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Pre Arrival:  Overview | Location | Charts | Docs | Max. Size   ...
Arrival:  Arrival | Approach | Pilots | Anchor
Communications:  Pratique | Pre-Arrival | VHF | VTS/Radar
Berthing Ops:  Tugs | Berths | Mooring
Cargo:  Tankers | Gas | Hoses | Cargo
Pollution:  Ballast | Pollution | Waste
Facilities:  Medical | Water | Fuel | Chandler | Stores   ...
Security:  Police etc | Security | Piracy | Regs
Local Info:  Time | Weather
Misc:  Authority | Agent
Report:  Report


Max. Size:  Tankers:  LOA 240 m., draft 11.8 m. Gas:  Displacement 80,000 tonnes, LOA 250 m., draft 12.7 m.
Fuel:  Available.
Airport:  Sao Paulo Congonhas Domestic, 50 km. Sao Paulo Guarulhos Int'l, 60 km.

Port Plans

Port Layout ( Icon kml , Icon port plans )
Berths P1A and P2A ( Icon kml , Icon port plans )
Berth P1A ( Icon kml , Icon port plans )
Berth P2A ( Icon kml , Icon port plans )

ACE Reports

General:  The port limits are a line from Ponta Itaipu in the west to Ponta Munduba in the east.
In terms of trade the largest port in South America and the principal port of Brazil handling most of the coffee exports. Situated on the confluence of several small rivers which have been canalised. The total length, including the extension of Canal de Piacaguera to the industrial complex at its northern end, is 10 miles.
General cargo wharves are continuous on the SW side for 5.5 n.m. New container and dry bulk berths on NE side with recently completed rail link from Barnabe Island.
Petroleum berths at Barnabe Island 5.5 n.m. from the port entrance on NE side and at Alemoa on south bank 7 n.m. from entrance.
Brazilian charts of Santos seem to be very difficult to obtain, after trying in Santos itself and Rio. BA Chart No. 19 refers.
Arrival:  Vessels up to 32 ft. can leave/arrive 24 hours a day any time. Over 32 ft. depends on tide. Generally arrive and berth 2 hours before HW.
Standard Quarantine message to be cabled through Agent 24 hours beforehand.
Anchorage:  Outer:  The general area is to east and west of the channel. The various designated areas on BA 19 seem to have little relevance and vessel's position depends on draft. The closer in, the more the ground swell is apparent. Large vessels seem to favour 1.5 n.m. south of Ponta Grossa, with plenty of cable.
Inner:  Various river anchorages are used, all fairly to very full and require engines to keep clear of other vessels when swinging to tide. One anchor. Tugs used to swing vessel on heaving up.
Approach:  The coast being hilly with cliffs provides good positions. Bottom is gently shelving to 50 ft. at Outer Buoy, 4.5 n.m. from port entrance.
Large ground swells are often encountered.
Pilot:  Pilot joins and leaves from dull red cutter between Buoys No. 7 and 8, about 1.75 n.m. from Pt. Fortaleza the port entrance. He will not come outside as indicated on BA 19. Reasonable English spoken. About 1.5 hours from No. 7 Buoy (Pilot) to Alemoa Berths. Drafts quoted in feet and inches.
For night-time sailing/arrival, Pilot must be ordered before 1730 hrs. to move up to 0700 hrs. next morning.
Channel:  From Buoys No. 1–7, dredged to 48 ft. Buoys No. 1–6, sufficient water outside channel for all vessels liable to use port.
Buoy No. 6 inwards max. draft 36 ft. 6 in. to Industrial Complex at the north end of Canal de Piacaguera. Not all berths of this depth.
Buoyage south of Buoys No. 7–1 very liable to shift position and have lights extinguished. Not to be relied on at all.
In southerly winds the ground swell is very large and in deep draft vessels can make steering very difficult.
We entered at 34 ft., 2 hours before HW and to negotiate the channel to Buoy No. 8 was a bit difficult.
VHF:  Pilot: Call ``Santos Pilot'' who listens on VHF Channel 16 and works on VHF Channels 10 and 11.
Bunkers: Call ``Estrela'', VHF Channel 12.
Repairs: Work VHF Channel 6.
Public Correspondence: ``Santos Radio'', call VHF Channel 16, works VHF Channel 25, 26 and 27. Local and international calls. Good and efficient. English good.
Tugs:  15 ship-handling tugs in port, with power from 505–2,236 h.p. Large vessels generally have four. Two ship's lines used. Most vessels proceeding above Itapema Point, at new container berth take tugs one ahead and astern two alongside. Down river tugs depart at Itapema Point.
Berth – Alemoa:  Alemoa Berths about 7.5 miles from sea on south bank comprise two concrete pile jetties at end of pier. The berths are owned by the Port Authority and leased to Petrobras the state oil company for product and LPG transfers.
Length of vessel depends on turning basin just off berths. Max. length is 300 m.
Max. draft is 34 ft. Although at LW there is only about 32 ft. alongside berth face. Very soft mud.
Large vessels berth port side to. Small coastwise vessels berth either way. Both berths capable of same product range.
Density 1011–1015.
Moorings – Alemoa:  3-3-2 each end. There is a small mooring launch which takes one line at a time.
Fenders:  Three large timber faced flat fenders on rubber shock absorbers.
Gangway:  Difficult to land accommodation ladder. We used BOT-type which was very steep at completion, to after dolphin.
Lines – Alemoa:  Each berth has two refrigerated chicksans, at the western end, one vapour 10 in. and one liquid 12 in. (westernmost), both 150 ASA couplings. Unfortunately both sets have severe leaks on all joints.
After trying liquid arms at both Berths No. 1 and 2, we ended up by using our low discharge pipe with both our flexible hoses plus two shore hoses giving approx. 24 m. length from ship side rail. The connection on shore main line (16 in.) to chicksan was uncoupled and flexible hoses with reducer coupled up to main line.
The terminal says it is now going to construct a T-piece in line below chicksan to by-pass same and take flexible hoses.
At the eastern end of both berths are liquid and vapour butadiene chicksans (8 in. and 6 in. respectively). These will be converted for VCM use next year (1982).
There are two sets of pressure/semi-refrigerated LPG chicksans (liquid 12 in. and 10 in., vapour 10 in. and 8 in.) situated between butadiene and refrigerated chiksans.
Plus four AVGAS chiksans on each berth.
Max. airdraft of LPG chiksans is 20 m. (HW).
Discharge:  Varies greatly from 100–600 t.p.h. depending on shore tank pressures. VRL always coupled to ship.
Terminal says fastest discharge has been 1,200 cm. per hour on butane. We were only second refrigerated ship with import cargo to berth at jetty.
Shore tank pressure problems seem to occur frequently and the VRL is often required for return to ship.
Two points to watch are incompatible product being returned and liquid in vapour line arm which occurs when liquid/vapour cross-over valve on quay does not seat properly. This is a small auto valve about 5 m. inboard of chicksan arms and should be checked before shore require VRL used.
Reasonable co-operation, if the Manager or Assistant Manager can be contacted they are very helpful.
On completion the terminal will blow hot vapour back.
Fresh Water:  From meter on jetty – both piers. Port Authority connects/disconnects and arrange in advance. About 10 tonnes per hour at GBP1.50 per tonne (9/81).
Bunkers: By barge both heavy and diesel. Barges' maximum capacity about 500 tonnes, pump at 150 t.p.h. Prices very competitive (9/81).
Repairs:  Several repair firms in area covering most types of work. We used Metalock for motors and pipework. Collected and returned by launch. Very quick and competitive service.
Lube Oils:  All obtainable but only by drums from barges at Alemoa. On dry cargo/non inflammable berths large quantities can be pumped from tank truck.
All international oil companies have to use Petrobras.
Transport:  Agent advises from Alemoa use mini-bus at night due to muggings, etc. We used a bus to town and everyone used their own taxi back.
8-seater mini-bus.
Agent:  All tankers have to use Petrobras Agent – L Figeiredo SA (cable Doralice). Seemed very efficient and was extremely attentive and helpful.
Communications:  Tlx: International.
Tel: STD (and works) very clear to UK.
Cables: Rio de Janeiro Radio, ``PPR'' – efficient.
Brazilian Flag:  Very particular. Must be lowered at sunset and hoisted again at sunrise and be in good condition.
Pollution/Garbage:  Very strict. Garbage drums to be inboard with lids on them. Nothing to go overboard. Collection service available.
Holidays:  Difficult to get services on weekends and public holidays, so arrange well in advance.
Formalities:  Shore Passes:  Some form of identification is required when going ashore. For this purpose an official Brazilian Shore Pass is obtainable which should have crew member's photograph and particulars on it.
Personnel stopped by police and showing this pass seem to be in better position than those having no pass or foreign ID card.
Forms: Have large quantity of following ready: Crew Lists, Personal Declaration, Store List, Ship Information, Bond List, Vaccination, Personnel for Repatriation and Effects. Sight Ship's Certificates.
Generally no difficulties as long as everything ready. Bond will be visited.
Repatriation:  Through Sao Paulo Airport – a 2-hour drive from Santos.
Customs have to check baggage on ship or baggage has to be landed before departure with full list of electronic equipment (radios, etc. and cameras).
Agent requires details of flight and passport numbers three days before departure.
General:  The plant was opened in 1979.
Basic design is by Technigaz of France and construction by a Brazilian company. Most of the equipment is of US design made in Brazil under licence. This causes problems over maintenance and spares.
The plant is a shipping terminal drawing LPG from refineries in the South of the country and from around Sao Paulo and re-shipping it to localities up and down the coast.
Every so often there is a requirement for import feedstock, about 10,000 tonnes every two months to boost local supplies.
LPG can be pumped under pressure to Sao Paulo.
Tanks:  4×10,000 tonnes nominal capacity refrigerated LPG tanks with polystyrene insulation built by Chicago Bridge and Iron Co. in 1978.
Two for butane and two for propane.
Two pressure spheres of 2,500 tonnes nominal capacity.
Four semi-refrigerated spheres of 3,000 tonnes nominal capacity. These will be converted for use to VCM in 1982 a fact which considerably worries the maintenance staff.
Plant:  Each refrigerated tank has own boil off unit – total four.
Two flash gas units can be connected to any tank to back up boil off units.
Three units convert pressure LPG from spheres to fully refrigerated LPG each with an output of 80 t.p.h. of condensate.
The refrigerant used on all units is propylene which is quite successful. Freon R22 used to be used but considerable losses were being experienced plus it was more expensive.
All units work on the cascade principle. The sea water cooling being derived from a pump house on the pier. Two electric pumps backed up by two diesel driven pumps all designed by Worthington.
All compressors are of the piston type designed by Ingersoll Rand USA and constructed in Brazil under licence.
Heaters, Etc:  For transfer of refrigerated LPG to pressure spheres, three sea water heaters are employed.
Two dessicant drying towers are employed from spheres to refrigerated storage.
For refrigerated LPG transfer eight Worthington deepwell pumps of 300 cu.m./hr. are available.
All anti-freeze used in the plant is alcohol derived from sugar cane which Brazil has pioneered for use in car engines.
SHIPMASTER'S REPORT: February 2001 Vessel:  LPG carrier, 78,000 cu.m.
Cargo:  Propane and butane.
Charts:  BA Chart No. 19.
Documents:  Only the Agent boarded our vessel on arrival, collecting all the required papers.
Documents required on arrival are:
8 Crew Lists
3 Stores Lists
3 Passenger (Nil) Lists
3 Bonded Stores Lists
3 Provisions Lists
3 Narcotics Lists
1 Vaccination List
1 Maritime Health Declaration.
Crew Lists must be prepared giving the Seaman's Book numbers (either nationality or flag is acceptable), not passport. For those persons not holding a valid Seaman's Book, such as supernumeraries (crew members' wives), passport with a valid Brazilian Visa must be available, otherwise a fine of approx. USD450 per person will be enforced. If a fine is levied at the first Brazilian port of call, it is valid for all subsequent Brazilian ports on that voyage. A valid working contract is also acceptable in lieu of the Seaman's Book or Visa.
Crew members' vaccination papers were not required to be presented on arrival.
Pilotage:  The Pilot boards promptly at Buoy No. 1 from a well-handled red hulled pilot cutter. The Pilot spoke good English and was competent. There were some pleasure craft manoeuvring between Buoys No. 1 and No. 8, but they posed no particular hindrance to our vessel's navigation.
Passage from Buoy No. 1 to the Alemoa Berth took approx. 1 hour.
Approaches:  Our vessel approached the port from the north during a multi-port coastal discharge. The leading marks in the approach channel are clearly visible, although on this occasion a racon was found to be operational on the rear light. All buoys in the approach channel were present as charted.
Anchorages:  Our vessel anchored in a position with Punta Munduba, bearing 004°(T) × 5 miles.
Although various anchorages are designated as marked on BA Chart No. 19, there is no restriction on anchoring in any particular anchorage. Some ships were seen anchored 10–12 miles off the port, possibly as an anti-piracy precaution. Marine police boats continuously patrol the area, although there have been no reported piracy incidents recently, either at the anchorages or berths.
Restrictions:  Tankers berth/unberth during daylight hours only.
Max. Size:  Our vessel berthed having max. draft 8.7 m.
Radio:  Although the Brazilian SISTRAM (Maritime Traffic Reporting and Search and Rescue (SAR) System) reporting is voluntary, it has been reported to have become compulsory by the local authorities. Our vessel participated in SISTRAM throughout. No compliance was however verified.
VHF:  Initial contact with the Pilot Station was possible, approx. 2 hours before our arrival.
Tugs:  Three tugs were used for berthing. They were made fast between Quays No. 25–15.
Berthing:  We berthed port side alongside at Alemoa Berth No. 2. Berth No. 1, which is designed for larger vessels, was undergoing repairs/dredging on our arrival.
The final mooring line tie-up was seven wires fore and aft.
Discharging:  Cargo sampling and analysis takes approx. 3 hours. Due to the restriction of available space in the shore refrigerated tanks, our vessel was required to discharge to pressurised storage tanks without using the booster pumps. Initially propane and then butane were discharged through a single pipeline ashore. Occasional stoppages of 1–2 hours occurred, so allowing the terminal to discharge to tank trucks.
After 48 hours at the berth, during which time our vessel discharged 11,000 tonnes of propane and 3,000 tonnes of butane, we had to vacate the berth to accommodate a Petrobras tanker, so we proceeded to the outer anchorage.
When we berthed again at the terminal, it was at Alemoa Berth No. 1 that had in the meantime completed the maintenance work. Our vessel initially experienced some difficulties in discharging, due to the shore tanks having just been recommissioned and not being fully cooled down.
After a few attempted starts/stops, we decided to run our own cooling plant and cool down the vapour returned from ashore. Once this had been initiated, the discharge proceeded smoothly but slowly, achieving an average discharge rate of 350 tonnes/hr. The particular shore pipeline that we used is reported to be capable of receiving 1,000 tonnes/hr. Our vessel achieved a maximum rate of 650 tonnes/hr.
Communication with the terminal staff was not a problem, as there was always someone available who could speak good English.
Fuel:  After completion of the discharge, our vessel loaded 1,100 tonnes of IFO bunkers at the berth from a barge, at approx. 400 tonnes/hr. The bunker barge can only approach the vessel after the loading/discharge arms are disconnected. This is strictly enforced. No problem experienced with quality/quantity of bunkers.
Deck Watchman:  We did not employ a watchman, as we found it was not necessary. Usual deck patrols carried out throughout our stay at the port. We found no evidence whatsoever of any piracy-related problems.
Surveyors:  A Petrobras Safety Inspector regularly checks the berth and ship for safety compliance.
Storing:  Provisions and Bonded Stores are available and are very reasonably priced.
Repatriation:  Crew changes are possible.
Time:  GMT minus 2 hours during our stay.
Shore Leave:  There is no restriction on shore leave.
Identification Cards:  No shore passes required.
Garbage Disposal:  A garbage collection service is available at a cost of USD1.00/cu.m.
Currency:  Cash in USD can be provided if the Master personally collects the cash from the bank.
General:  There was no evidence of any strictness regarding rat guards.

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OVERVIEW:  The Alemoa Terminal has four common-user berths for loading or discharge of petroleum products and LPG. In addition to the Port of Santos (Companhia Docas do Estado de Sao Paulo (CODESP)), Vopak, Tequimar, Transultra, Stolthaven and Uniao Terminals operate at the Alemoa Terminal.
Products Handled:  Soya bean oil, caustic soda, copra oil, cotton seed oil, edible oils, fish oil, phosphoric acid, gasoline, LPG, petroleum, crude, degummed soya bean oil, ammonia, ethanol and other kinds of alcohol.
LOCATION:  Adjacent to Santos port in Sao Paulo State, in a sensitive conservation area of tropical rain forest, approx. 190 n.m. WSW of Rio de Janeiro.
CHARTS:  Brazilian Charts No. 1700, 1701 and 1711. BA Charts No. 19 and 1465.
BA Charts No. 19 and 1465.
Publications:  BA South America Pilot, Vol. 1, NP 5.
DOCUMENTS:  Lists and copy of certificates required by Port authorities on arrival at Santos port:
2 Bonded Stores Lists
1 Cargo Ship…