What balance does Puerto San Antonio make regarding the state of cargo recovery that is being experienced this first semester, after the most complicated part of the economic disruption derived from the COVID-19 pandemic has passed but which currently generates externalities in terms of commercial and operational in the port logistics chain and international trade? Between January and July of this year, San Antonio transferred 14,371,465 tons of general cargo, a data that represents 11% more than the same period in 2020, which is obviously a positive balance and that makes us happy. San Antonio’s leadership in the transfer of different types of merchandise is due to the commitment of many actors, including concessionaires, port workers, EPSA’s own collaborators, truckers, etc. On the other hand, port congestion is a global phenomenon that has changed market conditions, with processes in the international logistics chain that go far beyond a rate determined by one port or another. In fact, the cost to move a container today costs US $ 10,000 versus US $ 1,000 a year ago, which naturally is a foreign matter to us and that responds to the costs that shipping companies charge to cargo not only in Chile Instead, we are talking about a rise that affects cargo globally. Regarding port rates, San Antonio has one of the lowest TUPs in the Chilean port system and there has been no increase in that value for two years. However, there are some factors that are beyond our scope of action related to the removal of cargo that has already been unloaded and it is here that we continue to work together with other actors in the logistics chain to inject more efficiency into the land process and reduce times. The port works 24/7, 365 days a year, however, the other end of the chain, which are those who receive the cargo or send its removal from the port, are not doing it at the same times, generating a lag of this cargo and that our port storage capacity is completed, making cargo dispatches or receptions less efficient. We have had good results in asking the actors for greater coordination, for example, we created a table with the ANAC (association of car importers). With them, a weekly table was created in which withdrawals were coordinated in third shifts and new areas were set up for reception and dispatch. The cargo owners have indeed expressed their concern about these situations, which when explained understand where it is generated. And the effort that is requested of them is that they can operate continuously like the port terminals, from the removal of cargo from the ports, to the reception in their warehouses, especially for shipments that leave direct from maritime concessionaires in address to consignee facilities. How is the port handling the growing storm surge problem and all the externalities that this generates? For the specific case of closure due to storm surges or weather conditions, it should be noted that it is not a measure that is taken arbitrarily and there are several entities involved in it. We must ensure, above all, so that the tasks are carried out safely, without jeopardizing the integrity of our workers, the maritime infrastructure and the environment, nor of the cargo to be mobilized. The one that dictates the parameters to determine the closure or restrictions of the port operation is the Maritime Authority, with whom we are in permanent contact to face adverse weather conditions and a joint work on the matter to be able to modify the maximum wave height allowed in operations. departure and landfall of the ships that carry out cargo transfer in our 4 concessioned terminals. Competitiveness is very relevant, and to be competitive we need to have the port open and safely for as many days as possible. In this sense, it should be noted that San Antonio became the first port in the country to have a robust and integrated system of electronic lines to allow the entry of ships with reduced visibility. These are virtual signs that allow boats to land without the need to have all the physical lines visible. On the other hand, we currently have a wave forecasting system, which allows us to more precisely plan our operation in the face of meteorological events that affect our coast. The reinforcement of the real-time measurement system for Winds, Tides, Waves and Visibility (VCMOV) is also part of the plan, which involved the installation of a second meteorological station and a second oceanographic monitoring buoy. This will generate better data for the Maritime Authority to make decisions regarding port restrictions or closures. Another milestone related to the efficiency of the operation is related to the simulator of the Maritime Instruction and Training Center (CIMAR), with which the San Antonio bay, the port facilities and the type of ships that call were recreated. Regarding the projects in the short and medium term, there is a coordinated effort between the Maritime Authority and the concessionaires to execute a plan that allows to efficiently face this type of natural phenomena, in order to improve the current Vessel Traffic Control System (VTS). We also look forward to the next installation of the Integrated Port Control Center (CICPort), a project that will consist of a building where there will be personnel from Puerto San Antonio and the Chilean Navy in charge of operation and maintenance. This seeks to provide greater security to ships, increase traffic control and thus make more efficient decision-making to open and close ports, taking advantage of the available time windows in a better way. Regarding the Outer Port Project, what is its status and how is the city-port relationship with the new municipal authorities of San Antonio viewed? As for the Exterior Port, it is a project of the State of Chile that will ensure the necessary port operation for the next 100 years that the country requires. It will gradually expand the cargo transfer capacity in San Antonio until it reaches a total of 6 million TEU / year, more than doubling the current transfer capacity of the Valparaíso Region. With this, we will also be enabled to serve state-of-the-art container ships of 400 meters in length (long), which currently cannot dock in any port in the country. It will have positive impacts on the commune and province of San Antonio, allowing great economic activity and generating significant benefits in terms of direct and indirect jobs, road connectivity, housing, gastronomy, tourism and local commerce, among other areas. In terms of employment, only in the construction phase of the project, which would last approximately 8 years, will require the hiring of 1,100 workers, reaching a peak of around 2,200 jobs in the period of greatest demand. Likewise, by the time the Outer Port is operating at full capacity, 2,000 new port and logistics workers will be added to the operation, which will be added to the current staffing. Continuing with the environmental processing of the Puerto Exterior project and once the citizen participation has been concluded, in March of this year we asked the Environmental Assessment Service for an extension until May 31, 2022 to provide satisfactory responses to the observations contained in the Consolidated Report of Request for Clarifications, Rectifications and / or Extensions (ICSARA). The request is based on the fact that the inquiries received will require responses based on the execution of specific studies and activities in the field that must necessarily cover the four seasons of the year, together with the preparation of reports that, as a whole, will allow to deliver in an adequate way. the answers to the clarifications, rectifications and / or extensions requested. The Outer Port of San Antonio is an opportunity to achieve an adequate harmony between port activity and the city, since it will provide answers to current problems and will allow the creation of a new urban order for San Antonio. We are convinced that dialogue is the formula to achieve the development of the entire province and to establish a correct city-port relationship. For this reason, we are already managing official conversations with the newly assumed authorities to build a new way of relating, without prejudice to the fact that we have already had some phone calls and we held a meeting with some councilors who asked us to learn about the tourism project works on the ground called North Coastal Walk. We want to emphasize that, in the design stage of the Outer Port of San Antonio, one of the priorities has been that the project represents an urban contribution. For the construction phase, the use of railway infrastructure and new road solutions has been considered, with the aim of reducing the number of vehicles in charge of transporting stone material in cities, and, consequently, its possible impacts on urban roads from San Antonio and Llolleo. Trans-Port 2021 will offer a wide range of presentations on best practices and success stories at a global level in matters of digitization and sustainability. How does Puerto San Antonio receive the invitation to participate in this event and what expectations does it generate? The event has broad institutional support from the public and private sectors, with Puerto San Antonio being one of the main sponsors. It attracts thousands of people and exhibits shipping companies, manufacturers of ships, products and everything related to maritime matters. It is a window of this sector for the whole world, and San Antonio has to be present, not only because of the relevance of our port today, but also because we are committed to an important project that is to increase cargo transfer capacity. This international body allows the exchange of exhibitions, technologies and information. It is an ideal meeting point to socialize a project as important as the Outer Port. We decided to be one of the main sponsors of Trans-Port 2021 because we are assuming our role as a strategic port in the country, and also considering the tremendous challenge that our growth project implies.
