Toma Meixueiro Mancisidor mando de Capitanía de Puerto

Fuente: Diario del Istmo

Ayer se produjo el cambio de mando en Capitanía del Puerto. El Capitán Elías Córdova Araico entregó la estafeta al Capitán Eduardo Meixueiro Mancisidor, el cual fue ascendido proveniente del puerto de Veracruz donde era jefe de navegación regional.

El Capitán Meixueiro en 1975 estuvo en Coatzacoalcos participando en el Plan Maestro de Desarrollo Coatzacoalcos-Salina Cruz.

El nuevo Capitán de Puerto, señaló que recibió instrucciones en torno a continuar con el ritmo de trabajo que le imprimió el Capitán Córdova a esta plaza y que en los próximos días se reunirá con las autoridades de la localidad y las áreas de jurisdicción que le corresponden.

BALANCE DE CÓRDOVA

Al hacer un balance de su actividad al frente de la Capitanía de Puerto, el Capitán Córdova mencionó como las dos más grandes satisfacciones profesionales durante su encargo en Coatzacoalcos: el poder desmantelar los barcos Orfeo, que encayó en la playa de Coatzacoalcos, y el Oituz y Ciclone que por siete años habían permanecido en el muelle del lado de villa Allende, convirtiendo al puerto de Coatzacoalcos en un cementerio de embarcaciones.

Vaya circunstancia la de TMM

Fuente: Excelsior
Tiempo de Negocios
Darío Celis

..............
Vaya circunstancia la de TMM, de José Serrano. Recordará la emisión de certificados bursátiles para levantar 900 millones de dólares el año pasado, recursos que sirvieron para comprar tres buque tanques para arrendar a Pemex. La cosa es que la paraestatal de Juan José Suárez Coppel tiene detenidas las licitaciones de largo plazo porque está redefiniendo su estrategia de logística. Los mercados tiraron las tarifas de transporte para ese tipo de barcos. Esta situación ha presionado la liquidez del grupo dirigido por Fernando Sánchez Ugarte.
...............

Moverá 30 mil toneladas de fertilizante líquido

Será el próximo martes 3 de noviembre del presente año cuando entre en funciones la nueva terminal para el manejo de fertilizante líquido, para lo cual habrá un evento especial de inauguración, en donde se contará con la presencia de distinguidos invitados al acto protocolario, informó Guillermo VonBorstel Osuna.
El gerente comercial de la Administración Portuaria Integral de Guaymas (Apiguay), dijo que a la inauguración de esta Terminal se contará con la presencia del coordinador General de Puertos y Marina Mercante, de la SCT, Alejandro Cachón Domínguez, así como el gobernador, Guillermo Padrés Elías, entre otros más.
VonBorstel Osuna indicó que la inauguración de esta infraestructura se realizará a partir de las 15:00 horas, en la Terminal del Centro de Cruceros, en donde será ésta la primera ocasión en la historia que el recinto portuario mueva fluidos líquidos, pues anteriormente sólo se manejaban fertilizante granulado.
Esta nueva terminal tuvo un costo aproximado a los 3 millones de dólares y es la empresa Cortez Transfer, quien realizó la construcción del recinto a un costado del cerro “La Ardilla”.
“Para esta fecha estará ya todo listo, la embarcación vendrá procedente de Rusia y traerá 30 mil toneladas de fertilizante líquido; será algo histórico porque antes no había sucedido un hecho de esta naturaleza”, manifestó el funcionario de Apiguay.
Subrayó que es Gowan Group, la dueña de varias empresas dedicadas a promover el desarrollo de productos que aumenten la productividad del campo, misma que fue la ganadora de la licitación a través de su filial Cortez Transferí.
Esta compañía importará fertilizantes desde Alaska para distribuirlos en la zona noroeste de México y el sur de Estados Unidos, a este último destino vía tránsitos internacionales.
La planta está instalada sobre una superficie de dos hectáreas, sin frente de agua, convirtiéndose en la única en su tipo, al combinar la recepción, almacenamiento y entrega de fertilizante líquido y granulado, y habrá una Terminal de fertilizante seco donde se almacenarán hasta 40 mil toneladas del producto, en tanto que un área será habilitada para albergar hasta 20 mil toneladas métricas de fertilizante líquido, concluyó.

Naufraga barco camaronero en Sonora; hay 5 desaparecidos

Localizaron a uno de los tripulantes tras el hundimiento de la embarcación por los fuertes vientos. Realizan un operativo de búsqueda por agua y aire

Marcelo Beyliss/ corresponsal
Fuente: El Universal

Cinco pescadores desaparecieron luego de que la embarcación camaronera que tripulaban se fuera a pique en el Golfo de California, frente a las costas de Puerto Peñasco, en el noroeste de la entidad.

El director de la Unidad Municipal de Protección Civil de Puerto Peñasco, Rubén Salido Martínez informó que de los seis hombres que viajaban a bordo del barco "Carranza II", uno fue rescatado con vida, mientras que los otros cinco permanecen extraviados.

El pescador, Juan Francisco Gallegos Trejo, de 22 años de edad, fue observado en el mar por los tripulantes del barco "Mister I" y lo trasladaron a tierra, donde de inmediato tuvo que recibir hospitalizado al presentar hipotermia y deshidratación.

Salido Martínez dijo que por los fuertes vientos que se presentaron en la región el pasado martes, la embarcación sufrió problemas que provocaron su hundimiento.

El "Carranza II" se encontraba a unas 25 millas al suroeste de Puerto Peñasco cuando se registraron los fuertes vientos que hicieron que la red pesquera, conocida como "chinchorro" arropara el motor.

Bajo esas condiciones el motor del barco dejó de funcionar y, se presume que en ese instante, una ola grande volteó el barco, comentó.

"El mal tiempo llegó de manera sorpresiva, no hubo tiempo de informar", aseguró el funcionario.

Indicó que se ha implementado un operativo de búsqueda por agua y aire, en el que participan decenas de elementos de protección civil, armada y de la población.

Casi 40 pangas y tres helicópteros se utilizan en la búsqueda de los cinco pescadores desaparecidos, comentó.

"Se hace todo lo humanamente posible para localizarlos, no perdemos la esperanza de encontrarlos vivos, probablemente refugiados en la Isla San Jorge, que se encuentra cerca del lugar del naufragio", añadió.

La noche del martes, dijo, fue la última vez que se tuvo contacto con la tripulación.

Distribuirán tarjetón de pesca a los camaroneros

Fuente: Tribuna Campeche

Al informar que realizarán gestiones para obtener recursos por 70 millones de pesos para la modernización de la flota camaronera campechana, el secretario de Pesca y Acuacultura, David Uribe Haydar, anunció que ante el inminente inicio de la temporada de captura de camarón en la Sonda de Campeche, pescadores de altura contarán con tarjetón de pesca de manera gratuita, lo que les evitará gastos por más de tres mil pesos. Tras reunirse con representantes de la Cámara Nacional de la Industria Pesquera y Acuícola de Campeche (Canainpesca), y la Capitanía de Puerto, el funcionario indicó que también se pedirá a las autoridades de la Armada de México, flexibilizar los horarios de entrada y salida de las embarcaciones, a fin de que les den libertad y que no estén sujetos a un horario.

Uribe Haydar calificó a la reunión como muy productiva, ya que de acuerdo a las peticiones de los armadores, se acordó con el Capitán de Puerto, Alejandro Martínez, facilitar los tarjetones de manera gratuita a los pescadores, sólo con un certificado de salud.

Otro de los acuerdos importantes, es que a través de la Secretaría de Pesca y Acuacultura, se buscarán recursos federales por más de 70 millones de pesos, para iniciar la modernización de la flota camaronera de la capital del Estado.

El dirigente de la Canainpesca, Laureano Ceballos Fuentes, destacó que con estos acuerdos, ya no estarían sujetos a un horario para las entradas y salidas de las embarcaciones, ni se tendría que avisar 24 horas antes para salir a pescar, y 48 horas antes para entrar a puerto.

Los armadores no se oponen a la revisión cuando salen y cuando entran, pero piden que sea de manera aleatoria, que no haya horarios para entrar y salir, ya que eso perjudica la actividad.

Calificó como positivas las gestiones de la Secretaría de Pesca ante la Capitanía de Puerto, para que los pescadores tengan sus tarjetones de manera gratuita, ya que hay muchos problemas para obtener el documento, pues deben contar con un curso de Marina Mercante ante la Secretaría de Comunicaciones y Transportes, y erogar hasta tres mil pesos en gastos.

Lo más importante para el sector, es la modernización de las 107 embarcaciones de la capital del Estado, para lo cual se requieren más de 70 millones de pesos y se espera una aportación del 40 por ciento del Gobierno Federal, 30 por ciento del Gobierno del Estado y 30 por ciento del armador.

Pone Armada en operación buque de investigación pesquera

El objetivo, contribuir al desarrollo económico de esa industria
Asimismo, permitirán amplíar las oportunidades para participar en el mercado nacional e internacional

Fuente: El Financiero

México, 29 de octubre.- La Armada de México puso en operación un prototipo de buque pesquero de investigación, que contribuirá a ordenar, regular y administrar la pesca sustentable del camarón, así como al desarrollo económico de esa industria.

El secretario de Marina, Francisco Saynez Mendoza, atestiguó la botadura del Buque de Investigación Pesquera, en el Astillero de la Armada Número Seis en este puerto, cuya construcción inició el 6 de febrero de este año.

El proyecto para la construcción de este buque se desarrolló en coordinación con la Secretaría de Agricultura, Ganadería, Desarrollo Rural, Pesca y Alimentación (Sagarpa) y la Comisión Nacional de Acuacultura y Pesca (Conapesca), y forma parte de un plan para abarcar las principales zonas camaroneras del país.

Durante su discurso en la ceremonia de botadura, el almirante Saynez Mendoza dijo en este sentido que el primer buque forma parte de "un ambicioso programa de construcción de más buques de este tipo", lo que contribuirá al desarrollo económico, así como a la creación de empleos directos e indirectos.

Las características técnicas de la embarcación, que incluye un sistema de refrigeración para conservar la calidad del crustáceo, permitirán disminuir las importaciones y amplía las oportunidades para participar en el mercado nacional e internacional.

Además de ello, el titular de la Secretaría de Marina-Armada de México (Semar) resaltó que el nuevo buque fomentará la investigación e incorporación de tecnologías y generará ahorro en la renovación de la flota mexicana.

El Astillero Número Seis se encargará de producir los buques que poco a poco modernicen la flota camaronera del país, y sobre esto Saynez Mendoza apuntó que la Armada pondrá al servicio de las instituciones y empresas que lo requieran "todas nuestras capacidades en construcción naval".

Acompañado por el gobernador de Sonora, Guillermo Padrés Elías, afirmó que la dependencia a su cargo tiene el único propósito de modernizar y ampliar las flotas mexicanas de la industria pesquera, de los servicios de apoyo portuario, turístico y de las actividades petroleras.

El Buque de Investigación Pesquera Tipo Camaronero tuvo un costo de 13.5 millones de pesos y está diseñado para realizar pesca de camarón, calamar, tiburón y escama en alta mar, y cuenta con una sala de proceso, un túnel de congelación, así como una bodega de 65 metros cúbicos.

Como madrina del buque fue nombrada María Iveth Dagnino Acuña de Padrés, esposa del gobernador sonorense, quien fue la encargada de cortar el listón con mazo y cincel y romper una botella de bacanora en el casco del buque para desear buena suerte a la embarcación. (Con información de Notimex/TPC)

Grupo TMM Reports Third-Quarter 2009 Financial Results

SOURCE: Grupo TMM

Oct 28, 2009 16:30 ET
Grupo TMM Reports Third-Quarter 2009 Financial Results
MEXICO CITY--(Marketwire - October 28, 2009) - Grupo TMM, S.A.B. (NYSE: TMM) (BMV: TMM A)

-- Consolidated operating profit up $4.7 million for quarter and 34.5% in
first nine months
-- Maritime operating profit up 40.8% for quarter and 21.9% in first nine
months
-- EBITDA up 119.2% for quarter and 42.0% in first nine months

Grupo TMM, S.A.B. (NYSE: TMM) (BMV: TMM A) ("TMM" or the "Company"), a Mexican intermodal transportation and logistics company, reported today its financial results for the third quarter and first nine months of 2009.
MANAGEMENT OVERVIEW
José F. Serrano, chairman and chief executive officer of Grupo TMM, said, "In the 2009 third quarter, weak economic conditions continued to negatively impact revenues at each of our business units. However, operating profit, operating margins and EBITDA in the third quarter and first nine months of 2009 exceeded last years' results.
"Consolidated revenues decreased 21.8 percent in the 2009 third quarter and 16.3 percent in the 2009 nine-month period compared to the same periods of last year. Notwithstanding these revenue decreases, consolidated operating profit in the 2009 third quarter improved to $3.8 million compared to an operating loss of $0.9 million in the same period last year, and improved to $14.8 million in the 2009 nine-month period compared to $11.0 million in the 2008 nine-month period. These improvements were mainly due to lower costs and expenses and to improved profits at Maritime in the 2009 periods compared to the 2008 periods."
Serrano continued, "In the 2009 third quarter, corporate expenses decreased 34.4 percent, or $2.1 million, and in the first nine months of 2009, decreased 22.5 percent, or $3.3 million, both compared to the same respective periods of last year. The ratio of corporate expenses to total revenue declined to 5.4 percent in the 2009 third quarter and to 5.0 percent in the 2009 nine-month period.
"Consolidated EBITDA grew year-over-year, up 119.2 percent from $7.8 million in the 2008 third quarter to $17.1 million in the 2009 third quarter. Consolidated EBITDA increased 42.0 percent, from $36.9 million in the 2008 period to $52.4 million, in the 2009 period.
"At Maritime, third-quarter 2009 revenues fell 6.5 percent compared to third-quarter 2008, mainly due to a decrease in product tanker revenue days and to fewer vessels in operation. For the nine-month period of 2009 compared to the same period of 2008, Maritime revenues remained stable at $151 million.
"However, Maritime operating profit and margins increased in both 2009 periods compared to last year. In the 2009 third quarter, operating profit improved 40.8 percent to $14.5 million, and in the 2009 nine-month period, increased 21.9 percent to $40.6 million, mainly due to improvements at our offshore segment as a result of more vessels in operation and to higher average daily rates when compared to 2008.
"We continue to enhance our vessel utilization and productivity at our Maritime division, as we have recently closed four new long-term contracts. One product tanker and one new offshore vessel each began five-year contracts in mid-August, contributing to 2009 third-quarter results. Additionally, one new offshore vessel began a five-year contract this month, and another vessel will begin a five-year contract in early November, both of which will contribute to our results in the fourth quarter."
Serrano continued, "In the first nine months of 2009, lower automobile production, decreasing total trade and negative economic indexes in Mexico and abroad have negatively impacted TMM's Ports and Logistics divisions' revenue and operations. Port revenue and operating profit decreased in the 2009 periods compared to the 2008 periods mainly due to reduced auto exports and fewer cruise ship calls in the Port of Acapulco. At Logistics, trucking, auto hauling and warehousing were negatively affected period over period by reduced volumes as a result of lower demand for consumer goods, retail and auto parts. Logistics revenue was also impacted by the depreciation of the peso versus the dollar in 2009 compared to 2008.
"Net financial costs in the 2009 periods were partially offset by peso depreciation versus the dollar, as we recorded a net exchange gain of $18.0 million in the third quarter, which in turn reduced the net exchange loss for the first nine months of 2009 to $7.4 million."
Serrano concluded, "As we have discussed previously, we continue to work on the restructuring of our dollar denominated debt and sale of our non-strategic and non-productive assets and operations. While we would have hoped to have these actions completed by today, global credit markets, the Mexican economy and Mexican regulations have made these dealings very complex and time consuming.
"I want to assure our shareholders that we are now in the final stages to reach an agreement to refinance this debt, which is necessary for TMM's renewed growth and improved shareholder returns. Completing these transactions will allow us to de-lever the Company, ease our financial costs, increase our financial flexibility and focus all of our efforts going forward on improving TMM's operating profit to become free cash flow positive in 2010, positioning the Company for long-term growth and profitability."
CONFERENCE CALL
TMM's management will host a conference call and Webcast to review financial and operational highlights on Thursday, October 29 at 11:30 a.m. Eastern time. To participate in the conference call, please dial (888) 554-1432 (domestic) or (719) 325-2172 (international) at least five minutes prior to the start of the event. Accompanying visuals and a simultaneous Webcast of the meeting will be available at http://www.visualwebcaster.com/event.asp?id=62685.
A replay of the conference call will be available through November 12 at 11:59 p.m. Eastern time, by dialing (888) 203-1112 or (719) 457-0820, and entering passcode 7939427. On the Internet a replay will be available for 30 days at http://www.visualwebcaster.com/event.asp?id=62685.
Headquartered in Mexico City, TMM is a Mexican intermodal transportation and logistics company. Through its branch offices and network of subsidiary companies, TMM provides a dynamic combination of ocean and land transportation services. Visit TMM's Web site at www.grupotmm.com. The site offers Spanish/English language options.
Included in this press release are certain forward-looking statements within the meaning of Section 27A of the Securities Act of 1933, as amended, and Section 21E of the Securities Exchange Act of 1934, as amended. Such forward-looking statements speak only as of the date they are made and are based on the beliefs of the Company's management as well as on assumptions made. Actual results could differ materially from those included in such forward-looking statements. Readers are cautioned that all forward-looking statements involve risks and uncertainty. The following factors could cause actual results to differ materially from such forward-looking statements: global, US and Mexican economic and social conditions; the effect of the North American Free Trade Agreement on the level of US-Mexico trade; the condition of the world shipping market; the success of the Company's investment in new businesses; risks associated with the Company's reorganization and restructuring; the ability of the Company to reduce corporate overhead costs; the ability of management to manage growth and successfully compete in new businesses; and the ability of the Company to restructure or refinance its indebtedness. These risk factors and additional information are included in the Company's reports on Form 6-K and 20-F on file with the United States Securities and Exchange Commission.

Grupo TMM, S.A.B. and subsidiaries
Balance Sheet*
- millions of dollars -



September December
30, 31,
2009 2008

--------- ---------

Current assets:
Cash and cash equivalents 99.770 168.447
--------- ---------
Accounts receivable
Accounts receivable - Net 62.252 56.548
--------- ---------
Other accounts receivable 42.806 23.750
--------- ---------
Prepaid expenses and others current assets 10.087 11.653
--------- ---------
Total current assets 214.915 260.398
========= =========
Property, machinery and equipment 830.676 806.911
--------- ---------
Cumulative Depreciation (137.800) (124.396)
--------- ---------
Property, machinery and equipment - Net 692.876 682.515
========= =========
Other assets 57.784 47.821
--------- ---------
Deferred taxes 97.276 97.276
--------- ---------
Total assets 1,062.851 1,088.010
--------- ---------
Current liabilities:
Bank loans and current maturities of long-term
liabilities 16.419 21.063
--------- ---------
Sale of accounts receivable 16.306 14.976
--------- ---------
Suppliers 29.930 33.039
--------- ---------
Other accounts payable and accrued expenses 54.222 38.827
--------- ---------
Total current liabilities 116.877 107.905
--------- ---------
Long-term liabilities:
Bank loans 62.865 64.795
--------- ---------
Trust certificates debt 653.605 615.609
--------- ---------
Sale of accounts receivable 90.116 101.035
--------- ---------
Other long-term liabilities 27.760 27.483
--------- ---------
Total long-term liabilities 834.346 808.922
========= =========
Total liabilities 951.223 916.827
--------- ---------

Stockholders' equity
Common stock 114.058 114.058
--------- ---------
Retained earnings 20.435 82.117
--------- ---------
Initial accumulated translation loss (17.757) (17.757)
--------- ---------
Cumulative translation adjusted (11.573) (13.312)
--------- ---------
105.163 165.106
--------- ---------
Minority interest 6.465 6.077
--------- ---------
Total stockholders' equity 111.628 171.183
--------- ---------

Total liabilities and stockholders' equity 1,062.851 1,088.010
--------- ---------

*Prepared in accordance with International Financial Reporting Standards
as issued by the International Accounting Standards Board.



Grupo TMM, S.A.B. and subsidiaries
Statement of Operations*
- millions of dollars -



Three months ended Nine months ended
September 30, September 30,
------------------ ------------------
2009 2008 2009 2008
-------- -------- -------- --------

Ports 0.924 1.343 3.772 5.578
Maritime 49.171 52.602 151.308 151.687
Logistics 22.900 36.656 68.617 106.027
Corporate and others 1.700 4.849 5.709 10.836
Eliminations (0.098) (0.091) (0.298) (0.292)
-------- -------- -------- --------
Revenue from freight and services 74.597 95.359 229.108 273.836
-------- -------- -------- --------

Ports (0.987) (1.481) (3.189) (4.454)
Maritime (27.813) (37.491) (90.206) (106.116)
Logistics (26.069) (38.715) (75.159) (109.291)
Corporate and others (2.574) (5.195) (7.374) (11.269)
Eliminations 0.098 0.091 0.298 0.292
-------- -------- -------- --------
Cost of freight and services (57.345) (82.791) (175.630) (230.838)
-------- -------- -------- --------

Ports (0.177) (0.208) (0.566) (0.645)
Maritime (6.853) (4.782) (20.499) (12.282)
Logistics (1.790) (0.940) (4.371) (3.301)
Corporate and others (0.002) 0.001 (0.011) (0.013)
-------- -------- -------- --------
Depreciation of vessels and
equipment (8.822) (5.929) (25.447) (16.241)
-------- -------- -------- --------

Corporate expenses (4.035) (6.147) (11.359) (14.736)
Ports (0.240) (0.346) 0.017 0.479
Maritime 14.505 10.329 40.603 33.289
Logistics (4.959) (2.999) (10.913) (6.565)
Corporate and others (0.876) (0.345) (1.676) (0.446)
Other (expenses) income - Net (0.599) (1.408) (1.834) (1.024)
-------- -------- -------- --------
Operating Income 3.796 (0.916) 14.838 10.997
======== ======== ======== ========
Financial (expenses) income - Net (21.028) (18.321) (67.858) (43.007)
Exchange gain (loss) - Net 17.967 32.051 (7.434) 21.663
-------- -------- -------- --------
Net financial cost (3.061) 13.730 (75.292) (21.344)
-------- -------- -------- --------
Gain (loss) before taxes 0.735 12.814 (60.454) (10.347)
======== ======== ======== ========
(Provision) benefit for taxes (0.245) 1.155 (0.647) (0.305)
-------- -------- -------- --------
Net income (loss) for the period 0.490 13.969 (61.101) (10.652)
-------- -------- -------- --------

Attributable to:
Minority interest 0.559 (0.082) 0.581 0.482
-------- -------- -------- --------
Equity holders of GTMM, S.A.B. (0.069) 14.051 (61.682) (11.134)
-------- -------- -------- --------

Weighted average outstanding shares
(millions) 55.227 55.956 55.227 56.518
Income (loss) earnings per share
(dollars / share) (0.00) 0.25 (1.12) (0.20)

Outstanding shares at end of period
(millions) 55.227 55.252 55.227 55.252
Income (loss) earnings per share
(dollars / share) (0.00) 0.25 (1.12) (0.20)
-------- -------- -------- --------
*Prepared in accordance with International Financial Reporting Standards as
issued by the International Accounting Standards Board.



Grupo TMM, S.A.B. and subsidiaries
Statement of Cash Flows*
- millions of dollars -



Three months ended Year ended
September 30, September 30,
------------------ ------------------
2009 2008 2009 2008
-------- -------- -------- --------

Cash flow from operation
activities:
Net Income (loss) before
discontinuing operations 0.490 13.969 (61.101) (10.652)
-------- -------- -------- --------

Charges (credits) to income not
affecting resources:
Depreciation & amortization 13.283 8.674 37.545 25.909
-------- -------- -------- --------
Other non-cash items 5.901 (12.476) 71.036 32.515
-------- -------- -------- --------
Total non-cash items 19.184 (3.802) 108.581 58.424
-------- -------- -------- --------
Changes in assets & liabilities (9.147) (31.437) (22.070) (59.421)
-------- -------- -------- --------
Total adjustments 10.037 (35.239) 86.511 (0.997)
-------- -------- -------- --------
Net cash provided by (used in)
operating activities 10.527 (21.270) 25.410 (11.649)
======== ======== ======== ========

Cash flow from investing
activities:
Proceeds from sales of assets 4.383 0.489 11.835 1.008
-------- -------- -------- --------
Payments for purchases of assets (14.794) (196.136) (53.537) (298.137)
-------- -------- -------- --------
Common stock decrease of
subsidiaries (0.202) (0.202) (0.490)
-------- -------- -------- --------
Dividends from non-consolidated
subsidiaries 1.001 0.643 1.001
-------- -------- -------- --------
Net cash used in investment
activities (10.613) (194.646) (41.261) (296.618)
======== ======== ======== ========

Cash flow provided by financing
activities:
Short-term borrowings (net) (2.277) (0.939) 0.249
-------- -------- -------- --------
Sale (repurchase) of accounts
receivable (net) (7.222) (7.240) (21.667) (21.777)
-------- -------- -------- --------
Repayment of long-term debt (7.300) 0.615 (40.490) (56.248)
-------- -------- -------- --------
Proceeds from issuance of
long-term debt 8.832 426.404 8.832 628.815
-------- -------- -------- --------
Acquisition of treasury shares,
net (1.367) (2.208)
-------- -------- -------- --------
Net cash (used in) provided by
financing activities (5.690) 416.135 (54.264) 548.831
======== ======== ======== ========
Exchange losses on cash (2.609) (11.058) 1.438 (11.058)
======== ======== ======== ========
Net (decrease) increase in cash (8.385) 189.161 (68.677) 229.506
-------- -------- -------- --------
Cash at beginning of period 108.155 92.580 168.447 52.235
-------- -------- -------- --------
Cash at end of period 99.770 281.741 99.770 281.741
-------- -------- -------- --------


*Prepared in accordance with International Financial Reporting Standards as
issued by the International Accounting Standards Board.


TMM COMPANY CONTACT:
Jacinto Marina
Chief Financial Officer
011-525-55-629-8866 ext. 2901
Email Contact

Monica Azar
Investor Relations
917-597-5361
011-525-55-629-8866 ext. 3421
Email Contact

AT DRESNER CORPORATE SERVICES:
Kristine Walczak (investors, analysts, media)
312-726-3600

Deep water port in Mexico again may impact Yuma

Source: Yumasun
BY TERRY ROSS, NEWS AND INFORMATION CENTER DIRECTOR

The announcement that plans for a new major deep water port in Mexico have been renewed is bound to stir controversy locally if the project actually materializes.

While the port is a long way from us, it is possible the Yuma area could be closely linked to it via a railroad that would carry cargo from the new deep water port into the United States after crossing at San Luis Rio Colorado, Son. - one of various rail routes that have been proposed.

The Mexico city's mayor, Manuel Baldenebro, said the route is one under consideration in bidding proposals recently put forward by the Mexico Ministry of Communications and Transportation. He said it would bring economic development to his city and to Yuma County.

Some local residents will undoubtedly remember a similar proposal that was put forward in 2007 when Union Pacific Railroad was looking at serving the new port in Punta Colonet, located on the west coast of Baja California south of Ensenada.

Local opposition marshalled quickly against putting the railroad through the Yuma area due to concerns about pollution, crime and deterioration of property values in neighboring areas. Although no route was ever actually selected, Union Pacific had inquired about possible acquisition of land south of Yuma.

In the end, Union Pacific decided to drop plans to serve the port due to various factors, including delays by Mexican officials in moving the project forward. This decision caused celebration among local opponents.

The megaport, reportedly the largest infrastructure project ever undertaken by Mexico and costing $4 billion or more, was put on the back burner by Mexico when the world economy tanked. Now with the announcement of bidding specifications for the port, it appears Mexico officials are ready to move forward again.

Mexico officials say four companies have expressed interest in bidding to build the port and operate it. Prospective bidders must indicate their interest by Nov. 3, according to the Ministry of Communications and Transportation.

By the time the port is finished in a few years, it would be ready to take advantage of a world economic recovery. It could eventually be one of the largest deep water ports on the Pacific Coast. Current ports are nearing maximum capacity, causing bottlenecks and delays in shipping of goods from Asia to the United States in normal economic times.

A necessary component in the concept is getting the goods from Punta Colonet to the United States by rail. There are limited places to connect with major U.S. rail lines, and one of those is through Yuma, meaning we will likely once again be on the short list.

If that happens, opposition would undoubtedly be renewed to the idea.

Part of the reason there was so much opposition to the previous plan here was an initial lack of openness about the proposal from railroad officials, who were trying to keep a low profile while looking for available land. But this allowed rumors to bloom and likely increased the suspicion of the opponents, who felt they were being deceived.

If indeed there are new plans for a rail line through the Yuma area, then those proposing it need to be very up-front about the plans. The community has to be part of the process if they are to go along with it. Concerns need to be heard and dealt with early in the process.

La deuda de Astilleros con las auxiliares supera los 10 millones

Fuente: Huelva Información

Mientras la sombra de un concurso de acreedores navega sobre Astilleros, que mantiene una deuda de 280 millones, las empresas auxiliares ajenas a la propiedad temen que el efecto dominó llegue a sus cuentas. La deuda que la naviera onubense mantiene con ellas (cuya razón de ser es la prestación de servicios a Astilleros) supera los diez millones, según fuentes cercanas al sector.

La dependencia de estas sociedades con la actividad de Astilleros es difícil de sortear, pero no imposible. La empresa General Eléctrica Onubense (Geosa), especializada en la construcción de cuadros y pupitres eléctricos especiales, sinópticos e instrumentalización ha puesto el punto de mira de su actividad en los buques militares y ha diseñado y construido los cuadros eléctricos para la automatización de un buque militar para la Armada Española y de otro para la Armada Bolivariana de Venezuela. Encargos que se han incluido en un paquete más amplio de contratos, que convierten a Geosa en referente en el campo de automatizaciones navales.

Esta carga de trabajo llega en un momento crítico para el sector que depende de la actividad naval, del que, "gracias a su decidida apuesta por la innovación tecnológica y a los criterios de eficiencia y eficacia en sus compromisos" -según la empresa-, la compañía onubense sale fortalecida como modelo de adaptabilidad a las exigentes condiciones de un mercado tan competitivo.

Las automatizaciones de buques militares se ha convertido así en eje de la actividad de esta empresa onubense, que actualmente se encuentra desarrollando los cuadros auxiliares de otros tres Buques de Acción Marítima (BAM) para la Marina Española, así como del nuevo patrullero oceánico del Servicio Marítimo de la Guardia Civil, y cuadros eléctricos para cuatro Buques de Vigilancia Litoral (BVL), embarcaciones de 79.9 metros de eslora, y para otros tres buques patrulleros de la Armada Nacional de Venezuela.

Hasta el momento es uno de los pocos casos que se dan en este sector y por ello, desde la FOE se ha constituido una comisión de seguimiento de empresas auxiliares y de servicios del sector naval, afectadas por la problemática de Astilleros.

Desde ella (constituida ayer) se pretende atender sus necesidades y trabajar en orden a seguir manteniendo su actividad. La FOE, ya lanzó la voz de alarma el pasado mes de mayo sobre la incertidumbre que se empezaba a cernir sobre este sector empresarial cuya plantilla en su conjunto es superior a la de los propios Astilleros. El acto de constitución de esta nueva comisión reunió ayer a los representantes de una veintena de empresas afectadas, que pusieron de manifiesto el efecto dominó que las crisis de Astilleros va tener sobre el sector de las auxiliares.

El incumplimiento de pagos por parte de Astilleros, que puede acarrear por sí mismo "la desaparición de esta actividad industrial, si no se atiende de forma inmediata la deuda contraída", según apuntó la patronal onubense, fue otro de los temas que centró la primera cita de esta comisión, cuyo primer objetivo se ha fijado mantener un encuentro con el presidente de la FOE, Antonio Ponce. Tras la cita, que servirá para que los empresarios le trasladen su preocupación, comenzará una ronda de encuentros con Astilleros y diferentes administraciones a fin de articular las actuaciones que garanticen la continuidad de un sector "que ha sido y es esencial" en la economía de la provincia.

Una pérdida causa un incendio en una plataforma petrolera australiana

Fuente: AFP

SÍDNEY — Una plataforma petrolera situada en la costa noroccidental de Australia era escenario de un incendio sin controlar este lunes debido a una pérdida en uno de sus pozos, advirtieron responsables de la empresa gestora de la instalación.

La plataforma West Atlas se incendió el domingo durante el último intento de parar la pérdida, que ha vertido miles de barriles de crudo en el mar de Timor desde el 21 de agosto.

El ministro australiano de Recursos y Energía, Martin Ferguson, afirmó que este lunes, la empresa PTTEP Australasia, que gestiona la plataforma, realizará un nuevo intento para parar la pérdida echando lodo en el pozo.

Según la PTTEP, acabar con la pérdida es la única forma de terminar con el incendio en la plataforma, situada a unos 250 km de la costa.

Ferguson añadió que el accidente, el más importante ocurrido en los últimos 25 años en una plataforma petrolera marítima en Australia, "ha tenido impacto en la industria australiana del petróleo y el gas".

Grupos ecologistas criticaron la forma en que el gobierno ha manejado el caso y señalaron que lo sucedido ha puesto en peligro el medio ambiente marino y animal de la costa noroccidental australiana, rica en recursos.

"Por el momento hay muchos interrogantes sin respuesta, incluida la causa del incendio", declaró Martin el domingo, en Perth.

Career Occupational Profile for: Mates- Ship, Boat, and Barge

Supervise and coordinate activities of crew aboard ships, boats, barges, or dredges.

Signficant Points
Merchant mariners spend extended periods at sea.
Entry, training, and educational requirements for many water transportation occupations are established and regulated by the U.S. Coast Guard.
Faster-than-average growth and good job opportunities are expected.

Overview Earnings/Outlook Knowledge, Skills, & Abilities Tasks & Activities Web Resources

Sample Job Titles
Barge Mate
Boatswain's Mate
Cadet, Deck
Captain
Cargo Mate
Coastal Tug Mate
Container Ship Mate
Deck Engineer
Deck Hand
Deckhand
Dock Hand
Dredge Mate
Ferry Terminal Agent
First Mate
First Officer
Fourth Mate
Fourth Officer
Inland Tow Boats Master
Maritime Officer
Mate
Mate, Fishing Vessel
Mate, Ship, Boat, or Barge
Ocean Towing Merchant Mariner
Officer
Pilot Boat Officer
Relief Captain
Relief Master
Relief Mate
Sailing Officer
Second Mate
Second Officer
Skipper
Tankerman
Third Mate
Third Officer
Training Mate
Tug Captain
Tugboat Mate
Vessel Master



Training
These occupations usually involve using communication and organizational skills to coordinate, supervise, manage, or train others to accomplish goals. Examples include funeral directors, electricians, forest and conservation technicians, legal secretaries, interviewers, and insurance sales agents.
Most occupations in this zone require training in vocational schools, related on-the-job experience, or an associate's degree. Some may require a bachelor's degree.
Previous work-related skill, knowledge, or experience is required for these occupations. For example, an electrician must have completed three or four years of apprenticeship or several years of vocational training, and often must have passed a licensing exam, in order to perform the job.
Employees in these occupations usually need one or two years of training involving both on-the-job experience and informal training with experienced workers.
Entry, training, and educational requirements for many water transportation occupations are established and regulated by the U.S. Coast Guard. Most officers and operators of commercially operated vessels must be licensed by the Coast Guard, which offers various kinds of licenses, depending on the position, body of water, and type of vessel. Individuals must be relicensed when they change the type of ship or the body of water they are on.

Education and training. Entry-level workers are classified as ordinary seamen or deckhands. Workers take some basic training, lasting a few days, in areas such as first aid and firefighting.

There are two paths of education and training for a deck officer or an engineer: applicants must either accumulate thousands of hours of experience while working as a deckhand, or graduate from the U.S. Merchant Marine Academy or another maritime academy. In both cases, applicants must pass a written examination. It is difficult to pass the examination without substantial formal schooling or independent study. The academies offer a 4-year academic program leading to a bachelor-of-science degree, a license (issued only by the Coast Guard) as a third mate (deck officer) or third assistant engineer (engineering officer), and, if the person chooses, a commission as ensign in the U.S. Naval Reserve, Merchant Marine Reserve, or Coast Guard Reserve. With experience and additional training, third officers may qualify for higher rank. Generally officers on deep water vessels are academy graduates and those in supply boats, inland waterways, and rivers rose to their positions through years of experience.

Harbor pilot training usually consists of an extended apprenticeship with a towing company or a habor pilots’ association. Entrants may be able seamen or licensed officers.

Licensure. Coast Guard licensing requirements vary by occupational specialty, type of vessel, and by body of water (river, inland waterway, Great Lakes, and oceans.) The requirements increase as the skill level of the occupational specialty increases and the size of the vessel increases.

Entry level seamen or deckhands on vessels operating in harbors or on rivers or other waterways do not need a license. All others working on larger, ocean-going vessels do need a license. To get the basic entry level license, workers must pass a drug screen, take a medical exam, and be U.S. citizens.

Workers on ocean-going or Great Lakes vessels need specialty licenses to work as engineering officers, or deck officers. On rivers or inland waterways, only the captain or anyone who steers the boat needs a license. For more information on licensing requirements see the Coast Guard’s Web site listed in the sources of additional information. Radio operators are licensed by the Federal Communications Commission.

Other qualifications. Most positions require excellent health, good vision, and color perception. Good general physical condition is needed because many jobs require the ability to lift heavy objects, withstand heat and cold, stand or stoop for long periods of time, dexterity to maneuver through tight spaces, and good balance on uneven and wet surfaces and in rough water.

Advancement. Experience and passing exams are required to advance. Deckhands who wish to advance must decide whether they want to work in the wheelhouse or the engine room. They will then assist the engineers or deck officers. With experience, assistant engineers and deck offices can advance to become chief engineers or captains. On smaller boats, such as tugs, a captain may choose to become self-employed by buying a boat and working as an owner-operator.

Nature of Work
The movement of huge amounts of cargo, as well as passengers, between nations and within our Nation depends on workers in water transportation occupations, also known on commercial ships as merchant mariners. They operate and maintain deep-sea merchant ships, tugboats, towboats, ferries, dredges, offshore supply vessels, excursion vessels, and other waterborne craft on the oceans, the Great Lakes, rivers, canals, and other waterways, as well as in harbors. (Workers who operate watercraft used in commercial fishing are described in the section on fishers and fishing vessel operators elsewhere in the Handbook.)

Captains, mates, and pilots of water vessels command or supervise the operations of ships and water vessels, both within domestic waterways and on the deep sea. Captains or masters are in overall command of the operation of a vessel, and they supervise the work of all other officers and crew. Together with their department heads, captains ensure that proper procedures and safety practices are followed, check to make sure that machinery and equipment are in good working order, and oversee the loading and discharging of cargo or passengers. They also maintain logs and other records tracking the ships’ movements, efforts at controlling pollution, and cargo and passengers carried.

Deck officers or mates direct the routine operation of the vessel for the captain during the shifts when they are on watch. On smaller vessels, there may be only one mate (called a pilot on some inland towing vessels), who alternates watches with the captain. The mate would assume command of the ship if the captain became incapacitated. When more than one mate is necessary aboard a ship, they typically are designated chief mate or first mate, second mate, third mate, etc. Mates also supervise and coordinate activities of the crew aboard the ship. Captains and mates determine the course and speed of the vessel, maneuvering to avoid hazards and continuously monitoring the vessel’s position with charts and navigational aides. Captains and mates oversee crew members who steer the vessel, determine its location, operate engines, communicate with other vessels, perform maintenance, handle lines, and operate equipment on the vessel. They inspect the cargo holds during loading to ensure that the load is stowed according to specifications and regulations. Captains and mates also supervise crew members engaged in maintenance and the primary upkeep of the vessel.

Pilots guide ships in and out of harbors, through straits, and on rivers and other confined waterways where a familiarity with local water depths, winds, tides, currents, and hazards such as reefs and shoals are of prime importance. Pilots on river and canal vessels usually are regular crew members, like mates. Harbor pilots are generally independent contractors who accompany vessels while they enter or leave port. Harbor pilots may pilot many ships in a single day.

Ship engineers operate, maintain, and repair propulsion engines, boilers, generators, pumps, and other machinery. Merchant marine vessels usually have four engineering officers: A chief engineer and a first, second, and third assistant engineer. Assistant engineers stand periodic watches, overseeing the safe operation of engines and machinery.

Marine oilers and more experienced qualified members of the engine department, or QMEDs, assist the engineers to maintain the vessel in proper running order in the engine spaces below decks. These workers lubricate gears, shafts, bearings, and other moving parts of engines and motors; read pressure and temperature gauges; record data; and sometimes assist with repairs and adjust machinery.

Sailors or deckhands operate the vessel and its deck equipment under the direction of the ship’s officers and keep the nonengineering areas in good condition. They stand watch, looking out for other vessels and obstructions in the ship’s path, as well as for navigational aids such as buoys and lighthouses. They also steer the ship, measure water depth in shallow water, and maintain and operate deck equipment such as lifeboats, anchors, and cargo-handling gear. On vessels handling liquid cargo, mariners designated as pumpmen hook up hoses, operate pumps, and clean tanks; on tugboats or tow vessels, they tie barges together into tow units, inspect them periodically, and disconnect them when the destination is reached. When docking or departing, they handle lines. They also perform routine maintenance chores, such as repairing lines, chipping rust, and painting and cleaning decks or other areas. Experienced sailors are designated able seamen on oceangoing vessels, but may be called simply deckhands on inland waters; larger vessels usually have a boatswain, or head seaman.

A typical deep-sea merchant ship has a captain, three deck officers or mates, a chief engineer and three assistant engineers, plus six or more seamen, such as able seamen, oilers, QMEDs, and a cook. The size and service of the ship determine the number of crewmembers for a particular voyage. Small vessels operating in harbors, on rivers, or along the coast may have a crew comprising only a captain and one deckhand. On smaller vessels the cooking responsibilities usually fall under the deckhands’ duties.

On larger coastal ships, the crew may include a captain, a mate or pilot, an engineer, and seven or eight seamen. Some ships may have special unlicensed positions for entry level apprentice trainees. Unlicensed positions on a large ship may include a full-time cook, an electrician, and machinery mechanics.

Motorboat operators operate small, motor-driven boats that carry six or fewer passengers on fishing charters. They also take depth soundings in turning basins and serve as liaisons between ships, between ship and shore, between harbors and beaches, or on area patrol.

Work environment. Water transportation workers’ schedules vary based upon the type of ship and length of voyage. While on the water, crews are normally on duty for half of the day, 7 days a week.

Merchant mariners on survey and long distance cargo vessels can spend extended periods at sea. Most deep-sea mariners are hired for one or more voyages that last for several months; there is no job security after that. The length of time between voyages varies depending on job availability and personal preference.

Workers on supply vessels transport workers, supplies (water, drilling mud, fuel, and food), and equipment to oil and gas drilling platforms mostly in the Gulf of Mexico. Their voyages can last a few hours to a couple of weeks. As oil and gas exploration pushes into deeper waters, these trips take more time.

Workers on tugs and barges operate on the rivers, lakes, inland waterways, and along the coast. Most tugs have two crews and operate constantly. The crews will alternate, each working for 2-3 weeks and then taking 2-3 weeks off.

Many of those employed on Great Lakes ships work 60 days and have 30 days off, but do not work in the winter when the lakes are frozen. Others work steadily for a week or a month and then have an extended period off. Those on smaller vessels, such as tugs, supply boats and Great Lakes ships, are normally assigned to one vessel and have steady employment.

Workers on ferries transporting commuters work on weekdays in the morning and evening. Other ferries make frequent trips lasting a few hours. Ferries servicing vacation destinations often operate on seasonal schedules. Workers in harbors generally have year-round work. Work in harbors and on ferries is sought after because workers return home every day.

People holding water transportation jobs work in all kinds of weather, except when frozen waters make travel impossible. Although merchant mariners try to avoid severe storms while at sea, working in damp and cold conditions often is inevitable. While it is uncommon for vessels to suffer disasters such as fire, explosion, or a sinking, workers face the possibility that they may have to abandon their craft on short notice if it collides with other vessels or runs aground. They also risk injury or death from falling overboard and hazards associated with working with machinery, heavy loads, and dangerous cargo. However, modern safety management procedures, advanced emergency communications, and effective international rescue systems have greatly improved mariner safety.

Many companies are working to improve the living conditions on vessels to reduce employee turnover. Most of the Nation’s newest vessels are air conditioned, soundproofed to reduce machinery noise, and equipped with comfortable living quarters. Some companies have added improved entertainment systems and hired full-time cooks. These amenities lessen the difficulty of spending long periods away from home. Advances in communications, particularly e-mail, better link mariners to their families. Nevertheless, some mariners dislike the long periods away from home and the confinement aboard ship and consequently leave the occupation.

Related Occupations
Truck Drivers, Light or Delivery Services
Rail Yard Engineers, Dinkey Operators, and Hostlers
Railroad Conductors and Yardmasters
Ship Engineers
Transportation Vehicle, Equipment and Systems Inspectors
Freight and Cargo Inspectors
Industrial Truck and Tractor Operators


Related Academic Programs
Commercial Fishing.
Marine Science/Merchant Marine Officer.
Marine Transportation, Other.


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