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dustedmagazine · 6 months ago

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Ibelisse Guardia Ferragutti & Frank Rosaly — Mestizx (Nonesuch/Intl Anthem)

Two musicians with Latin roots but primarily Western musical training and experience dig into a multicultural heritage, incorporating indigenous rhythms, instruments and sounds into intricate space-age explorations of history, myth and personal authenticity.

The two musicians in question are Frank Rosaly, a well-regarded free jazz drummer whose exploits have been frequently chronicled here at Dusted. Jazz fans may associate him primarily with a thriving Chicago scene, but he has Puerto Rican heritage and now lives in Amsterdam. His wife Ibelisse Guardia Ferragutti is a singer and multimedia artist, classical trained but born in Bolivia. This is their first collaborative album, a careful excavation of the sounds and musical traditions of their respective Latin cultures, a reclamation, of sorts, of influences that neither artist feels fully able to claim as his or her own.

Authenticity, is, of course, a tricky concept. Ferragutti freely admits that growing up in Bolivia doesn’t necessarily entitle her to ownership of indigenous culture, while Rosaly, in the liners, admits to experiencing Puerto Rican culture largely as an outsider. Mestizx (a non-gendered term for people of mixed heritage) is as much about being estranged from one’s history as it is about participating in it.

So there is joy but also a sense of longing in these multi-rhythmed, intricatedly constructed cuts. The beats are insistent, celebratory, all-enveloping, and yet you glimpse them as through a window. Elements may come from isolated rainforest tribes—the two enlisted Fredy Velásquez a scholar and performance artist with expertise in Colombian indigenous rites as a collaborator—but they are viewed through the whole of the western tradition: jazz, rock and classical. The gorgeous “Saber do Mar” flickers like a hallucination, threads of drone winding through intricate structures of malleted percussion; it feels both real and imaginary, a place visited in febrile dreams.

These songs are sung mostly in Spanish, with occasional diversions into other dialects. The titles indicate political engagement (“Balada Para La Corporatocracia” translates as “ballad for corporatocracy,” “Destejer” as “to unravel.”) yet the music is anything but didactic. It seethes and undulates with an easy fluidity, Ferragutti’s serene vocals cresting over the synchronized clatter of percussive instruments made of metal, wood and skin. Other artists, mostly from Chicago, drop by to play. Ben LaMar Gay, Bill MacKay, Rob Frye, Mikel Patrick Avery and Avreeayl Ra all make appearances.

All of which coalesces in some genuine sonic pleasures. “Turbulência” barrels down a groove like a freight train, the shush and pop of samba rhythms clattering amid grinding bass and the trebly sparkle of keyboards. “Writing with Knots” pounds a two-toned cadence, shakers and fluttery melody at play, the thread of dissolution always looming. This one, in English, recounts the terrible history of colonialism, but also points towards the future. Like the Meztizx project writ large, It sends tendrils back into the past in order to plot a better way forward.

Jennifer Kelly

#Ibelisse Guardia Ferragutti #Frank Rosaly #mestizx #nonesuch #intl anthem #jennifer kelly #albumreview #dusted magazine #jazz #indigenous music #latin

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7pllogistics · 6 years ago

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Bolivia Freight Forwarders

Bolivia Freight Forwarders struggle with shipping to Bolivia especially Ocean freight shipping since Bolivia is a land locked country without ports. Most ocean freight cargo is shipped to the port of Arica in Chile and then moved via truck to the customs center location in La Paz, Santa Cruz, etc.. This causes many delays especially considering the distance the cargo has to travel inland to get…

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#3PL Companies in Bolivia #Bolivia Freight Forwarders #exporting to Bolivia #Importing from Bolivia

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phgq · 4 years ago

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Asia-Pacific countries dominate Agility emerging markets index

#PHnews: Asia-Pacific countries dominate Agility emerging markets index

SINGAPORE – Asia-Pacific nations lead all emerging market regions with China, India and Indonesia being the world’s top emerging markets in the 12th annual Agility Emerging Markets Logistics Index, a broad gauge of competitiveness based on logistics strength and business fundamentals.

The Index ranks 50 countries by factors that make them attractive to logistics providers, freight forwarders, shipping lines, air cargo carriers and distributors.

Among Asean countries, Vietnam climbs three spots to No. 8 overall. Indonesia (3), Malaysia (5) and Thailand (11) are strong; the Philippines rises one spot to No. 21.

China and Vietnam were virtually alone in the world in 2020, posting positive gross domestic product (GDP) growth for the year after being hit early by economic fallout from the coronavirus disease 2019 (Covid-19) pandemic.

Early 2020 supply disruptions in China prompted some to question whether it would experience an exodus of manufacturing by multinationals seeking to diversify sourcing and production.

But the 1,200 logistics industry executives surveyed for Agility’s Index indicate little desire to uproot from China or other markets, preferring by a two-to-one margin to protect their supply chains by accelerating adoption of digital tools and technology (41.3 percent) as opposed to pursuing multi-shoring, near-shoring or reshoring strategies (21.9 percent).

Of those who would consider moving out of China, more respondents chose Vietnam as a preferred production hub than any other country (19.6 percent). Other Asian markets -- India (17.4 percent), Indonesia (12.4 percent), Thailand (10.3 percent) and Malaysia -- are the next leading choices. Only 7.8 percent of industry executives say relocating production from China would mean reshoring to their home countries.

Asia-Pacific is the region that more respondents believe will recover from the global pandemic by the end of 2021. Of those surveyed, 55.9 percent predict an Asia-Pacific economic recovery in 2021; 53.1 percent believe Europe will rebound.

“Asia Pacific experienced great turmoil in the beginning of 2020 due to the Covid-19 crisis, but it has rebounded strongly, led by the powerful performance of China and Vietnam. The region is on track for a full recovery this year,” says Andy Vargoczky, Senior Vice President of Sales & Marketing Asia-Pacific, Agility GIL. “India, Indonesia, Malaysia, Thailand and Vietnam continue to improve their supply chain infrastructure and capabilities, showing why they are leaders in domestic and international logistics.”

Across 50 countries, China, India and Indonesia rank highest in the Index for domestic logistics. China, India and Mexico are on top for international logistics with Vietnam 4th, Indonesia 5th, and Malaysia 7th. UAE, Malaysia and Saudi Arabia have the best business fundamentals.

2021 Index and Survey Highlights

● While total cost is driving overall shifts in production supply chains, today low-cost labor is barely a consideration for emerging market investment -- with only 2.2 percent of industry executives saying it’s important. Executives say the most important factors are government bureaucracy and regulation (25.8 percent); infrastructure quality (14.1 percent); and supply of skilled labor (8.0 percent). As companies examine new production locations, they say their biggest concerns are inadequate infrastructure (14.5 percent) and additional cost (13.5 percent).

● Of the executives surveyed, 19.1 percent say 2020 sales decreased as a result of the pandemic. But only 9.4 percent say Covid-related employee safety measures have decreased efficiency.

● The sustainability movement has momentum. More than a quarter (26.9 percent) of executives surveyed say their companies are boosting implementation of environmentally sustainable practices in the wake of the pandemic. Another 45.2 percent say their plans are unchanged, suggesting they have no intention of retreating from sustainability commitments.

● The most competitive emerging markets are manufacturing powerhouses in Asia and the business-friendly economies in the Gulf region. From Asia, China (1), India (2), Indonesia (3), Malaysia (5) and Vietnam (8) made the top 10. Gulf nations United Arab Emirates (4), Saudi Arabia (6), Qatar (9) also ranked in the top 10. Mexico came in at 7th; Turkey was No. 10.

● In Latin America, Mexico is the strongest emerging market, ranking 7th overall. Argentina (36) and Venezuela (50) continue to be plagued by chronic economic dysfunction. Notably, though, eight countries in Latin America improved their business fundamentals: Uruguay, Mexico, Peru, Colombia, Ecuador, Brazil, Paraguay, and Bolivia. The region’s best business climate is in Chile, which ranks 5th out of 50 countries in that category.

● Nigeria improved its competitiveness more than any country in the 2021 Index, moving up five spots to No. 30, the highest climb for any market in Sub-Saharan Africa in the 12 years of the Index. Nigeria improved its relative position in all three areas of the Index: business climate, international logistics and domestic logistics.

● The countries improving their domestic logistics strengths the most were Malaysia, Nigeria, Vietnam, Iran, Uruguay, Myanmar and Cambodia. The biggest strides in international logistics came from Morocco, Ukraine, Kenya, Myanmar and Paraguay.

Transport Intelligence (Ti), a leading analysis and research firm for the logistics industry, compiled the Index.

John Manners-Bell, chief executive of Ti, says: “The strength of the Agility Emerging Markets Logistics Index has always been to differentiate between those emerging markets which demonstrate resilience in the face of adversity and those which are more fragile. This year is no exception. Although some -- especially China and Vietnam -- have been able to rebalance around domestic industrial and consumer demand, the majority are still highly dependent on international markets and investment. A lack of global demand, combined with the breakdown of air and sea logistics networks, has had severe consequences for these economies and societies. As the Covid crisis finally unwinds over the next two years, those most resilient will bounce back the fastest. Inevitably, those which have failed to embrace market, trade, governmental and social reforms will be hardest hit by the fallout from the pandemic.”

2021 Agility Emerging Markets Logistics Index: www.agility.com/2021index

About Agility

Agility is a global logistics company with USD5.2 billion in annual revenue and 23,000+ employees in more than 100 countries. It is one of the world’s top freight forwarding and contract logistics providers, and a leader and investor in technology to enhance supply chain efficiency.

Agility is a pioneer in emerging markets and one of the largest private owners and developers of warehousing and light industrial parks in the Middle East, Africa and Asia. Agility’s subsidiary companies offer fuel logistics, airport services, commercial real estate and facilities management, customs digitization, and remote infrastructure services. (Antara)

***

References:

* Philippine News Agency. "Asia-Pacific countries dominate Agility emerging markets index." Philippine News Agency. https://www.pna.gov.ph/articles/1130188 (accessed February 10, 2021 at 10:37PM UTC+14).

* Philippine News Agency. "Asia-Pacific countries dominate Agility emerging markets index." Archive Today. https://archive.ph/?run=1&url=https://www.pna.gov.ph/articles/1130188 (archived).

#Philippines #News #Filipino #Pinoy #Tourism #Politics #Culture #Editorial #Environment #Society #History

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ratiram · 5 years ago

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HOW BRAZIL ROAD FREIGHT MARKET EVOLVED?

Brazil transports ~ % of the cargo by road due to its strategic location. Around ~ % of the cargo is transported by road if materials such as iron ore and oil are excluded from the product list. The country has structural issues such as logistics infrastructure and cumbersome custom procedures resulting in long queues at the seaports.

The preference for road transport has logistical reasons, such as the possibility of splitting the cargo to be distributed in smaller lots, more suited to the practice of just in time (JIT). The growing health and pharmaceutical industry, e commerce and express market are contributing the increasing share of Road Freight in Brazil. Also, other means such as rail are concentrated in south east part of the country. Brazil Road Freight market was evaluated to grow from USD ~ million in 2013 to USD ~ million in the year 2018 at a compounded annual growth rate (CAGR) of ~% during the period. In 2014-2016, Brazil was hit by recession due to the excessive public spending and bad harvest. The country was hit back by a strike in 2018 by the truck drivers because the fuel prices rose from BRL ~ to BRL ~ per litter.

The sector is facing logistical challenges such as road accidents and theft, damaged roads in north-eastern part of Brazil, high logistics cost with low margins. Electronic freight payment, toll vouchers, Minimum freight Charges based on vehicle type and distance travelled are regulating the Road Freight in Brazil.

BRAZIL ROAD FREIGHT MARKET SEGMENTATION

By Domestic and International Road Freight:

The domestic shipment includes local transportation of goods within Brazil. Almost about ~% of the cargo is transported by road domestically in the country.

By Domestic Flow Corridors

Sau Paulo-Rio De Janeiro is the largest contributor in terms of revenue in Road Freight. Others include regions such as Rio de Janeiro, Mato Grosso, Rio Grande Do Sul, Parana and many more.

By International Flow Corridors

Trade with Argentina, Paraguay, Uruguay and other South American countries is easily done by road due to the free trade agreements and MERCOSUR agreement with the countries.

Brazil trades the most with Argentina by Road.

By End Users

The major end users of freight forwarding services in Brazil include the Food and Beverage industry followed by rising automotive sector. Consumer retail is rising due to e commerce and retail stores.

By Contract and Integrated:

Contract Logistics in Brazil has been thriving with a share of ~% in overall market revenue. The companies outsource the work to self employed truckers.

BRAZIL ROAD FREIGHT FUTURE OUTLOOK AND PROJECTIONS

Brazil Road Freight Market is projected to grow at a CAGR of ~% during the forecast period 2018-2023 due to concessioning the highway development projects to private companies.

The revenue from freight forwarding market by road is anticipated to grow from USD ~ Million in 2018 to USD ~ Million by the year ending 2023.

The key growth drivers for the market include the rising m commerce market due to flourishing E commerce websites and ease in payment process, rising retail stores and supermarket products for healthier products, improvements in automotive sector and healthcare industry that will drive the Road Freight market in future.

The International road freight is expected to increase due to the free trade agreements with Chile, Inclusion of Bolivia in MERCOSUR and highway developments to connect nearby countries by road. Upcoming rail projects in the region are expected to reduce the domestic freight movement as railways are cheaper means to transport bulk goods over long distances. Electronic freight payments, toll vouchers and minimum freight charges by the government will make the market more regulated.

COMPETITIVE SCENARIO IN BRAZIL ROAD FREIGHT MARKET

The industry is quite fragmented with more than ~ carrier companies registered under National Register of Freight Haulers. The industry is dominated by local domestic players including JSL S.A, Ritmo logistics, Braspress Logistics, Nepomucena Express and many more that outsource their work to self employed truck drivers. International players such as DHL Global forwarding, Kuehne +Nagel and CEVA logistics also partner with local companies for their fleet and contacts.

The Industry is dominated by self-employed truck drivers that are either contacted by the companies directly or connect with companies based on their ratings on aggregator type platforms such as Truckpad and CargoX for better fares.

The Industry is at a growth stage in terms of parameters such as technology, efficiency and service portfolio but the logistics cost is very high with low margins in the market.

For more information, refer to below link:

Brazil Road Freight Market

Related Reports

Uganda Freight Forwarding Market Outlook To 2023 - By Road, Rail And Air Freight; International And Domestic Freight, Integrated And Contract Freight And By End Users (Food And Beverages And Consumer Retail, Automotive, Healthcare And Others)

Kenya Freight Forwarding Market Outlook To 2023 - By Sea, Land, Air, Rail And Pipeline Freight; International And Domestic Freight, Integrated And Contract Logistics Freight Forwarding

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#visão geral do mercado rodoviário de mercadorias no brasil

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ecoorganic · 5 years ago

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No means to say goodbye: Bolivian brigades gather corpses of poor COVID victims

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LA PAZ (Reuters) – Most weekdays since the coronavirus broke out in Bolivia, Harvard-educated Luis Fernando Ortiz leaves his job managing the country’s biggest freight forwarding agent and dons a hazmat suit to go in search of a body.

Ortiz, 37, is a member of the “Goodbye Brigades”, teams of volunteers that have sprung up around the impoverished country to pick up bodies of people who…

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#americas #BOLIVIA #BRIGADES #CHILE #Coronavirus #Emerging Market Countries #Epidemics #europe #health #Infectious diseases #South America / Central America #us

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budgetsource · 5 years ago

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Package Delivery to Bolivia made easy with our freight forwarding services and network of agents.

#shipping to bolivia #BoliviaFreightForwarders #ExportingToBolivia #i3pl #international3PL

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goldenteamfreightforwarders-blog · 7 years ago

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knowledge Collection! List of high-risk countries with foreign trade receipts (updated version) international air freight shipping

Collection! List of high-risk countries with foreign trade receipts (updated version)

“In the offshore account opened on line X, the guests came in from Saudi Arabia and suggested that they are high-risk areas and they will not be credited! Many African countries also do not have to! It is necessary to provide all kinds of certifications! Does this not allow people to do business? !”

However, banks are indeed more sensitive to high-risk areas. They can't collect money or small things. It is too late to be sold out!

The list of the latest high-risk countries is as follows, and everyone pays attention!

Chinese country name

English country name

Afghanistan

Albania

Angola

Azerbaijan

Bahamas

Bangladesh

Belize

Bolivia

Bosnia and Herzegowina

Bosnia and Herzegovina

Myanmar

Burundi

Cambodia

United Republic of Cameroon

Central African Republic

CHAD

Colombia

Comoros

Costa Rica

Croatia

Cuba

Democratic Republic of the Congo

Dominican Republic

East Timor

Ecuador

El Salvador

Equatorial Guinea

Eritrea

Gambia

Guatemala

Guinea

Guinea-Bissau

Guyana

Haiti

Honduras

Iran

Iraq

Ivory Coast

Jamaica

Kazakhstan

Kenya

Korea

Lao People’s Democratic Republic

Lao People's Democratic Republic

Kyrgyzstan

Lebanese

Lebanon

Liberia

Libya

Macedonia

The former Yugoslav Republic of

The former Yugoslav Republic

Madagascar

Mali

Mauritania

Montenegro

Mozambique

Nepal

Nicaragua

Nigeria

Pakistan

Panama

Papua New Guinea

Paraguay

Peru

Republic of Belarus

Republic of South Sudan

Democratic Republic of the Congo

Russia

Serbia

Sierra Leone

Somalia

Sudan

Syria

Tajikistan

Tanzania

East Timor

Togo

Turkmenistan

Uganda

Ukraine

United Mexican States

Uzbekistan

Vanuatu

Venezuela

Yemen

Zimbabwe

United Arab Emirates

Dubai

Balkan Peninsula

Balkan

Côte d'Ivoire

Cote d'Ivoire

Korea

North Korea

Please avoid having Freight Forwarders bank remittance and sending and receiving relations with the above countries! For the above high-risk countries, you can choose Western Union, MoneyGram, Bank of China personal account T/T payment.

In addition, the following countries may sign contracts, but they need to provide the banks with all the necessary certification relationships to prove that the business is legal.

Countries include: UAE, Saudi Arabia, Turkey, Pakistan, Afghanistan, Turkmenistan.

Proof materials include:

Anti-money laundering questionnaire

2. Risk commitment letter

3. Description: Exporter, Payer, Tripartite Relations

It is also necessary to specify that this cargo has not been suspended from Iranian ports and that any economic disputes and consequences arising therefrom will be borne by our Freight Forwarders and have nothing to do with the bank.

Banks in these countries are unable to collect funds and the funds will be returned in the same way, including: North Korea, Iran, Syria, Sudan, and Russia (not yet finalized)

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derechointernacionalpublico · 7 years ago

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Bolivia and Chile in The Hague: Can They Quiet the Ghosts of the Pacific War, and Thrive Together in the 21st Century?

by Monica Feria-Tinta and Simon Milnes

[Monica Feria-Tinta is a barrister specialising in Public International Law, at the Bar of England and Wales and Simon Milnes is a barrister specialising in international environmental law and the business/ human rights nexus.]

The Americas’ proud heritage of settling disputes through international law entered a new chapter this week, as arguments opened in Obligation to Negotiate Access to the Pacific Ocean (Bolivia v. Chile), a claim by Bolivia to regain access to the sea lost in 1879. Brilliant legal minds will cross swords over the coming days, over whether Chile is obliged to sit down and negotiate with Bolivia. But, whoever prevails in Court, negotiations could prove a win-win by healing a troubled relationship.

Bolivia lost its 200-mile coast after humiliating defeat in the 1879-83 ‘War of the Pacific’ that broke out after an earthquake forced Bolivia to impose taxes on Chilean exporters of nitrate and saltpetre. Even as Bolivia’s port of Antofagasta fell, Chile’s foreign minister, Domingo Santa María, argued that “we cannot suffocate Bolivia … we must somehow provide it with its own port, a front door …”. In 1904, a Chile-Bolivia peace treaty agreed the coastal territories now belonged to Chile “in perpetuity.” Yet sentiments like Santa María’s have echoed down the years. Bolivia contends that from the totality of these assurances, Chile has given a solemn undertaking to negotiate a sovereign access to the sea.

Several features of the case are likely to fascinate international lawyers.

Non-treaty commitments

First, while most international cases centre on treaties or customary rules, here Bolivia cites mostly political declarations, diplomatic notes and resolutions. Are such statements mere ‘soft law’ lacking binding effect? Or do they create some enforceable obligation? At the heart of this question is the problem of how to decide what the sources of international law are (beyond the most orthodox categories in the ICJ Statute). The ICJ’s own case law establishes that an agreement involving states may be binding even if it is not a treaty (Anglo-Iranian Oil Case), and that unilateral declarations of a State can create binding obligations (Nuclear Tests (Australia v. France), also considered in the UK/Ireland OSPAR arbitration (2003)). But the ICJ also cautioned that declarations that do so “may be, and often are very specific”, and that a “restrictive interpretation” is called for (Nuclear Tests, Australia v. France).

Good faith, conduct and result

Second, is Bolivia’s claim pushing the envelope by linking negotiations to a specific result? Or is it only an ‘obligation of conduct’ (i.e. to discuss, without prejudging the outcome)?

Good faith is overarching and ever-present in international law, with a long legal pedigree. The Venezuelan Preferential Claims Case (1904) affirmed that good faith “ought to govern international relations“. Indeed, the Tacna-Arica arbitration (1925), also arising from the War of the Pacific, was one of the earliest decisions on the legal duty to negotiate in good faith. In the Right of Passage over Indian Territory Case (1960), Judge ad hoc Fernandes called it “the most general and the most essential of the general principles of law”, while in the celebrated WTO case US-Shrimp, the Appellate Body described it as “at once a general principle of law and a general principle of international law”. Yet, as Bin Cheng put it in his 1953 classic, General Principles of Law, “[w]hat exactly this principle implies is perhaps difficult to define”. It usually does its work through other legal rules, not as a freestanding source of obligations.

International law has not shrunk back from finding states to be under obligations to negotiate “in good faith”. As regards the conduct element – manner, modalities, and attitude – it is already clear that no ‘box-ticking’ exercise would suffice. In North Sea Continental Shelf (Germany v. Denmark), the ICJ held that international law on the delimitation of continental shelf boundaries required the two states to negotiate sincerely and to make real efforts to equitably accommodate one another’s interests (“to enter into negotiations with a view to arriving at an agreement . . . [and] so to conduct themselves that the negotiations are meaningful, which will not be the case when either of them insists upon its own position without contemplating any modification of it . . .”). Thus, if the ICJ finds that Chile bound itself to negotiate, this will likely include a duty to make negotiations “meaningful”, including contemplating modifications to its position and identifying what concessions from Bolivia could be an acceptable price for access to the ocean.

As regards the result element, this is perhaps the most complex and difficult aspect. In the PCIJ advisory opinion on Railway Traffic between Lithuania and Poland, the two states had concurred in accepting a recommendation to “enter into direct negotiations as soon as possible” so as to establish “the good understanding between nations upon which peace depends” – theoretically a ‘result’ obligation, but perhaps so broadly worded that it is dubious whether it could be enforceable. (Such doubts nonetheless call to mind the observations of Judge Lauterpacht in his Separate Opinion in South-West Africa Voting Procedure: “however rudimentary, elastic, and imperfect” the content of a binding resolution may be, it does not lose its nature as a legal obligation. Discussing this Opinion, O’Connor wrote that Lauterpacht emphasized “the legal nature” of the obligation to act in good faith, even where “it was difficult to draw the dividing line between a legal obligation and a non-legal obligation.”)

Contrastingly, in the ICJ’s 1996 Nuclear Weapons Advisory Opinion, the Court held that all parties to the Non-Proliferation Treaty had bound themselves absolutely to achieve “a precise result” – complete denuclearization – with good faith negotiations as the means.

Bolivia’s contentions fall somewhere in between the two. Unlike “good understanding” (Railway Traffic), the concept of “a fully sovereign access to the Pacific Ocean” has some irreducible substantive content; on the other hand, unlike the single “precise result” required in Nuclear Weapons, there are many possible permutations for how it could be achieved, and what Bolivia could offer in return.

In the Fisheries Jurisdiction Cases (UK v Iceland), the Court held that negotiating in good faith required the parties to “reasonable regard to the legal rights of the other”. But to what extent could good faith require regard for considerations beyond “hard law”, such as justice and equity?

Whilst some consider equity an extra-legal notion, others regard it a general principle of international law. Indeed in the Tunesia/Lybia Continental Shelf Case, the ICJ made it clear that equity is a general principle “directly applicable as law” [1982] ICJ. Rep p. 60.

Context – the obligation to use pacific means to settle international disputes

Third, the dispute throws into relief the ways that general principles – like the obligation to use ‘pacific means’ to settle disputes, ‘good neighborliness’ (reflected in Article 74 of the UN Charter), and equity or justice – may shape concrete legal duties. Equity plays a role, though limited, in deciding existing borders (Frontier Dispute, Burkina Faso/Mali), but questions of negotiating to move frontier lines are uncharted territory.

While the legal questions are difficult, Bolivia’s confinement appears (in layman’s terms) so unfair that a negotiated change would seem to offer better prospects all round. Objective data shows that landlocked countries suffer impediments to development. In today’s global economy, a coastline with a port means the chance to develop a whole ‘ecosystem’ of production and service industries which support one another, increasing GNP: freight-forwarding, chartering, ship repairs, marine fuels, insurance, etc, not to mention fisheries and the ‘Blue Economy’ [openknowledge.worldbank.org].

What does Chile have to gain, if it were to negotiate Bolivia’s access to the sea? More cordial relations, clearly – but probably much more: strong demand for Bolivia’s natural gas, and a prolonged drought in Chile, with water supply to the Santiago region expected to fall by 40% over the next half-century, could increase the value of Bolivia’s potential gas and water exports to Chile.

Recent examples justify optimism. Last week, Timor-Leste and Australia put years of acrimony behind them with a new maritime boundary treaty. In Latin America, the Pulp Mills dispute (Argentina/Uruguay) is an encouraging precedent: within 6 months of the ICJ’s 2010 judgment they had negotiated new environmental protection arrangements for the River Uruguay. Across the world, Singapore and Malaysia experienced frictions over a railway track owned by Malaysia that bisected its island neighbour; in 2010 they negotiated to swap the railway land for stakes in prestigious real estate. Today, the tracks that generated so much discord are a much-loved nature trail.

In short, governments who get around a table with a will to find solutions can surprise themselves. Vision and pragmatism on both sides could transform Bolivia’s economic future, see Chile recompensed, and demonstrate the strength of the Americas’ distinctive tradition of peace and law in international affairs.

[via Opinio Juris]

https://www.dipublico.org/109159/bolivia-and-chile-in-the-hague-can-they-quiet-the-ghosts-of-the-pacific-war-and-thrive-together-in-the-21st-century/

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ratiram · 5 years ago

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“On the back of the Agricultural exports and improving foreign trade ties, the logistics sector in Brazil experienced high growth in 2018.”

Analysts at Ken Research in their latest publication “Brazil Road Freight Market Outlook To 2023 – By International and Domestic Freight, Domestic Flow Corridors, International Flow Corridors, End Users, Integrated and Contract Logistics” believe that the Freight Forwarding market by Road has grown due to Automotive sector and growing Healthcare sector, E commerce market, increasing volumes of imports and exports and geographical placement of Brazil.

Transport Mixture: Brazil transport 60% of the cargo by road due to its strategic location with other neighboring countries which are accessible by road. The country has more than 37,500 kilometers abandoned and working under capacity railway tracks that are majorly concentrated in the southeastern part of the country. In spite of 60,000 kilometers of navigable rivers, only 13,000 kilometers is used to economic purposes to carry oil and iron ore. Airways are usually used for passenger transportation. These difficulties make road transportation most popular mode for cargo transportation.

Focus on Automotive Sector: The country’s automotive industry has been domestically focused due to its vast internal market, with a quality that rarely met global standards. But with recent recession in the economy, its exports have become more competitive. Brazil is now an exporter of cars to Argentina and Colombia. Around one out of three cars manufactured are exported by road. Companies such as Mercedes Benz have contract out transport companies for inbound and aftermarket services that have increased the cargo transportation by road.

Growth in E commerce and Retail stores: The country is expanding in m-commerce market due to the increasing mobile internet users and ease of payment applications such as Boleto Bancário. Such e commerce websites are Americanas, Casas Bahia, Magazine Luiza, Submarino, NetShoes, and extra that is increasing the demand of door to door logistics (last mile delivery) in Brazil. Also, the country has huge retail market consisting of 89,368 stores, expanding in both size and number that have elevated the need of Road Freight in Brazil.

Adoption of Electronic freight payments and Toll vouchers: The government has made it compulsory for the companies to make freight payments and toll vouchers electronically to the truck drivers that have reduced the additional accidental and theft risk taken with the cargo to avoid the toll vouchers on highways.

Key Segments Covered

Brazil Road Freight Market

Revenue By Type of Freight

International Freight

Domestic Freight

Revenue By Domestic Flow Corridors

Sau Paulo-Port Alegre- Sau Paulo

Sau Paulo-Rio de Janeiro- Sau Paulo

Santos- Brasilia- Santos

Others

Revenue By International Flow Corridors

Argentina

Chile

Colombia

Paraguay

Uruguay

Bolivia

Others

Revenue By Contract and Integrated

Contract Logistics

Integrated Logistics

Revenue By End User

Food and Beverages

Consumer Retail

Automotive

Healthcare

Others (Chemical products, fertilizers, Rubber and plastic products etc)

Companies Covered

DHL

CEVA Logistics

Kuehne+Nagel

JSL S.A.

Ritmo Logistics

Braspress Logistics

Expresso Nepomuceno

Key Target Audience

Freight Forwarding Companies

E Commerce Logistics Companies

3PL Companies

Consultancy Companies

Express Delivery Logistics Companies

Time Period Captured in the Report:-

Historical Period – 2013-2018

Forecast Period – 2019-2023E

Key Topics Covered in the Report:-

Logistics Infrastructure in Brazil

Brazil Road Freight Market Overview

Brazil Road Freight Market Size

Brazil Road Freight Market Segmentation

Competitive Scenario in Brazil Road Freight Market

Company Profiles of Major Players in Brazil Road Logistic Market

Case Study on Manbang Group, Truckpad and CargoX

Brazil Road Freight Market Future Outlook and Projections

Brazil Road Freight Future Market Size

Brazil Road Freight Market Future Segmentation

Analyst Recommendations

For more information, refer to below link:

Brazil Road Freight Market Research Report

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[email protected]

+91-9015378249

#visão geral do mercado rodoviário de mercadorias no brasil

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ratiram · 5 years ago

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The report titled “Brazil Road Freight Market Outlook To 2023 – By International and Domestic Freight, Domestic Flow Corridors, International Flow Corridors, End Users, Integrated and Contract Logistics” provides a comprehensive analysis of Road Freight market in Brazil. The report covers the overall size and future outlook of Brazil Road Freight in terms of value, segmentation on the basis of International and Domestic Flow Corridors, End Users, Integrated and Contract Logistics. It also covers the competitive landscape and company profiles, future predictions and analyst recommendations highlighting the major opportunities and challenges.

Brazil Logistics Industry Overview and Size by Revenue and Fleets

Road Freight is growing mainly due to the growing agricultural exports to South American countries and increasing automotive sector. The healthcare and pharmaceutical industry along with the e commerce and express delivery market are increasing the demand for door to door logistics in Brazil. Poor road infrastructure, low margins, increasing road accidents and theft are the major factors limiting growth in the market. The market is strictly regulated by RNTRC with electronic freight payments and toll vouchers paid by the companies to the truckers. More vehicles are registered under the company’s name in comparison to freelancers and cooperative ones.

Brazil Freight Forwarding Industry Segmentation

By Domestic and International Freight

Domestic freight dominated the market due to the poor railway connectivity that is concentrated in south eastern region of Brazil which makes road the only means to transport the goods. Sau Paulo, Rio de Janeiro, Minas Gerais, Amazonas, Brasilia are some of the hubs that have contributed to domestic road freight in the country. Trade agreements such as MERCOSUR and free trade agreements with other countries are contributing to International freight in the market.

By Domestic Flow Corridors

Sau Paulo- Rio De Janeiro is the most important domestic route connecting the country’s rich industrial and commercial hubs with large population. It is an important transit route for cargo intended for the states of Minas Gerais and Espírito Santo, and for the northeastern and southern regions.

By International Flow Corridors

MERCOSUR is a trade agreement amongst the South American nations that are contributing to the increasing trade with other nations such as Argentina, Bolivia, Uruguay, Paraguay and Others. Bridges at Fray Bentos and Paysandú in Uruguay, Friendship Bridge in Paraguay and many more are easing out the trade by road.

By End Users

Brazil’s Agricultural Miracle has credited industrial agribusiness and boosted agricultural exports such as soybean, coffee and exotic fruits from Amazonas such as Umbu and Cupua. 89,368 retail stores, boosting e commerce websites such as Americanas, Casas Bahia, increasing mobile internet users are increasing retail market in the country. Automotive sector and pharmaceutical sector is thriving but lacks legislation. Others include plastic products, rubber materials, chemicals and oil and iron metals that are generally transported by sea and are carried by road till the seaports.

By Contract and Integrated Logistics

Contract logistics dominates the market as it results in economies of scale and economies of scope, saving on capital investments, and reducing financial risks. The trucking companies generally outsource the work to the self employed truckers and local players in the market.

Competitive Scenario

The industry is quite fragmented with more than 152,165 carrier companies registered under RNTRC. The industry is dominated by local domestic players such as JSL S.A, Ritmo logistics, Braspress Logistics and International players include DHL Global forwarding, Kuehne +Nagel and CEVA logistics. The Industry has self-employed truck drivers that are either contacted by the companies directly or connect with companies based on their ratings on aggregator type platforms such as Truckpad and CargoX for better fares. The Industry is at a growth stage in terms of parameters such as technology, efficiency and service portfolio but the logistics cost is very high in the market.

Future Outlook and Projections

Brazil Road Freight market is projected to grow during the forecast period 2019-2023F due to concessioning the highway development projects to private companies. The key growth drivers for the market include improvement in automotive sector and healthcare industry and rising online purchases which has augmented the E-commerce market. The International road freight is expected to increase due to the free trade agreements with Chile, Inclusion of Bolivia in MERCOSUR and highway developments to connect nearby countries by road. Minimum freight law established by the government is expected to regulate the market in future.

Key Segments Covered

Brazil Road Freight Market

Revenue By Type of Freight

International Freight

Domestic Freight

Revenue By Domestic Flow Corridors

Sau Paulo-Port Alegre- Sau Paulo

Sau Paulo-Rio de Janeiro- Sau Paulo

Santos- Brasilia- Santos

Others

Revenue By International Flow Corridors

Argentina

Chile

Colombia

Paraguay

Uruguay

Bolivia

Others

Revenue By Contract and Integrated

Contract Logistics

Integrated Logistics

Revenue By End User (Industry size covered)

Food and Beverages

Consumer Retail

Automotive

Healthcare

Others (Chemical products, fertilizers, Rubber and plastic products etc)

Companies Covered

DHL

CEVA Logistics

Kuehne+Nagel

JSL S.A.

Ritmo Logistics

Braspress Logistics

Expresso Nepomuceno

Key Target Audience

Freight Forwarding Companies

E Commerce Logistics Companies

3PL Companies

Consultancy Companies

Private Equity Investors and Venture Capitalists

Time Period Captured in the Report:-

Historical Period – 2013-2018

Forecast Period – 2019-2023F

Key Topics Covered in the Report:-

Logistics Infrastructure in Brazil

Brazil Road Freight Market Overview

Brazil Road Freight Market Size

Brazil Road Freight Market Segmentation

Competitive Scenario in Brazil Road Freight Market

Company Profiles of Major Players in Brazil Road Logistic Market

Case Study on Manbang Group, Truckpad and CargoX

Brazil Road Freight Market Future Outlook and Projections

Brazil Road Freight Future Market Size

Brazil Road Freight Market Future Segmentation

Analyst Recommendations

For more information, refer to below link:

Brazil Road Freight Market

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Kenya Freight Forwarding Market Outlook To 2023 - By Sea, Land, Air, Rail And Pipeline Freight; International And Domestic Freight, Integrated And Contract Logistics Freight Forwarding

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[email protected]

+91-9015378249

#visão geral do mercado rodoviário de mercadorias no brasil

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goldenteamfreightforwarders-blog · 7 years ago

Text

knowledge Collection! List of high-risk countries with foreign trade receipts (updated version) international air freight shipping

Collection! List of high-risk countries with foreign trade receipts (updated version)

However, banks are indeed more sensitive to high-risk areas. They can't collect money or small things. It is too late to be sold out!

The list of the latest high-risk countries is as follows, and everyone pays attention!

Chinese country name

English country name

Afghanistan

Albania

Angola

Azerbaijan

Bahamas

Bangladesh

Belize

Bolivia

Bosnia and Herzegowina

Bosnia and Herzegovina

Myanmar

Burundi

Cambodia

United Republic of Cameroon

Central African Republic

CHAD

Colombia

Comoros

Costa Rica

Croatia

Cuba

Democratic Republic of the Congo

Dominican Republic

East Timor

Ecuador

El Salvador

Equatorial Guinea

Eritrea

Gambia

Guatemala

Guinea

Guinea-Bissau

Guyana

Haiti

Honduras

Iran

Iraq

Ivory Coast

Jamaica

Kazakhstan

Kenya

Korea

Lao People’s Democratic Republic

Lao People's Democratic Republic

Kyrgyzstan

Lebanese

Lebanon

Liberia

Libya

Macedonia

The former Yugoslav Republic of

The former Yugoslav Republic

Madagascar

Mali

Mauritania

Montenegro

Mozambique

Nepal

Nicaragua

Nigeria

Pakistan

Panama

Papua New Guinea

Paraguay

Peru

Republic of Belarus

Republic of South Sudan

Democratic Republic of the Congo

Russia

Serbia

Sierra Leone

Somalia

Sudan

Syria

Tajikistan

Tanzania

East Timor

Togo

Turkmenistan

Uganda

Ukraine

United Mexican States

Uzbekistan

Vanuatu

Venezuela

Yemen

Zimbabwe

United Arab Emirates

Dubai

Balkan Peninsula

Balkan

Côte d'Ivoire

Cote d'Ivoire

Korea

North Korea

In addition, the following countries may sign contracts, but they need to provide the banks with all the necessary certification relationships to prove that the business is legal.

Countries include: UAE, Saudi Arabia, Turkey, Pakistan, Afghanistan, Turkmenistan.

Proof materials include:

Anti-money laundering questionnaire

2. Risk commitment letter

3. Description: Exporter, Payer, Tripartite Relations

Banks in these countries are unable to collect funds and the funds will be returned in the same way, including: North Korea, Iran, Syria, Sudan, and Russia (not yet finalized)

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