RESTRICTEDWORLD TRADE
ORGANIZATIONG/C/W/223
1 August 2000
(00-3152)
Council for Trade in Goods Original:  English/
Spanish
REPLIES BY THE ARGENTINE REPUBLIC TO QUESTIONS FROM THE
UNITED STATES REGARDING THE ARGENTINIAN REQUEST
PURSUANT TO ARTICLE 5.3 OF THE AGREEMENT ON TRIMS
The following communication, dated 10 July 2000, has been received from the Permanent
Mission of Argentina.
_______________
1. Please describe in detail the measures that are included in the Government of
Argentina's ("GOA") request.  Could the GOA please elaborate beyond the description
provided in previous submissions?  For exam ple for both of the TRIMs in the automotive
industry (i.e. those for vehicle assemblers and autopart manufacturers).
The notifications Nos. G/TRIMS/N/1/ARG of 10 April 1995 and
G/TRIMS/N/1/AR G/1/Add.1 of 26 May 1997 submitted by the Argentine Republic to the WTO
provided a detailed description of the measures.  The details of the measures were explained in 1997
and no changes have been made since the last notification.  The present regime grants only tariff
concessions for the importation of parts and components and finished vehicles by automotive
assemblers.  Autoparts manufacturers that have voluntarily joined the system by submitting their ownprogrammes are granted tariff benefits on imported parts.  The regime does not cover inputs or raw
materials.
It should be underlined that the adjustments made by the Argentine Government during the
period notified were in the way of liberalization, and the level of benefits was gradually reducedwhilst the trade-balancing requirements were made more flexible.
Parts may be imported at a 2 per cent tariff.  As escalating tariff was applied to imports of
vehicles by automotive assemblers, based on a timetable.  In 1999, they paid a rate of approximately
19 per cent on motor cars.  The tariff is 23 per cent for the year 2000 (11.5 per cent on lorries andomnibuses).
The companies covered by the regime must balance the value of their exports and imports.
Nevertheless, by making the regime more flexible as indicated in the Addendum to the Notification
submitted in 1997 (G/TRIMS/N/1/ARG/1/Add.1), exports are computed at US$1.20 for each actualexport dollar and it is also possible to compute as own-exports, those transferred by autoparts
manufacturers or manufacturers of capital goods, as well as capital goods incorporated.
The enterprises must also include a percentage of regional content in the goods they produce.
This has also become more flexible over time.  During the first phase of the regime, that content was
calculated based on dutiable values and proved to be a system that was very rigid and complex for the
companies to operate.  As has been notified, starting in 1996, regional content has been measured byG/C/W/223
Page 2
f.o.b. values.  By the year 1999, for example, a company could include parts imported from outside
the MERCOSUR area, measured by f.o.b. value, wo rth up to 32.5 per cent of the pre-tax ex-factory
value of the vehicle or unit.
Regional content includes parts originating in Uruguay and Paraguay, and those from Brazil
when they are offset with exports.
(a) Your revised notification, (G/TRIMS/N/1 /ARG/1/Add.1) describes a change to the
calculation method for the local content requirement (i.e. to one based on f.o.b. values) along
with changes in the levels of local conten t required.  Have these values and methodologies
changed from descriptions provided in your last notification?  If so, please explain these changes
including whether they are comp atible with TRIMs Article 5.4.
The values and method described in notifi cation No. G/TRIMS/N/ 1/ARG/1/Add.1 have not
changed.  It must be pointed out that the Argentine automotive regime has no local content
requirement.  Its only requirement pertains to regional content.
(b) Your revised notification, (G/TRIMS/N/1/ARG /1/Add.1) also describes a change to the
trade balance requirements.  Have these va lues and methodologies changed from the
descriptions provided in your last notification?  If so, please explain these changes including
whether they are compatible with TRIMs Article 5.4.
The trade balancing requirements have not changed since notification
No. G/TRIMS/N/ 1/ARG/1/Add.1.
(c) What domestic and foreign producers are affected by these measures?
There are 15 automotive assemblers registered under the regime.  They are all foreign
companies, two of which hold licences from foreign companies.  In addition, there are 135 registered
autoparts manufacturers (30 per cent national, 23 per cent joint ventures, 15 per cent licenced-holders
and 32 per cent international) which decided voluntarily to join the counter-trade, manufacturing and
local content programmes.
(d) Are there any (local or foreign-owned) entities that are exempt?
Not in the case of automotive assemblers.  For autopart manufacturers, participation is
voluntary.
2. Regarding the benefits provided by participating in the programme, your earlier
TRIMs notifications state that there are advant ages given to participants in the programme by
"permitting enterprises to import parts, as well as complete vehicles, with relief from duties,
provided they export products  to an equivalent value".
Note: Both automotive assemblers and autopart manufacturers import vehicles and parts and
components at a differential tariff with respect to the Common External Tariff and it is therefore not
correct to say that they are exempt from import duties.  The preferential tariff has been increasing
gradually on complete vehicles, from 2 per cent at the start, to the current 23 per cent.
(a) Is this framework still accurate?  Have the duty rates described in your notifications
changed?
See the reply in the preceding note.  The following table shows the duty rates currently in
force.G/C/W/223
Page 3
1992 2000
Assemblers and
Autopart
manufacturersOthers Assemblers and
Autopart
manufacturersOthers
Vehicles 2% 20% 23% 33%
Parts and
Components2% 14, 16, 18% 2% 17, 19, 21%
*  At the time, imports by other users were subject to bidding at a higher tariff, which produced a real
average duty of 40 per cent.
(b) What are the benefits for achieving the specified level of local content?
The Argentine Automotive Regime contains no local content requirements, instead it
measures only regional content.  This includes both Argentine parts and components and parts andcomponents imported from Brazil against exports.  There are no additional benefits for achieving the
specified content level.
(c) Are there any additional benefits for achi eving the specified level of local content?
No, the benefits of the regime are strictly duty-related.
(d) What is the total value of such benefits?
The value of the benefits for 1999 was US$185.8 million.
3. The implementing agency, as listed in the GOA's TRIMs notification is the Department
of Industry.  Is this statement still accurate?
Yes, it is the Secretariat for Industry, Commerce and Mining.
(a) What responsibilities does this organization have generally?
The setting of industrial, commercial and mining policy, in conjunction with the Ministry for
the Economy, of which it is a subdivision.  It also administrates the rules specific to its spheres of
competence, that is, it regulates fo rmalities, issues import certificates and monitors compliance with
the set requirements.  This is the case also fo r the automotive regime, which it administers and
monitors.
(b) What are its responsibilities with respect to the TRIMs measures and the automotive
sector?
The Secretariat for Industry grants the benefits and monitors compliance with the
requirements of the regime.  An independent audit is conducted each year by UNIDO, which retains a
consultant after an international price competition.
(c) Are there any other GOA agencies or other entities or persons with responsibility for
implementing or otherwise supervising th e measures identified in question 1?
No.G/C/W/223
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Basis for the extension request
4. The GOA extension request provided to the Council for Trade in Goods asserts that the
extension is necessary for several reasons includi ng "the Mexican crisis", the 1998 weakening of
"domestic and Brazilian markets" and the "devaluation of the Brazilian real".  Please elaborateon the basis for your request, for example:
(a) How was the seven-year period determin ed?  What was the empirical evidence
examined to argue that an additional seven years would be required to ensure that your
industry would recover?  For example, why will the mechanisms be in place to ensure that the
automotive industry will not still be "vulnerable to external crisis" and other factors which have
stemmed the development of this sector?
(b) What is the meaning of the statement that "t he consolidation of the industry is not yet
complete"?  How is it known that this process will be completed by the end of the seven-year
period?
As pointed out in presenting the extension request, the Government of Argentina has been
gradually opening up the economy to imports by means of successive decrees, with a view toexposing the industry to international competition in a gradual manner.
In spite of the endeavours of the Argentine Government over the notified period to prepare
the industry for liberalization, the crises mentioned in the original presentation retarded the industry's
development, thereby depressing production to 1995 levels and shortening the useful life of theregime.
Argentina believes that the time requested would allow it to recover and put in place a solid
industrial structure once and for all.  In the case of the automotive industry, recovery is not a short-
term matter.  Recovery of production levels depends on the pace of recovery of demand.  Moreover,the industry needs to know the international and regi onal conditions in which it will develop in order
to press ahead with investments.
The industry must also position itself so as to be able to undertake the production of new
models as this is vital to its long-term survival.
The seven-year period also coincides with the time-frame being requested by Argentina as the
transition period in the negotiations on the MERCOSUR Common Automotive Policy.  A regional
automotive production platform would be established during that time and a sufficient degree of
specialization achieved to permit production on an appropriate scale.
(c) There appear from your submission to be othe r factors that contributed to the growth of
the Argentinian automobile industry such as an increase in domestic demand and the "link-up"
with Brazil and the establishment of MERCOSUR.  How much of the automotive industry's
growth is due to the development of the Argentinian Automotive Regime (RAA) compared to
these other factors?
Argentina started out with a closed market, and periods when imports were prohibited and
others with extremely high tariffs.  The regime in fact constituted some liberalization.
The launch of the automotive regime coincided wi th that of the convertibility plan and both
acted together rather than in isolation.  Domestic demand skyrocketed between 1992 and 1994, with
the result that although there were some exports, the industry had to satisfy primarily internal demand.G/C/W/223
Page 5
As of 1995 exports increased thanks largely to investments and new models.  It must be recalled,
however, that the investments took place under the regime, and not prior to it.
(d) What makes the particular difficulties described in your request different from other
Members' situations?
Reference may be made here to previous replies, especially considering that the negotiations
within MERCOSUR are yet to be concluded.
Even so, other factors must be considered.  Although the examination of extension requests
would seem to be  taking place on a case-by-case basis, it cannot be done in an isolated fashion.  The
countries that have requested extensions include some states in Asia that have drastically devalued
their currency.  The full opening of the market in such circumstances could expose Argentina to evengreater pressure on its balance of payments than is the case at present.
Mexico itself maintains a special system within NAFTA, it has requested an extension for its
TRIMs and is a major competitor for investments committed to the region by parent companies.
Canada has just lost a panel dispute and it will surely be some time yet before the measures aredismantled.
5. Another reason for requesting an extension, as described in the GOA request "relates
precisely to the need to finish negotiat ing the MERCOSUR Common Automotive Policy".
(a) What is the current status of these negotiations (e.g. what are the unresolved points in
the negotiations and to what does the GOA attribute these problem areas)?
MERCOSUR negotiations on the automotive industr y include some elements that should be
applicable on a permanent basis, such as the common external tariff, the requirements of origin for
preferential trade, general conditions such as the absence of quantitative restrictions, the technicalsafety and environmental specifications for vehicles;  a policy on the trade in used vehicles, etc.
The negotiations are also addressing conditions for the transition period leading to the full
implementation of the Common Automotive Policy.  That transition period would involve a scheme
for managed trade between Brazil and Argentina, some schemes for convergence in extra-regional
duties, a local content specification and some preferential treatment for less developed countries.
The core issues still under discussion are the overall duration of the transition period, the
percentage of local content that vehicles and units should have and some aspects of the management
of intra-zone trade.  We mention these points only because they are the salient matters under
discussion, but it must be underscored that the negotiation has been approached as a single
undertaking.
(b) Will the negotiations continue beyond th e 60-day extension period agreed to in late
December?  If so, when are these negotiations expected to be completed?
Yes, it is hoped to arrive at an agreement by 1 May 2000.
(c) How does this affect your need for an extension?
Please refer to reply No. 4.
(d) Could these negotiations result in a situat ion in which your TRIMs extension would not
be required?  If so, please elaborate.G/C/W/223
Page 6
There could well be changes but it is difficult to make a statement at this point as that will
depend on the outcome of the current negotiations.
(e) Please describe "complementary" as addressed in relation to the MERCOSUR
Common Automotive Policy .
It is a matter of thinking no longer in terms of domestic industries only, but rather of a
MERCOSUR-wide industry with accompanying de velopments such as attaining specialized
production of models by company and by sector, in order to achieve the appropriate skill and
efficiency of production.
6. Another key factor to focus on is employment.  In your extension request there are
employment figures provided for 1998 for various motor vehicle-related sectors.
(a) What is the breakout of employees for the various motor vehicle-related sectors for the
years 1991 and 1995?  Are figures for 1999 available? If so, please provide.
The following table shows employment levels between 1992 and 1995.
1992 1993 1994 1995
Automotive
assemblers22,161 23,027 25,734 21,362
Concessionaires 25,000 25,000 25,000 25,000
Autopart
manufacturers39,805 40,800 42,901 37,110
TOTAL 86,966 88,827 93,635 83,472
(b) Does the GOA believe there is any basis for an assumption that jobs have been created
by the TRIMs-related policies since 1995?
The investments that received a new boost as of 1995 were related more to the incorporation
of technology and the modernization of the industry.  Job levels stabilized essentially between 1992
and 1995 as the level of production recovered.  Some of the measures are designed to avoid job
losses.
(c) What is the economic basis for an assumption that jobs will be created or saved by the
continuation of the TRIMs-related policy after 1 January 2000?
The continuation of the regime guarantees the preservation of current employment levels.
Because of the present state of technology, it is difficult to create more jobs.  Employment would,
however, fall drastically in the event of a sudden and disorderly increase in imports, more as a result
of operational uncertainty than normal competition.
(d) Which entity, agency or persons analysed your employment estimates?
The chambers associated with the sector, ADEFA (Association of Automotive
Manufacturers), AFAC (Association of Arge ntine Component Manufacturers) and ACARA
(Association of Automotive Concessionaires of the Argentine Republic).G/C/W/223
Page 7
7. With respect to the "development, financia l and trade needs" reference in Article 5.3:
(a) How is the maintenance of these automo tive TRIMs for seven years part of the
development plans and needs of Argentina?
As indicated in the presentation of the extension request, this industry is of capital importance
to Argentina on account of its dynamism and technological level, which drives the economy (for
1998, the share of the sector's gross value of production in the gross value of industrial production
was 11.93 per cent, with exports from the sector representing 17.4 per cent of industrial exports),
generates employment and contributes significantly to the trade balance.  In the short-term and given
its current fiscal problems, Argentina would face enormous problems if, as can be foreseen,automotive imports were to rise drastically.  In the medium term, the preservation of this industry is
viewed as part of the overall process of strengthening all the industrial sectors.
(b) How long have such TRIMs been pa rt of the development plans and needs?
The regime was officially approved in December 1991 and took effect in 1992.  As explained
in submitting the extension request, the investment process really started as of 1995 because, during
the period 1992-1994, the companies focused mainly on recovering their levels of production, largely
with the existing equipment and in a fast-growing market.
(c) How can it be determined that these same development policies will not still be used and
needed after a seven year period? Why should one expect that this policy will be different one,
two, five, or ten years from now?
Please refer to replies 4(a) and (b).  Besides, as the policy is one involving rules for
MERCOSUR, the sector's performance will be measur ed in terms of a region-wide industry.  The
policy makes for the creation of a self-sustaining industry.
(d) What are the financial needs of the GOA related to the maintenance of the TRIMs?
The financial needs of the Government of Argentina are offset by taxes, social security
contributions and the like paid by the companies involved.
(e) What analysis has been conducted to dete rmine whether the elimination of the TRIMs
would actually increase, decrease or be neutral concerning the financial needs of Argentina?
The removal of the TRIMs, comb ined with the devaluations in Asian countries, could trigger
a flood of imports, which would in turn cause a deterioration of our country's balance-of-payments.
Under the present system, imported vehicles already account for 50 per cent of the market.
8. Please describe in more detail the efforts that the domestic motor vehicle production and
parts and components industries have made to modernize or be more competitiveinternationally over the last five years. Specifically, describe the "incorporation of new
technology" and the process of "restructuring".
Hereunder are the main indicators of the endeavours by automotive assemblers and autoparts
manufacturers to modernize and make the industry more competitive:
• Specialization in production:  in 1990, 6 (six) automotive assembly companies were
producing 46 models, in 1998, 11 (eleven) companies were producing 37 models.  Of
the 37 models, 17 are world-class products.G/C/W/223
Page 8
• Models produced:  in 1990 they were producing models that were 15 years old, in
1998, the average age of the models produced was three years.
• Vehicle prices:  in 1991, it took 27 average salaries to purchase a vehicle and by
1998, that figure was down to 14 average salaries.
• Productivity of labour:  in 1990, each employee produced 5.7 units, whereas in 1998,
output per employee was 20 units per year.
• Production in 1990 was 99,639 units and in 1998, 457,957 units;  in other words, it
had increased 4.57 times.
• In 1998 the autoparts manufacturing sector was comprised of 450 enterprises
employing 39,000 persons, with total invoicing of US$3,890 million.  For the period
1996/99, total investments made by the autoparts manufacturing sector was
US$1,100 million.
9. Prior to making the decision to request an extension, what measures had the relevant
industries and the GOA undertaken to begin the transition to a system that did not rely onTRIMs?
The decree notified in 1997 describes all the measures.  All throughout the existence of the
automotive regime, the Argentine Government has b een amending the regulations in order to allow
for the gradual opening of the economy.  At the same time it endeavoured to further the negotiations
on the MERCOSUR Common Automotive Policy, which was to place the industry on a regional
footing.  The companies, for their part, forged  ahead with their investment and production plans.
The entire process entailed very close contacts between the Government and the private
sector, with both the business community and trade unions, which meant that both sides met on a
regular basis.  Those meetings and consultations were encouraged during 1998 and 1999 in order to
assess the impacts of the elimination of the TRIMs and to harmonize positions for negotiating theCommon Automotive Policy.
Nevertheless, the crisis that started late in 1998 and persisted throughout 1999 had the effect
of depressing 1999 production to 1995 levels and blocking further progress in investment
programmes.  The crisis also gave rise to further problems in the negotiation of the CommonAutomotive Policy, making it necessary to redefine various elements.  The consequence was that an
agreement did not materialize, though its signing had been envisaged for the end of 1999.  For these
reasons, the activities launched both by the Government and the companies could not be completed on
schedule.
(a) What types of liberalization adjustments were or were not completed?
As stated in the Addendum to the Argentine notification, the regime entailed gradual
liberalization measures which were deemed to be sufficient at the time.  Those measures involved a
schedule for the gradual increase of the preferential duty on finished vehicles imported by automotiveassemblers (i.e. a loss of preference), greater flexibility in the regional content requirements
implemented by changing the method of measuring that content, the possibility of computing as
exports capital goods incorporated and transferable third-party exports, as well as the calculation of
exports of vehicles and parts to any destination at US$1.20 for each dollar actually exported.  These
latter factors lend greater flexibility to the trade-balancing requirements.G/C/W/223
Page 9
(b) At what point did the GOA make the decision to stop this process of becoming TRIMs-
consistent (or does the process continue)?
This process is in full swing and has not stopped.  However, the Common Automotive Policy
needs to be approved so that it can be known what rules will apply in the future.
(c) What would the process be for changi ng the local content requirements (i.e.
administrative changes, legislative changes)?
The current regional content requirements are established by decree and any changes to them
would be made by the same means.
(d) How quickly could such changes be conducted?
The reply to this question is contingent on the negotiation of the Common Automotive Policy
with the MERCOSUR partners.  S hould such a decision be taken, the time required would be that
needed to enact a decree.
10. What types of efforts were undertaken to prepare the relevant industries for the
removal of TRIMs in January 2000?  Specifically:
(a) Did the GOA conduct discussions with the private sector and with labour organizations
at that time and even well before the completion of the Uruguay Round to inform them that
these policies would be eliminated in 2000?
(b) What kind of domestic consultation process concerning TRIMs has been conducted over
the past five years?
Please refer to reply No. 9.
(c) What administrative or legislative steps have which offices taken and which officials
explored them with which industry and labour group?
Please refer to reply No. 9(a).
(d) Are there legislative or administrative drafts  that have been submitted for consideration
over the past five years?
None in addition to those included in the regime.
(e) What plans exist for adjusting the eliminatio n of such TRIMs if there is no grant of an
extension from the Council?
Argentina hopes that it has provided sufficient justification for its extension request to elicit
sufficient understanding in its examination.  It is also confident that the examination will take account
of the international context and of the overall situation of the economy, so that case-by-case findings
will not lead to greater asymmetries among countries.  Nevertheless, should the Council find in the
negative, Argentina would submit a plan for the gradual phase-out of the notified TRIMs or would use
some means along similar lines.  Those would be notified in due course.  There are no grounds,however, that would explain why the Members of th e WTO should not apply the provisions of the
Agreement concerning the extension of time-frames.G/C/W/223
Page 10
(f) and (g) What will the impact be on the MERCOSUR automotive negotiations if the GOA
extension request is denied/approved?
The fact that negotiations for the adopt ion of the MERCOSUR Common Automotive Policy
are not yet over and that, simultaneously, the outcome of the request for an extension of the TRIMsnotified by Argentina is also still pending combine to create a situation in which both factors are
influencing each other.
As the negotiations are ongoing, the outcome of the request for an extension of the TRIMs
will undoubtedly influence their course, since the negotiations themselves cover a variety of elements.
The extension of the TRIMs would place Argentina in a better position to deal with the period
of transition to the full implementation of the Common Automotive Policy.  It should not be forgotten
that the regime notified is the only expedient available to Argentina with which to support the
industry during the transition period.
It must be acknowledged on the other hand that if a balanced agreement is reached in
MERCOSUR, Argentina could well review the conditions of its request for an extension to make
them more flexible.
11. Has the GOA considered other non-TRIMs options that would protect the domestic
industry but would allow for the elimination of your TRIMs regime as it currently exists?  Forexample:
(a) Why is it necessary to retain both the local content and trade balancing requirements?
The regime is a system that accords tariff benefits only and includes requirements as to
regional content and the offsetting of exports.  These two factors combine to limit the benefits and
must be applied jointly.
(b) Please describe the analysis/research that the GOA undertook to ensure that all
measures need to be retained and that other TRIMs-consistent measures cannot fill the void.
The Government has examined specific aspects of the regime through which gradual
liberalization schemes might be introduced.  The elaboration of such schemes, however, is bound up
with the conclusion of the MERCOSUR negotiations on the Common Automotive Policy.
Statistics
12. What is the GOA's estimation (both in pro duction amounts and values) of future foreign
investment in the domestic market by manufacturers of motor vehicles and related industries
such as motor vehicle parts production?
Pending the outcome of the TRIMs extension request and the talks on the Common
Automotive Policy, no estimates can be made.G/C/W/223
Page 11
13. Please provide the figures for 1999 (if available) and a forecast for 2000 for motor
vehicle production and the annual rate of growth of vehicle promotion.
1999
Production 304.913
Domestic Sales (1) 220.576
Sales of Im ports (2) 159.365
Total Sales (1+2) 379.941
Exports 98.362
As regards a forecast for the year 2000, estimates are that the levels will be similar to those of
1999.
14. Regarding investment inflows into Arge ntina, it is noted that between 1992-1997
investment totaled US$3,982 million.  Regarding these flows:
(a) How much of this investment is inflows from other countries?
In the case of investments by automotive assemblers, the full amount represented inflows
from other countries.  In the case of autoparts manufacturers, 50 per cent of the investments came
from other countries.
(b) From which WTO Members have these investments originated?
United States, France, Germany, Italy, Japan, Sweden and Mexico.
(c) Would investment flows decrease if the TRIMs policy were eliminated?
(d) What studies have been done of this possibility?
Although it is the host governments of autopart  manufacturing parent companies that insist on
strict compliance with internationa l rules, it is their own companies that are constantly requesting
advantages in order to set up operations or maintain investments and it can be observed across the
world that they invest in those countries that accord greater advantages.  Reference is also made to thereply to question 7(a) and (e).
(e) What was the total amount of investment inflows for 1998 and 1999?
The amount invested for 1998 was approximately US$500 million and for 1999,
US$360 million.  It should be recalled that these figures are preliminary.
15. What are the destinations for exports from Argentina for 1998 (i.e. what countries) for
passenger cars and motor vehicle parts and what are the values and quantities (if applicable) of
these exports?
See the following tables.G/C/W/223
Page 12
Vehicle Exports by Country.  Year 1998 (in US$)
Country Amount Share
Brazil 2,330,808,209 92.31%
Uruguay 54,086,662 2.14%
Chile 41,723,633 1.65%
Italy 32,408,200 1.28%
Poland 20,082,130 0.80%
USA 18,246,700 0.72%
Paraguay 12,925,935 0.51%
France 5,526,829 0.22%
Peru 3,285,923 0.13%
Bolivia 2,338,101 0.09%
Venezuela 1,202,183 0.05%
Others 2,269,803 0.09%
Grand Total 2,524,904,308
Source:  National Directorate for Industry, based on INDEC data.
Autoparts Exports by Country.  Year 1998 (in US$)
Country Amount Share
Brazil 643,014,177 55.95%
USA 135,787,645 11.81%
Mexico 73,502,773 6.40%
Uruguay 64,206,937 5.59%
France 37,386,540 3.25%
Chile 25,319,906 2.20%
Paraguay 21,270,143 1.85%
Germany (Federal) 18,188,547 1.58%
Venezuela 17,802,596 1.55%
Spain 16,246,073 1.41%
Others 96,600,194 8.40%
Grand Total 1,149,325,531
16. What is the forecast for your industry for the year 2000 regarding, sales, exports and
imports of automobiles, SKDs, CKDs and motor vehicle parts and components?
Figures similar to those for 1999 are expected.  The data for that year are given in the reply to
question 13.
__________