THE IMPORTANCE OF THE LOCATION OF A PORT IN THE LOGISTIC-CHAIN .

1. THE IMPORTANCE OF THE LOCATION OF A PORT IN THE LOGISTIC-CHAIN. ZARATE, VISIT ON JANUARY 5 2009 OF MBA-STUDENTS OF THE TEXAS CHRISTIAN UNIVERSITY OF FORT WORTH, ACCOMPANIED BY DR. NANCY DIX, Member of theCouncil of Supply Chain Management Professionals

2. In 1989, a new port-billwasunderdiscussion in Congress, whichwouldpermittheconstruction of privateportstooperatewithgeneral cargo. Forthefirst time privateportswouldbeallowedto compete withthe Port of Buenos Aires. Allpartieswere in favor. Murchisondecidedtobuylandwiththeintentiontohaveitreadytoeventuallyconstruct a privatecontainer-port. But in 1995, themultinational car-manufacturers of Brazil and Argentina, decidedtostartbuildingcertainmodels in Brazil and others in Argentina.

3. The idea wastosupplybothcountries, fromoneplant in either country, thatwouldbeselectedtoconstruct a certainmodel. Therewere no Car-terminals in Arg, and theseneedmuchspace. Thereforeitwasdecided in 1996 tostart a Car-terminal first. Butthegoalalways has beentobecomeonedayanimportantcontainer-terminal.

4. WHEN WE SPEAK TO STUDENTS IN ARGENTINA ABOUT PORTS, MANY LIKE TO HEAR A LITTLE BIT ABOUT “GENERATIONS OF PORTS”.SO LET US DO THIS FIRST

5. pallets- Containers SECOND Generation SOME PORTS OFFER Transport and Distribution EVOLUTION OF PORTS: 1945 TO 2010 : 5 GENERATIONS 19451960 1980 1995 2010 GENERAL CARGO BREAKBULK FIRST Generation of Ports Simple Interface Ship- Land Containers THIRD GENERATION Info.Techn. International Platforms of Trade Logístic-Centers. C.F.S. INDUSTRIES 4thGENERATION INCREASEDUSE OF INFORMATION- TECNOLOGY PORT COMMUNITY SYSTEMS Ports provide Integrated Logístics Services 2001-2003 5THGENERATION FOR SECURITY REASONS. ADVANCED USE OF I.C.T. (INFORMATION AND COMMUNICATION TECHNOLOGY) SATELLITES-G.P.S. PORTS PARTICIPATE IN SATELLITE TRACKING of the cargo they generate. Much D/D, Few Sheds, mostly for Customs or Shipping-lines pre-reception / delivery after sailing. More Sheds. SOME BIG DISTRIBUTION CENTRES.

6. SOME STUDENTS WISH US TO GIVE A DEFINITION OF OUR PORT. BUT FOR US IT IS NOT IMPORTANT, WHICH DEFINITION FITS BEST FOR THIS PORT, OR TO WHAT “GENERATION” IT BELONGS. THE MOST IMPORTANT QUESTION IS: IS THIS PORT ABLE TO FULFIL ITS FUNCTION AS AN “EFFICIENT LINK” IN THE SUPPLY- CHAINS OF THE HINTERLAND WE INTEND TO SERVE ?

7. “LOGÍSTICA” IN ARGENTINA • IN ARGENTINA WE TALK A LOT ABOUT “LOGISTICS” : “LOGISTIC CHAINS” / “ZONES OF LOGISTIC ACTIVITIES” / “LOGISTICS COMPANIES” , AND SO ON : • MR. SANCHEZ, WHO HAS THREE , 15 YR OLD TRUCKS AND A LEAKING OLD WAREHOUSE OF 2000 SQM, GRACEFULLY CALLS HIS COMPANY: “COMPAÑÍA LOGÍSTICA SANCHEZ”. (SANCHEZ LOGISTICS) • ALTHOUGH MR. SANCHEZ MAY BE A 3PL, I CONSIDER THAT BY CALLING HIS COMPANY “SANCHEZ LOGISTICS”, HE MIGHT CONFUSE MANY PEOPLE ABOUT WHAT “LOGISTICS” REALLY MEANS, IT IS NOT JUST TRUCKS AND WAREHOUSES. • THEREFORE I ALWAYS TRY TO GIVE A GENERAL PICTURE OF WHAT “LOGISTICS” USUALLY EMBRACE, MAKING CLEAR THAT IT IS NOT INTENDED AS A DEFINITION.

8. “LOGISTICS” IS THE MANAGEMENT OF THE FLOW OF GOODS, INFORMATION & RESOURCES, THAT STARTS AT THE MOMENT IT IS PLANNED TO BUY A BASIC OR FINISHED PRODUCT , AND CONTINUES THROUGH ALL THE PHASES OF SUPPLY, PRODUCTION, DISTRIBUTION AND SALES. THIS GLOBAL MANAGEMENT MUST ASSURE THE BEST RESULTS THRU ALL THESE PHASES, AND MUST MAKE SURE THAT THE PRODUCTS ARE AVAILABLE AT THE RIGHT MOMENT AND PLACE,

9. THIS MEANS, WHEN THE PRODUCT IS NEEDED IN THE PRODUCTION-LINE OR AT A PLACE OF SALE, WITH THE REQUIRED AND MOST ECONOMIC PACKAGING, UNITIZED AS NEEDED, IN ORDER TO PERMIT APPROPIATE HANDLING DURING THE INDIVIDUAL CHAINS, TO BE TRANSPORTED AT THE LOWEST COSTS, TAKING INTO ACCOUNT THE FINANCIAL COSTS OF TRANSPORTATION, INCURRING THE LEAST POSSIBLE COSTS OF WAREHOUSING & TO HAVE THE LOWEST POSSIBLE COSTS OF INVENTORY.

10. IT IS IMPORTANT TO BE ALWAYS ALERT, TO AVOID THAT SOMETHING GOES WRONG. GOOD LOGISTIC-MANAGEMENT CAN ONLY BE ACHIEVED, WITH A WELL-STUDIED SYSTEM OF DISTRIBUTION-CENTERS, “WHERE AND HOW MUCH”. A COMPANY ( OR A COUNTRY) WITH GOOD LOGISTICS, IS A COMPETITIVE COMPANY (OR A COMPETITIVE COUNTRY).

11. GOOD “LOGISTIC-CHAINS” NEED EFFICIENT TRANSPORT-NETWORKS, AND THOSE NETWORKS NEED EFFICIENT TERMINALS FOR THE INTERCHANGES BETWEEN MODES, GOOD “LOGISTIC-CHAINS” ALSO NEED THE APPLICATION OF “INFORMATION AND COMMUNICATION TECHNOLOGIES” FOR EFFICIENT COMMUNICATIONS BETWEEN ALL THE INTERVENING PARTIES.

12. “LOGISTIC-COSTS”: OFTEN IT IS TRIED TO COMPARE “LOGISTIC-COSTS” OF COUNTRIES, BUT THERE IS NO UNIFORM CRITERION AND NOT ALWAYS DO THEY INCLUDE THE SAME COSTS. MOREOVER VERY FEW COUNTRIES HAVE GOOD STATISTICS THAT ALLOW ITS CALCULATION, especiallycosts of stock. BUT TRANSPORTATION-COSTS AND PORT-COSTS ARE ALWAYS AN IMPORTANT PART OF THE TOTAL COSTS IN THE SUPPLY-CHAIN. VERY OFTEN THESE COSTS DECIDE IF A COUNTRY IS COMPETITIVE OR NOT.

13. GLOBALIZATION : • WE ARE ALWAYS REMINDED THAT WE LIVE IN THE ERA OF GLOBALIZATION, • WHICH HAS CREATED A FIERCE WORLDWIDE COMPETITION, • WHICH OBLIGES ALL COUNTRIES TO CREATE EFFICIENTSUPPLY CHAINS, • WITHIN THESE CHAINS, PORTS MUST FUNCTION AS “INTERMODAL NODES” • IN THE PAST PORTS HAD THEIR OWN CAPTIVE HINTERLAND. ALL GENERAL CARGO COMING INTO OR LEAVING ARGENTINA, WENT THRU THE PORT OF BUENSO AIRES. • NOW OVER 52% OF THE MOVEMENTS OF THE PORT OF MONTEDEO IS ARGENTINE CARGO.

14. NOW PORTS ARE JUDGED ACCORDING TO THEIR POSITION IN THE SUPPLY-CHAIN AND THE TOTAL COSTS THAT ARE GENERATED FROM “ORIGIN TO DESTINATION”.

15. IN ORDER TO KNOW HOW A PORT WILL BE ABLE TO FULFIL ITS MISSION IN THE “SUPPLY-CHAIN”, ONE MUST KNOW : WHAT TRANSPORTATION-NETWORKS ARE AVAILABLE (OR CAN REASONABLY BE EXPECTED ) IN THE PROPOSED HINTERLAND, ROADS, RAILWAYS, RIVER-TRANSPORT.

16. PAMPA HUMEDA - AGRICULTURE CATTLE-BREEDING, AGRO-INDUSTRIES. INDUSTRIAL BELT SEE POSITION T.Z. IN THE HEART OF THE ZONE OF MAJOR ECONOMIC ACTIVITIES. THE CENTRE OF ARG. GENERATES THE MOST IMPORTANT MOVEMENTS OF CARGOES. DOMESTIC CARGOES, IMPORTS, EXPORTS, CONTAINERS. KEEP THIS IN MIND WHEN WE SHOW THE MAPS OF ROADS AND RAILWAYS. FISHING FRUIT-EXP

17. NOTE THE IMPORTANT RIVER PARANA , NAVEGABLE WITH 34 FT TILL ROSARIO. MOST EXPORT- PRODUCTS HAVE THEIR ORIGIN TO THE NORTH AND TO THE WEST OF THE PORT OF BUENOS AIRES. IDEM DESTINATIONS OF IMPORTS

18. THE PORT-SYSTEM OF THE RIVER PLATE & PARANA –RIVER IS THE MOST IMPORTANT OF THE 3 SYSTEMS. ( 2 OTHERS: ATLANTIC / PATAGONIAN PORTS). • OLD PORTS IN CITY- CENTRES • SANTA FE / ROSARIO BUENOS AIRES, LA PLATA. • IMPORTANT NEW TERMINALS OUTSIDE CITIES ON THE RIGHT BANK OF THE RIVER PARANA : • GRAIN ROSARIO • TIMBUES (N), PUNTA ALVEAR ( S OF ROSARIO) • GENERAL CARGO AND CONTAINERS • ZARATE-CAMPANA FISHING

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20. TRADITIONAL EXPORT-PRODUCTS • PRODUCT ORIGIN DISTANCE- B.A. • BEANS/TOBACCO SALTA -JUJUY1.600 KM • WOODPROD. MISIONES/FORM 1.200 KM • TEA MISIONES/CORR 1.200 KM • TOBACCO MISIONES/CORR 1.200 KM • COTTON CHACO 1.000 KM • WINE/FRUIT MENDOZA1.000 KM • PEANUTS CORDOBA 700 KM

21. WITH SUCH LONG DISTANCES, THE COUNTRY SHOULD HAVE “INTERMODAL POLICIES”, WHICH REQUIRE AN INTERMODAL NETWORK, INTEGRATED WITH THE PORTS.

22. COMPETITIVE COUNTRIES • DO STUDIES AND COMPARE TOTAL COSTS OF EACH MODE: ROAD, RAIL OR BY WATER. • TAKE INTO ACCOUNT COSTS OF CONSTRUCTION – MAINTENANCE - OPERATION – ESPECIALLY FUEL-CONSUMPTION, • ESTIMATE COSTS TO CONSTRUCT HIGHWAYS, RAILWAYS, CHANNELS AND INTERFACES, • TAKE PRICES OF TRUCKS AND TRAILERS, LOCOMOTIVES AND WAGONS, TUGS AND BARGES, ETC, INTO ACCOUNT, • ESTIMATE COSTS OF MAINTENANCE AND LIFE-CYCLE OF EACH ELEMENT, • CALCULATE COSTS OF EACH OPERATION: PERSONNEL, HANDLING-COSTS IN THE TOTAL CHAIN, • AND ALSO INCLUDE “EXTERNAL COSTS”, ACC. ENVIRONMENT ETC. • THIS MEANS THAT THEY CONSIDER ALL THE COST- COMPONENTS INHERENT TO EACH MODE. • IN OTHER WORDS, THEY CALCULATE WHAT THE WHOLE COMMUNITY FINALLY PAYS FOR A TRANSPORT IN EACH MODE.

23. GRAPH OF A STUDY IN HOLLAND ENERGY-CONSUMPTION PRODUCTION OF GASSES WITH THE SAME AMOUNT OF ENERGY: 100 km ROAD RAIL 200 km * INLAND WATERWAYS 268 km* • INITIAL / FINAL TRANSP. ** LITTLE COUNTRY. BIGGER COUNTRIES SHOW MUCH HIGHER ADVANTAGES FOR RR AND WATERWAYS

24. WHAT DO WE COMPARE ? • IN ARG. NOBODY COMPARES COSTS. • HERE WE COMPARE TARRIFFS / CHARGES, • FOR INSTANCE WHAT A TRUCKER CHARGES TO BRING A LOAD OF BAGGED PEANUTS FROM CORDOBA, WITH WHAT THE RAILWAY- COMPANY N.C.A. CHARGES. • TRUCK: SUBSIDIZED FUEL, AVERAGE > 15 YRS, WEIGHT/POWER , ACCIDENTS, OVERLOADED. • THIS COMPARISON GIVES A FALSE IMAGE AND CONFUSES : IT DOES NOT REFLECT THE FINAL PRICE THAT IS PAID BY THE WHOLE “COMMUNITY” , INCLUDING ALL ELEMENTS THAT COMPOSE THE FINAL COST OF TRANSPORT, WHICH WE SAW BEFORE.

25. HERE “INTERMODALISM” IS A “SLOGAN” , NOT A “POLICY” • THERE IS MUCH TALK THAT INTERMODAL TRANSPORT SHOULD BE FAVORED, BUT NOTHING IS DONE. • REAL TRANSPORT-POLICIESEFFECTUALLY PROMOTE THE MOST ECONOMIC MODES, • WHICH EVERYBODY KNOWS: • COASTAL NAVEGATION AND INLAND WATERWAYS, • AND RAILWAYS.

26. ACCESES TO PORTS: A FUNDAMENTAL PART OF A PORT-SYSTEM. • MODERN CONCEPT: A PORT WITHOUT EFFICIENT RAIL-CONNECTIONS IS NOT AN EFFICIENT PORT. • NEITHER IS A PORT EFFICIENT IF ITS ROAD-ACCESSES ARE NOT EFFICIENT. • THE NEW PRIVATE TERMINALS IN THIS REGION (CAMPANA-ZARATE) CAN EASILY PROVE THEIR ADVANTAGES COMPARED WITH THE PORT OF BUENOS AIRES.

27. THIS PICTURE , WHICH SHOWS THE SAME FROM ALL ANGLES, TELLS MORE THAN A BOOK. THE PORT OF BUENOS AIRES IS TOTALLY “STRANGLED” BY 12 MILLION PEOPLE. SUCH A PORT CAN NEVER HAVE EFFICIENT ACCESSES 27

28. PHOTO 2001 ACCESSES TERMINAL ZARATE “PANAMERICANA” OVER WHICH MOST EXPO & IMPO TRAVEL . KM 91 7 KM N.C.A. 2 BERTHS / 2 S-T-S-CRANES 28 AMPLE POSSIBILITIES TO EXPAND.

29. TERMINAL ZARATE & THE INTERMODAL- TERMINAL. PHOTO later in 2001 120 hect +28 hectares STEEP SLOPE 1 km +40 HECT. 10.000 SQM ↕ HANDELSVEEM 2 tracks x 650 m 2tracks x 550 m T.I.L 33 hect. N.C.A. T.I.L CAN OPERATE With TRAINS OF 1200 m length 2 x 1200 m 29

30. MAPA ESC 1:2.500.000 70 / 75 %

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32. SO WHY ZARATE ? ITS POSITION,CHEAP LAND WITH EXISITING ROAD / IMPORTANT INDUSTRIAL PARK, WITH COMMITMENT OF THE PROVINCE OF B. A. TO MAINTAIN . CLOSE TO PRINCIPAL RAILWAY-NETW. ENERGY SUPPLY AVAILABLE FOR CRANES, REEFER-CONT. ETC. GOOD “LABOR-FORCE - SOCIAL ENVIRONMENT” / SCHOOLS. RIVER “SELF-DREDGING”. NATURAL DRAFT 35’ AT THE FOOT OF THE PIER. (COFFEE-BREAK)

33. TheGovnmtshouldmakethis. MAP made in 2001 by MURCHISON with RIVER, ROADS & RAILWAY-SYSTEM OF THE NORTH AND WEST ROADS (SHIELDS) MOST PARALLEL TO RAIL-RDS BELGRANO BLUE 1,00 m + /- 7.200 KM TRACKS, MOSTLY IN POOR CONDITIONS. RECENTLY TAKEN BACK BY THE STATE. Privatelyoperatedrailways A.L.L. (MESOP.) 1.435 mm A.L.L. CENTRO 1.676 mm BS.AS. – CUYO (PINK) N.C.A. (YELLOW) 1.676 mm NCA: TUCUMÁN – Santiago del ESTERO – ROSARIO , S. del ESTERO – CORDOBA -ROSARIO FROM ROSARIO N.C.A. FOLLOWS THE COAST OF THE PARANA-RIVER . A N D E S 33

34. N.C.A and A.L.L. CONNECT justbelow ROSARIO AND FORM A SYSTEM THAT CONNECTS THE IMPORTANT ZONE OF THE CENTRE AND THE WEST WITHPORTS OF THE PARANA. SEE NEXT MAP FOR ZARATE- BUENOS AIRES.

35. PASSENGER-RAILWAYS IN RED A.L.L. N.C.A. A.L.L. BELGRANO 35

36. CONFLICTS OF INTERESTS • EVERYWHERE WHERE HEAVY AND SLOW FREIGHT- TRAINS HAVE TO SHARE THE TRACKS WITH PASSENGER- TRAINS, A CONFLICT OF INTEREST IS CREATED. • THIS HAPPENS EVEN IN THE U.S.A., WHICH HAS THE BEST RAILWAY-SYSTEM OF THE WORLD. • ANOTHER EXAMPLE CLOSEBY CAN BE FOUND IN GREATER SAO PAULO -BRAZIL. • IN THE CASE OF THE PORT OF BS. AS, IT PUTS THE FREIGHT-RAILWAYS NEARLY OUT OF THE COMPETITION.

37. METROPOLITAN INTERESTS • IMPROVE PUBLIC TRANSP. FOR PASSENGERS. • INCREASE FREQUENCIES, • INCREASE SPEED OF TRAINS. • TRY TO STOP THE TREMENDOUS INCREASE OF CARS ENTERING THE CITY EVERY DAY. • CONFLICTS: SLOW AND HEAVY FREIGHT-TRAINS INTERFERE / PRODUCE MAJOR WEAR OF TRACKS • FREQUENT DERAILMENTS / DELAYS / ACCIDENTS • METROPOL. RAILWAYS IMPOSE RESTRICTIONS : • TIME-WINDOWS / NUMBER OF AXLES / 40 WAGONS • IN THE PORT AGP / SEPARATED TERMINALS / CUSTOMS-CONTROL / TRANSPORT RETIRO – PORT & v.v. BY TRUCK WITH HIGH EXTRA COSTS. • HARD FOR RAILWAYS TO COMPETE WITH TRUCKS, EVEN OVER LONG DISTANCES.

38. INFORMATION N.C.A TUCUMAN – ROSARIO TERMINAL 6 : 880 KM. TRACKS REPAIRED (p. BAJO LA ALUMBRERA) ONE-TRACK SYSTEM (11 CROSSING-ZONES OF 1,5 KM EACH) 2 LOCOs PULL 74 WAGONS 3.700 TONS CARGO TOTAL CONVOY 1.100 metres. SPEED. 30 km/hr SECTOR CORDOBA - ROSARIO - ZARATE MAX. 60 WAGONS PULLED BY 1 LOCOMOTIVE IMPROVEMENTS PLANNED. ZARATE – RETIRO MAXIMUM 40 WAGONS / RETIRO-PORT BY TRUCK THIS EXPLAINS WHY FREIGHT- TRAINS LOSE COMPETITIVITY WHEN ENTERING BS AS.

39. CAMPANA-ZARATE 16 SPECIALIZED TERMINALS CONTAINERS / CARS / PIPES / FRUIT / FOREST-PRODUCTS / CHEMICALS. STRATEGIC ZONE WITH EXCELLENT LOGISTICS SERVICES

40. T.Z: UPRIVER • 60 MILES UPRIVER FROM ENTRANCE TO THE B.A. PORT-CHANNEL • 52 MILES EXTRA STEAMING 4 / 5 HRS • RIVER 350 M / IF VSL DOCKS PORTSIDE-TO, NO TUG BOAT IS NECESARRY. FOR DEPARTURE NONE OR 1. • COMPARED TO B.A.: • PILOTAGE-COSTS ARE HIGHER. • TUGBOAT-COSTS AND PORT-DUES ARE LOWER , • OVERALL PORT-COSTS ARE LOWER AT T.Z.

41. TERMINAL ZARATE:PORT AND RAIL-TERMINAL • INTEGRATED SYSTEM : • “PORT TERMINAL” 120 HECTARES / 300 ACRES: • “RAIL-TRANSFER AND LOGISTICS / T.I.L” 33 HECTARES / 82 ACRES, • ONLY PORT IN THE COUNTRY WITH OWN “NEAR - DOCK” TRANSFER-TERMINAL. • CLOSE TO MAIN MOTORWAYS/ RAILWAYS • AWAY FROM URBAN TRAFFIC.

42. ONE PORT, TWO SPECIALIZED TERMINALS • CONTAINER TERMINAL PHASE ONE: 10 HECT + 50 HECT FOR EXPANSION. CAR-DIVISION OVER 90 HECTARES • PORT : 1.000 m BORDERING RIVER x 1.200 m • 3 BERTHS / ROOM FOR 2 MORE. • NATURAL DRAFT 35’. (34’ RESTR. R. PLATE) • NO NEED TO DREDGE.

43. 2003

44. 2003

45. 2003

46. First shed 2004

47. 2008

48. ADVANTAGES TERM. ZARATE • PROVEN STRATEGIC POSITION, • EXCELLENT ROADCONNECTIONS, OUTSIDE OF URBAN ZONES, • EXCELLENT RAILCONECTIONS WITH DIRECT LINK TO TRUNK-SYSTEM N.C.A. & A.L.L. - CENTRAL / FFCC-BELGRANO • LOWER TRANSPORT COSTS FOR MOST EXPORT- AND IMPORT-CARGOES. • MUCH CHEAP LAND AVAILABLE AROUND THE PORT FOR “LOGISTIC ACTIVITIES” , WITHOUT FACING URBAN CONGESTION. • EXCELLENT POSSIBILITIES TO COMPETE WITH THE PORT OF BUENOS AIRES.

49. RESULTS • DURING 2003 & 2004 A WEEKLY SERVICE TO NORTH – EUROPE CALLED AT T.Z.: • THE RAILWAYS TRANSPORTED > 40 % OF THE EXPORT-CARGO AND > 10 % OF THE IMPORT-CARGO. • APPROX. 28% OF TOTAL MOVES. • OTHER COMPANIES CONSTRUCTED WAREHOUSES IN THE ZONE. • THIS DEVELOPMENT WAS CLEARLY TO THE BENEFIT OF OUR ECONOMY . • COMPARE: RAILWAYS HAVE A SHARE OF LESS THAN 6 % IN THE TOTAL MOVEMENTS OF THE PORT OF BUENOS AIRES. (NEARLY ALL BY TRUCK FROM RETIRO-STATION)

50. OCT. 2004 SETBACK T.Z. • THE LINE DECIDED TO MAKE CHANGES / HAD TO TAKE OUT THE LINE TO N.E. / OFFERED LINE TO THE U.S.GULF. MORE CARGO / BIGGER SHIPS (243,3 m). • NORM = 230 m / 241,5 m WITH SPECIAL PERMISSION. • SIMULATIONS 265m/ REAL TRIAL / ALL SATISFACTORY. • 10.08.04 COAST GUARD GAVE WRITTENAUTHORIZATION TO ESTABLISH A REGULAR LINE WITH SHIPS OF 243,3 m TO TERMINAL . Z . • 13.10.04 FIRST SHIP ARRIVED AT THE ROADS OFF MONTEVIDEO, BUT WAS REFUSED TO PROCEED TO ZARATE. (ORDERS FROM THE MIN. OF HOME-AFFAIRS). • EXPORT-CONTAINERS ALREADY IN T.Z. • OWNERS OBLIGED TO URGENTLY FIND A TERMINAL IN BUENOS AIRES TO DISCHARGE. • IMPACT: T.Z. NEVER COULD RECOVER “DEEPSEA” CLIENTS, ATTENDS ONLY BARGES, ONE MIXED RO-RO SERVICE, 1 TRANSSHIPMENTSERVICE (MSC) AND A SERVICE TO BRASIL. 2008 ONLY 35.000 TEU.