment programmes, the Master Plan (“Plan Maestro”) and the Suggested Investment Schedule (“Calendario Referencial de Inversiones”). These documents have to be approved and up dated from time to time by the Board of Directors of the San Antonio Port Company. In addition, these documents must be public and have to set up an investment reference for the San Antonio Port Company.

7.5.1 Master Plan

The Master Plan defines the current and future use of the land and maritime areas of the port as well as their development in order to meet the forecasted demand of port services.

The following map shows the current use of the port areas set up by the Master Plan.

Figure 7.11: Current use of areas

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The definition of the future development of the port areas is realised on the basis of forecast demand for port services. These forecasts, as described above, were prepared by the San Antonio Port Company, with the methodology used by CIAPEP and will be available in the data room.

Accordingly, the Master Plan proposes the following main developments:

• In the Molo Sur, the reconstruction of 145m of berth Nbr. 1 for handling containers and general cargo as an addition to the dry bulk operations and a southern extension of 65m of berth Nbr. 3;

• A major expansion of the harbour by excavation of new basin to the south of the existing basin, forward the river Maipo and construction of a fish handling berth, a new container yard and two container berths;

• In the Costanera sector, construction of 440m of the Northern berth and 180m of the Southern berth;

• In the Espigón sector, repair of pavements with the furnishing and strengthening of berth Nbr. 4 and rebuilding of berths Nbr. 6 and Nbr. 7 in order to increase the storage area on the Espigón; and

• In the Northern Terminal, rehabilitation and reconstruction of berth Nbr. 8 together with the expansion of the backup area, extension of berth Nbr. 8 to the west in order to have a second bulk berth and deviation of the public road to the edge of the site.

This is a summary description of the Master Plan. The complete version will be available in the Data Room.

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The following map shows the use of the port areas set up by the Master Plan for 5 years

Figure 7.12: Use of areas - five year term

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The following map shows the use of the port areas set up by the Master Plan for 20 years.

Figure 7.13: Use of areas - Twenty year term

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7.5.2 Suggested Investment Schedule

The Suggested Investment Schedule is a schedule of investments for the Port of San Antonio, to be published by the San Antonio Port Company covering a period of five years. The Investment Schedule is derived in conjunction with the overall Master Plan objectives and involves a more detailed appraisal of the cost effectiveness of proposed investments in the immediate five-year period. In the appraisal, possible investments are identified, their capital cost estimated and then the scheme is tested against economic performance criteria.

In order to meet the forecast demand, a number of investments have been identified in this Suggested Investment Schedule:

• construction of the backup area of berth Nbr. 3, with an estimated cost of US$ 11 million, currently under construction;

• improvement of the bulk terminal in the Northern Terminal, with an estimated cost of US$ 18.2 million, including:

� expansion of the berth;

� provision of bulk unloading system;

� setting up of silos as well as warehouses and backup areas; and

� improvement of railway and road networks.

It is expected that the concessionaire of the Northern Terminal will develop a project that will meet the Port’s objectives.

• additional equipment in the Molo Sur Terminal consisting of two additional gantry cranes on berth Nbr. 2 and Nbr. 3 and provision of additional yard equipment to match, with an estimated cost of US$ 15 million;

The concessionaire of the Molo Sur Terminal, as well as the concessionaire of the Northern Terminal, shall decide what and when to invest in order to comply with the concessions’ requirements.

The next set of projects will be developed under one or several mechanisms described in Law Nbr. 19,542, e.g. concession, partnership or lease.

• construction of a new container yard called “Ex-Nueva Aurora”, with an estimated cost of US$ 2.3 million, including:

� paving of approximately 26,000 m2;

� high mast lighting towers;

� network of drinking water;

� network of rain water drainage; and

� location systems of mobiles offices.

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• improvement of the container terminal, specially the pavement, with an estimated cost of US$ 800,000;

• construction of the Southern Access, with an estimated cost of US$ 2.2 million, including:

� a control system of entrance and exit of trucks; and

� the setting up of facilities for the control of the National Custom Service and the Department of Agriculture.

This is a summary description of the Suggested Investment Schedule. The complete version will be available in the data room.

The following table shows the indicative timetable for the completion of the projects

Table 7.38: Suggested Investment Schedule

Project 1998 1999 2000 2001 2002

Construction of the backup area of berth Nbr. 3

I O

Improvement of the bulk terminal in the Northern Terminal

I O

Additional equipment of the sector Molo Sur

I O

Construction of the area called “Ex-Nueva Aurora”

I I, O O

Improvement of the container terminal

I I, O I, O

Construction of the Southern access

I O

Source: San Antonio Port Company I: Investment O: Operation

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