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

2. In 1989, a new port-bill was under discussion in Congress, which would permit the construction of private ports to operate with general cargo.
For the first time private ports would be allowed to compete with the Port of Buenos Aires. All parties were in favor.
Murchison decided to buy land with the intention to have it ready to eventually construct a private container-port.
But in 1995, the multinational car-manufacturers of Brazil and Argentina, decided to start building certain models in Brazil and others in Argentina.

3. The idea was to supply both countries, from one plant in either country, that would be selected to construct a certain model.
There were no Car-terminals in Arg, and these need much space. Therefore it was decided in to start a Car-terminal first.
But the goal always has been to become one day an important container-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. EVOLUTION OF PORTS: 1945 TO 2010 : 5 GENERATIONS
GENERAL CARGO BREAKBULK
FIRST Generation of Ports
Simple Interface Ship- Land
pallets-
Containers
SECOND Generation SOME PORTS OFFER Transport and Distribution
Containers
THIRD GENERATION
Info.Techn.
International Platforms of Trade
Logístic-Centers.
C.F.S.
INDUSTRIES
4th GENERATION
INCREASED USE OF INFORMATION- TECNOLOGY
PORT COMMUNITY SYSTEMS
Ports provide Integrated
Logístics
Services
TH GENERATION
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. THE MOST IMPORTANT QUESTION IS:
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 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, especially costs 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 EFFICIENT SUPPLY 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
This map of Argentina gives a good idea of the origin and destination of most products which are transported in containers:
Most of the country’s industry is in the zone shown in brown, which generates important flows of both import- and export-containers. An important part of the automotive industry (Volkswagen and Ford) is located in General Pacheco, just north of the city of Buenos Aires, Peugeot-Citroen west of the City, Toyota in Zarate, GM in Rosario, Fiat and Renault in Cordoba. Most of the new pharmaceutical and chemical industry is in the Industrial Parks of Zarate and Pilar, and in Campana, where also the important plant of Siderca, the manufacturer of steel tubes, is located. (See list of industries of the zone of Zarate at the end).There is an important petrochemical industry around La Plata (most old installations) and in Bahia Blanca (new plants).
In green, Argentina’s very fertile plains, with an excellent climate for agriculture and cattle breeding. This area is very productive and here is the country’s meat-, lactic- , food- and leather-industry.
Furthermore you can find the production zones of the principal products that are exported in containers: Citrus-fruit, tea, tobacco, cotton, quebracho-extract, beans, peanuts, wood, fruit, wine etc.
This map shows the importance of the Parana River, which is well navigable for sea-going-vessels with 32 feet draft up to San Martin, North of Rosario. More than 65% of Argentina’s grain exports are shipped from private ports around Rosario.
The location of Zarate is very strategic for the areas that generate the principal import and export-flows in containers, which are nearly all located to the west and to the north of the city of Buenos Aires.

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
This map of Argentina gives a good idea of the origin and destination of most products which are transported in containers:
Most of the country’s industry is in the zone shown in brown, which generates important flows of both import- and export-containers. An important part of the automotive industry (Volkswagen and Ford) is located in General Pacheco, just north of the city of Buenos Aires, Peugeot-Citroen west of the City, Toyota in Zarate, GM in Rosario, Fiat and Renault in Cordoba. Most of the new pharmaceutical and chemical industry is in the Industrial Parks of Zarate and Pilar, and in Campana, where also the important plant of Siderca, the manufacturer of steel tubes, is located. (See list of industries of the zone of Zarate at the end).There is an important petrochemical industry around La Plata (most old installations) and in Bahia Blanca (new plants).
In green, Argentina’s very fertile plains, with an excellent climate for agriculture and cattle breeding. This area is very productive and here is the country’s meat-, lactic- , food- and leather-industry.
Furthermore you can find the production zones of the principal products that are exported in containers: Citrus-fruit, tea, tobacco, cotton, quebracho-extract, beans, peanuts, wood, fruit, wine etc.
This map shows the importance of the Parana River, which is well navigable for sea-going-vessels with 32 feet draft up to San Martin, North of Rosario. More than 65% of Argentina’s grain exports are shipped from private ports around Rosario.
The location of Zarate is very strategic for the areas that generate the principal import and export-flows in containers, which are nearly all located to the west and to the north of the city of Buenos Aires.

18. OLD PORTS IN CITY- CENTRES
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
This map of Argentina gives a good idea of the origin and destination of most products which are transported in containers:
Most of the country’s industry is in the zone shown in brown, which generates important flows of both import- and export-containers. An important part of the automotive industry (Volkswagen and Ford) is located in General Pacheco, just north of the city of Buenos Aires, Peugeot-Citroen west of the City, Toyota in Zarate, GM in Rosario, Fiat and Renault in Cordoba. Most of the new pharmaceutical and chemical industry is in the Industrial Parks of Zarate and Pilar, and in Campana, where also the important plant of Siderca, the manufacturer of steel tubes, is located. (See list of industries of the zone of Zarate at the end).There is an important petrochemical industry around La Plata (most old installations) and in Bahia Blanca (new plants).
In green, Argentina’s very fertile plains, with an excellent climate for agriculture and cattle breeding. This area is very productive and here is the country’s meat-, lactic- , food- and leather-industry.
Furthermore you can find the production zones of the principal products that are exported in containers: Citrus-fruit, tea, tobacco, cotton, quebracho-extract, beans, peanuts, wood, fruit, wine etc.
This map shows the importance of the Parana River, which is well navigable for sea-going-vessels with 32 feet draft up to San Martin, North of Rosario. More than 65% of Argentina’s grain exports are shipped from private ports around Rosario.
The location of Zarate is very strategic for the areas that generate the principal import and export-flows in containers, which are nearly all located to the west and to the north of the city of Buenos Aires.

19. En este mapa se ve la parte más importante del sistema portuario argentino, formado por los puertos del Rio de la Plata y Rio Paraná, que va desde La Plata hasta Santa Fe.
Estos son los canales de acceso al río paraná de las palmas: el canal punta indio, canal intermedio, y el canal mitre. La empresa Hidrovía, formada por la empresa argentina Emepa y la importante compañía belga de dragados Jan de Nul mantiene esta via de más de 850 kilometros en buenas condiciones de navegabilidad y señalización. Se garantiza un calado de 32 pies en todo momento y se puede navegar con 34 pies de calado, esperando la marea. Esta hidrovía tiene una importancia fundamental en la economía argentina.
Otra empresa, ríovia mantiene el canal martin garcia, que conecta el rio de la plata con el parana bravo y parana guazu, tambien en 32 pies. Vamos a separar este mapa en partes para mostrar más detalles. 19

20. TRADITIONAL EXPORT-PRODUCTS
PRODUCT ORIGIN DISTANCE- B.A.
BEANS/TOBACCO SALTA -JUJUY KM
WOODPROD. MISIONES/FORM KM
TEA MISIONES/CORR KM
TOBACCO MISIONES/CORR KM
COTTON CHACO KM
WINE/FRUIT MENDOZA KM
PEANUTS CORDOBA KM
Los tradicionales productos de nuestra exportación tienen que recorrer grandes distancias a los puertos. Aqui vemos algunas distancias hasta el puerto de Buenos Aires, que todavía es el principal puerto de exportación.

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 ADVANTAGES FOR RR AND WATERWAYS
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
En este gráfico vemos los resultados de estudios hechos en Holanda.
Son 4 casillas: la primera es sobre consumo de energía :
Para transportar 1 tonelada por 1 kilometro se requiere 0,8 megajoules para el camión, 0,4 para el ferrocarril y 0,3 para el transporte por agua.
Es decir que según los resultados de este estudio el ferrocarril es 2 veces más eficiente que el camión y el transporte por agua 2,7 veces más eficiente que el transporte por camión.
Las otras 3 casillas indican las cantidades de gases que dañan el medio ambiente y que produce cada modo con el transporte de 1 tonelada por 1 kilometro :
El camión produce el equivalente de 59 gramos de CO2,
el ferrocarril 28 y el transporte por agua 22.
En sustancias que causan la acidificación del aire, el camión aporta 16,7 equivalencias, el ferrocarril 7,2 y el transporte por agua 9,8. ( Esto demuestra que los motores de los buques fluviales todavía no son tan “limpios” como los motores de camiones y del ferrocarril.)
El ultimo gráfico muestra las sustancias que causan el smog de cada modo.
Tal vez algunos no conocen la definición de un joule: El joule es una unidad de energía y es equivalente a 0,102 kilográmetros, que es la energía usada para recorrer una distancia de 1 metro ejerciendo una fuerza de 0,102 kg.

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-POLICIES EFFECTUALLY 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 KM 91 7 KM N.C.A.
“PANAMERICANA” OVER WHICH MOST EXPO & IMPO TRAVEL .
KM 91
7 KM
N.C.A.
Esta foto de TZ, que se tomó al fin del mes de julio pasado muestra mejor que palabras las buenas conexiones que tiene con el sistema del ferrocarril y la ruta de acceso que va totalmente fuera de las zonas urbanas, que es algo único en el país.
La línea roja marca las vías de ferrocarril del Nuevo Central Argentino y aquí se ve el terreno de 33 hectáreas donde pronto comenzará a operar la Terminal de Transferencia Ferroviaria y Logística.
Este es el camino de 7 kilómetros a la Panamericana, que se ve aquí.
En el puerto se ve el área de la primera fase para operar con contenedores y aquí se estaban armando las grúas pórtico, que ahora ya están prontas para operar.
Ya se opera un servicio con barcazas con transbordo en el puerto de Buenos Aires y se mueven ya unos a contenedores por mes entre carga y descarga.
2 BERTHS / 2 S-T-S-CRANES
AMPLE POSSIBILITIES TO EXPAND. 28

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

30. MAPA ESC 1:
Este es un mapa de las rutas desde Cordoba y Santa Fé hasta La Plata.
Vamos a ver algunos detalles en el próximo mapa.
70 / 75 %

31. Este mapa muestra los caminos que levan al sistema portuario metropolitano que abarca desde La Plata hasta Zarate. Aquí vemos la zona urbanizada del gran buenos aires y los puertos de la plata, dock sud, terminales de puerto nuevo y campana / zarate.
Ustedes se recordarán que en el mapa argentina que mostramos antes, se indicó que la gran mayoría de los contenedores tienen su origen o destino al norte y al oeste de la ciudad de buenos aires.
Esta es la ruta 9, panamericana. Es la ruta por donde transita la mayor parte de los contenedores que se mueven en el país. Aquí está el complejo zarate brazo largo y la ruta 14 que lleva a uruguay y brasil. Esta es la ruta 8 , que conecta la zona portuaria con la importante zona industrial y agrícola de cordoba. Esta es la ruta 7 a mendoza y san luis,
Esto es la estación de Chenaut del Ferrocarril Belgrano, que está a 30 km de la Terminal
Esta es la importante ruta 6, que se está convirtiendo de una simple ruta provincial en una autopista de 4 manos. En algunos tramos ya se ha avanzado bastante. La idea es de dar al puerto de la plata una buena conexión con el norte y el oeste, pero al mismo tiempo dará a la zona de campana zarate una excelente conexión con las rutas del sur.
Se nota claramente la posición estratégica de los nuevos complejos portuarios de zarate y campana.
No hay duda de que la zona de Zarate / Campana tiene excelentes accesos de todas las direcciones, sin congestiones ni embotellamientos. 31

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. The Govnmt should make this.
MAP made in by MURCHISON with RIVER, ROADS & RAILWAY-SYSTEM OF THE NORTH AND WEST
ROADS (SHIELDS) MOST PARALLEL TO RAIL-RDS BELGRANO BLUE 1,00 m
+ / KM TRACKS,
MOSTLY IN POOR CONDITIONS.
RECENTLY TAKEN BACK
BY THE STATE Privately operated railways
A.L.L. (MESOP.) mm
A.L.L. CENTRO mm
BS.AS. – CUYO (PINK)
N.C.A. (YELLOW) 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
Aquí vemos en el mapa lo que dije antes sobre el transporte combinado de ganado y el transporte intermodal de azucar.
El Ferrocarril Belgrano, entonces del Estado, llevaba las bolsas de azucar desde los ingenios, primero a Formosa, después a Resistencia y finalmente a Santa Fe. Allá se cargaba en buques fluviales para el transporte a Buenos Aires.
En el caso del ganado, el Ferrocarril Entrerriano llevaba los vagonres con ganado de las estancias hasta el puerto de Ibicuy, donde se cargaban los vagones en ferryboats, que los llevaban por el río hasta el frigorifico Anglo en Dock Sud. 33

34. SEE NEXT MAP FOR ZARATE- BUENOS AIRES.
N.C.A and A.L.L. CONNECT just below ROSARIO AND FORM A SYSTEM THAT CONNECTS THE IMPORTANT ZONE OF THE CENTRE AND THE WEST WITH PORTS 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
Este es un esquema de los accesos ferroviarios a Buenos Aires.
Las concesiones de los ferrocarriles de carga terminan más o menos 100 km afuera de Buenos Aires, por ejemplo el NCA en la estación de Zarate. A partir de allá los trenes de carga que se dirigen al puerto de Buenos Aires, entran en la jurisdicción de los ferrocarriles suburbanas de pasajeros, que se ven en rojo. En esta zona se produce un gran conflicto de intereses : 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.
----- entre los ferrocarriles metropolitanos y los trenes de carga.
Los ferrocarriles metropolitanos tienen como su principal objetivo mejorar el transporte público de pasajeros y tienen interés en aumentar las frecuencias y la velocidad de los trenes. Si se consigue un mejor sistema de transporte público, se podrán sacar muchos coches particulares de las congestionadas rutas, que es una política que se está siguiendo en todos los países desarrollados del mundo, para mejorar el medio ambiente.
Los trenes de carga interfieren con los esquemas de operaciones y los pesados vagones producen un gran desgaste de la infraestructura, que todavía no se ha recuperado de décadas de mal mantenimiento. Todo esto complica el desarrollo de trenes más veloces, que el transporte público reclama.
Por eso se imponen restricciones a los horarios de la circulación de trenes de carga y también hay una restricción de la cantidad de ejes y peso por convoy
En el puerto la AGP tiene la tracción, que es el único servicio que esta compañía estatal todavía presta en forma directa. Aunque la AGP dice que ésto no da problemas, la realidad es que prácticamente todos los contenedores se trasbordan en la estación Retiro, en pleno centro de Buenos Aires, a camión y el transporte entre Retiro y el Puerto se hace por camión. Esto agrega al costo de transporte de $ 110,-- a $ 130,-- por contenedor.
El resultado es que el ferrocarril no puede competir con el camión para el transporte al puerto de Buenos Aires.

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 TONS CARGO
TOTAL CONVOY metres. SPEED. 30 km/hr
SECTOR CORDOBA - ROSARIO - ZARATE
MAX 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. 16 SPECIALIZED TERMINALS
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.
Terminal Zarate is located at KM 111 of the River Parana de las Palmas. (111 km = 60 nautical miles). KM-count starts at 0 at the breakwater of B.A. The entrance channel to BA is 14 km = 8 miles. Therefore the distance to TZ is about 52 miles more than to the port of Buenos Aires, which means 4 to 5 hours extra steaming time upriver and 4 hours down-river. Day and night navigation is allowed for vessels of up to 230 meter length.
The Zarate-Brazo Largo Bridge which vessels have to pass to reach the Terminal, is 49 meter above zero level. The terminal is located on a long straight stretch where the river is 350 meters wide, with a current of 2 knots running parallel to the pier. Vessels docking port-side-to do not need the assistance of tugboats. Departing vessels up to 170 meter, with bow-thrusters, can swing without tugs in front of the terminal. Longer vessels have to steam to km 120 where the river is wider, in order to swing without tugboats. Otherwise one tugboat will be needed for departure. The natural draft at the foot of the pier is 35 feet and there is no need to dredge. Presently the draft is restricted by the Mitre channel, which is 32 feet at zero, but allows for 33´/34´ at high tide. There are well-advanced plans to dredge the channels in the River Plate to 36 feet for the vessels that load grain and by-products in the zone around Rosario.
Pilotage-costs are higher for Zarate than for BA.
Tugboat costs and some dues are lower for Zarate than for BA or Exolgan.
Overall costs are slightly lower for Zarate.

41. TERMINAL ZARATE: PORT AND RAIL-TERMINAL
INTEGRATED SYSTEM :
“PORT TERMINAL”
120 HECTARES / 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.
The container-port and the “ Off-dock Rail-Transfer and Logistics Terminal” will be ready for operations at the end of the year 2001.
It will form an integrated system with the port, which is unique in Argentina.
The port-area has 120 hectares, which is more than all the terminals of the port of Buenos Aires, which total less than 100 hectares.
The “ Off-dock-rail-transfer-terminal” is located at 1 km from the port and has 33 hectares. The complex is close to the main motor-ways and railway-tracks. The 7 km road which connects the terminal with Route 9, goes completely outside the small town of Zarate and there is no interference with urban traffic at all.

42. ONE PORT, TWO SPECIALIZED TERMINALS
CONTAINER TERMINAL PHASE ONE:
10 HECT + 50 HECT FOR EXPANSION.
CAR-DIVISION OVER 90 HECTARES
PORT : m BORDERING RIVER x m
3 BERTHS / ROOM FOR 2 MORE.
NATURAL DRAFT 35’. (34’ RESTR. R. PLATE)
NO NEED TO DREDGE.
It is a port with 2 specialized terminals: cars and containers.
The measurements of the port area are 1000 meters bordering the river by metros.
Presently there is 1 berth with 3 dolphins to dock car-carriers with quarter-stern-ramps and a pier of 246 meters, with a mooring-bit at 50 m north of the pier.
In a paved area of 60 hectares, cars are handled by Auto Terminal Zarate S.A., which is an operating company, which uses the installations that belong to Terminal Zarate.
ATZ was formed in 1996 and the shares belong 50% to TZ and 50% to the Brazilian trading company Cotia.
For 2 consecutive years (1999 and 2000), Auto Terminal Zarate received the trophy of General Motors for the best port- terminal of the year for quality and costs of the services.
For the first phase of container-operations 10 hectares have been prepared and there are 50 hectares more for expansion.

43. 2003

44. 2003

45. 2003

46. First shed
2004

47. 2008

48. ADVANTAGES TERM. ZARATE
PROVEN STRATEGIC POSITION,
EXCELLENT ROAD CONNECTIONS, OUTSIDE OF URBAN ZONES,
EXCELLENT RAIL CONECTIONS 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 & 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 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.
COAST GUARD GAVE WRITTEN AUTHORIZATION TO ESTABLISH A REGULAR LINE WITH SHIPS OF 243,3 m TO TERMINAL . Z .
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 TRANSSHIPMENT SERVICE (MSC) AND A SERVICE TO BRASIL ONLY TEU.

51. PLEASE SEE THE FULL EXPLANATION IN THE DOCUMENT “ HOW THE ALLOWED LENGTHS IN THE RIVER PARANÁ EVOLVED FROM THE EIGHTIES TO THE PRESENT.

52. WHILE T.Z IS IDLE:
BUENOS AIRES & DOCK SUD SUFFER A GROWING CONGESTION,
WHICH CAUSES STEEP COST- INCREASES,
WHICH ARE PAID BY CONSUMERS AND PRODUCERS OF THE WHOLE COUNTRY.
THE SHIPPING-LINES ALSO FACE GREAT PROBLEMS IN BUENOS AIRES.
MORE AND MORE VESSELS TURN AROUND IN BRAZIL OR MONTEVIDEO,
AND THAT IS THE DECLARED REASON WHY M.S.C. DECIDED IN APRIL TO START A SERVICE WITH TRANSSHIPMENT IN SOUTH BRASIL.
SEVERAL HAVE ANNOUNCED THAT THEY WILL FOLLOW THIS EXAMPLE IN

53. TITLE UNCTAD STUDY 2004 AN ASSESSMENT OF THE LAND-SEA-PORT INTERFASE.
ARGENTINA SHOULD PAY ATTENTION TO THIS UNITED NATION´S STUDY:

54. UNCTAD FOUND THAT
MANY “DEVELOPING” COUNTRIES DO NOT EVALUATE CORRECTLY, HOW THEIR INEFFICIENT PORTS AFFECT THEIR NATIONAL ECONOMIES:
MANY ANALIZE ONLY HOW THE PORTS SERVE THE INTERESTS OF THE VESSELS,
THEY DO NOT PAY ATTENTION TO THE QUALITY OF THE SERVICE THEIR PORTS DELIVER TO THE PRINCIPAL CLIENT,
WHICH IS THE “ CARGO “
AND NOT THE VESSEL AS MANY BELIEVE OR WANT TO MAKE BELIEVE.
AUTHORITIES SHOULD PAY MORE ATTENTION TO THE TOTAL COSTS.

55. MANY PORTS ONLY INFORM :
THE BIGGEST SHIP THEY CAN RECEIVE ( LENGTH, WIDTH, DRAFTS ETC.)
BERTHS, YARDS, CRANES AND EQUIPMENTS OF THE PORT,
HOW MANY MOVES OR TONS PER HOUR THE PORTS CAN PERFORM,
IF THE PORT IS FREE OF DELAYS AND CONGESTION ,
AND OTHER SIMILAR INFORMATION THAT HAS TO DO WITH THE SERVICE TO THE SHIP-OWNER.

56. BUT THIS IS NOT ENOUGH
THEY DO NOT INFORM HOW THE PORT AFFECTS THE TOTAL COSTS FROM “ORIGIN TO DESTINATION”.
THE AUTHORITIES IN DEVELOPING COUNTRIES SHOULD PAY MORE ATTENTION TO THE QUALITY OF THE SERVICES THAT THEIR PORTS GIVE TO THE OWNERS OF THE CARGO:
THEY MUST INFORM HOW THE POSITION OF THE PORT IS IN THE SUPPLY-CHAIN,
WHAT LOGISTIC-CENTERS (Z.A.L.) ARE AVAILABLE AND WHAT INTERMODAL SERVICES ARE OFFERED,
THEY MUST EVALUATE BETTER HOW THE PORTS SERVE THE “CARGO – INTERESTS”

57. HOW DO WE SEE THE FUTURE SEPETIBA / ITAGUAÍ, (75 km DE R.de J.)
2009 CHANGES IN PORT-POLICIES IN BRAZIL.
MANY NEW PROJECTS THAT WILL OFFER TRANSSHIPMENT SERVICES :
SEPETIBA / ITAGUAÍ, (75 km DE R.de J.)
SANTOS !!!,
PARANAGUA,
SAN FRANCISCO DO SUL / ITAPOÁ (HSD)
MSC: NAVEGANTES OR SANTOS ???
( RIO GRANDE DO SUL) ( SOME SHIPPING-LINES ALREADY TURN AROUND IN RIO GRANDE AND TRANSSHIP CONTAINERS TO VESSELS OF THEIR OTHER LINES TO MVD AND BUENOS AIRES).

58. Photo taken in Buenos Aires
HAMBURG SUD
THIS TYPE IS THE BIGGEST CONTAINER-VESSEL THAT ENTERED THE PORT OF BUENOS AIRES SO FAR, AND MOST PEOPLE AGREE THAT IT HAS THE MAXIMUM DIMENSIONS THIS PORT CAN SAFELY ACCEPT.
Photo taken in Buenos Aires
LENGTH 286 m BREADTH 40 m
DRAFT 44 FEET 13,5 m

59. Knud Maersk ( 7000 TEU) which reportedly soon will enter the
service between
North Europe / East Coast South America.

61. Santos ALL 24 CALL AT SANTOS s.c
EEUU
Europa
AFRICA
ONE IMPORTANT
SHIPPING-LINE
PARTICIPATES
WITH 12 VSLS IN 2 U.S.A. SERV. AND ANOTHER
VSLS in 2 SERVICES TO
EUROPE
CARGO-MOVEMENTS IMPO/ EXPO BRASIL / UR./ ARG.
FULL CONT. ± TEU
Suape
RIO-SANTOS-PAGUA-
TEU 45%
Santos
ALL 24 CALL AT SANTOS
S.C
R.G
s.c
RIO GRANDE
Montevideo
AND
ALL CONTINUE TO THE SOUTH
ARG TEU
23%
Buenos Aires
FAR EAST / S. AFRICA also 1 serv. F.E.
32 % S.C./R.G./ MDEO/ REST N. BRAZIL

62. AND THEN CONTINUE SOUTHWARD,
IN THE PRESENT SYSTEM, NEARLY ALL VSLS CARRYING CARGO FOR ARGENTINA, CALL SANTOS WHERE THEY DROP A MAJOR PART OF THEIR CARGO,
AND THEN CONTINUE SOUTHWARD,
SOME TURN AROUND IN RIO GRANDE, SOME IN MONTEVIDEO AND MANY CONTINUE TO BUENOS AIRES.
THE BEST SIZE OF THE VESSELS TO SERVE THE REGION, IS NOT BASED ON THE VOLUME THAT ARGENTINA PROVIDES, BUT ON WHAT THE BRAZILIAN MARKET OFFERS.
THIS MEANS THAT AFTER SANTOS, VESSELS OF / TEU SAIL SOUTH WITH SOME TEU, IN OTHER WORDS, LESS THAN 40% OF CAPACITY .

63. YOU CAN SEE THAT WITH TRANSSHIPMENT IN SANTOS, THE LINES CAN OFFER THE SAME QUALITY OF SERVICES FOR PORTS TO THE SOUTH, WITH LESS VESSELS.
SO FAR THIS IS IMPOSSIBLE, BECAUSE BRAZILIAN PORTS CAN NOT YET OFFER THIS SERVICE.
( IT IS NOT YET CLEAR, HOW THE CRISIS, WITH PLUMMETING CHARTER-RATES, WILL AFFECT THE COST-CALCULATIONS).

64. SANTOS-RIO RIO-STS-PÁGUA +/-2.500.00 TEU 6000 TEU DL. 3.500
ARG. +/ %
DIRECT LINES

65. I BELIEVE TIME IS UP:
ARGENTINA URGENTLY NEEDS TO DEVELOP REAL TRANSPORT - POLICIES :
IT MUST STUDY ALL TRANSPORT- PROBLEMS IN A GLOBAL MANNER : PORTS - AND INLAND-TRANSPORT TOGETHER, NOT SEPARATELY. (NOW PRACTICALLY NOTHING AT ALL OF THIS IS STUDIED IN ARGENTINA).
IT MUST CREATE A MORE EFFCIENT SYSTEM AND SEE HOW THE PORTS AND THE OVERALL TRANSPORT NETWORKS CAN BE INTEGRATED.
IT MUST SOLVE THE SERIOUS PROBLEMS OF THE FREIGHT-RAILWAYS (AND OUR CASE , T.Z.)
ONLY BY LOWERING OUR EXCESSIVE INTERNAL TRANSPORTATION - COSTS, CAN THE COUNTRY BECOME COMPETITIVE.
TERMINAL ZARATE , WITH ITS REAL ADVANTAGES, SHOULD BE PROMOTED, INSTEAD OF BEING ELIMINATED FROM THE COMPETITION BY A MONOPOLY ( PORT OF B.A. & DOCK SUD).
¿Qué podemos sacar como conclusión ? Se puede decir que la Argentina tiene