The food business environment and the role of China and Brazil building a ""food bridge""

Purpose - The purpose of this paper is to discuss the economic crisis of 2008/2009 and the major impacts on developing nations and food-producing countries Within this macro-environment of food chains, there is concern that food inflation might come back sooner than expected The role of China as one of the major food consumers in the future, and Brazil, as the major food producer, is described as the food bridge, and an agenda of common development of these countries suggested. Design/methodology/approach - This paper reviews literature on muses of food inflation, production shortages, and investigation of programs to solve the problem in the future, it is also based on author`s personal insights and experience of working on this field in the last 15 years, and recent discussions in forums and interviews Findings - The major factors that jointly caused food prices increase in 2007/2008 were population growth, Income distribution, urbanization, dollar devaluations, commodity funds, social programs, production shortages, and bionic`s A list of ten policies is suggested. horizontal expansion of food production, vertical expansion, reduction in transaction costs, in protectionism and other taxes, investment in logistics, technology and better coordination, contracts, new generation of fertilizers and to use the best sources of biofuels. Originality/value - Two major outputs from this paper are the ""food demand model"" that inserts in one model the trends and muses of food inflation and the solutions, and the ""food bridge concept"" that also aligns in one box the imminent major food chain cooperation between China and Brazil

Under-reporting of food intake is frequent among Brazilian free-living older persons: a doubly labelled water study

The assessment of food intake is essential for the development of dietetic interventions. Accuracy is low when intake is assessed by questionnaires, the under-reporting of food intake being frequent. Most such studies, however, were performed in developed countries and there is little data about the older population of developing nations. This study aimed to verify the total energy expenditure (TEE) of independent older Brazilians living in an urban area, through the doubly labelled water (DLW) method and to compare it with the reported energy intake obtained through the application of a food frequency questionnaire (FFQ). Initially, 100 volunteers aged from 60 to 75 years had their body composition determined by dual-energy X-ray absorptiometry (DEXA). Five volunteers of each quartile of body fat percentage had their energy expenditure determined by DLW. The mean age of the subjects included in this phase of the study was 66.4 +/- 3.5 years, and ten of the subjects were men. The mean TEE was 2565 +/- 614 and 2154 +/- 339 kcal.day(-1) for men and women, respectively. The Physical Activity Level (PAL) was 1.58 +/- 0.31 and 1.52 +/- 0.22, respectively. Under-reporting of food intake was highly prevalent, with a mean percentage of reported intake in relation to measured TEE of -17.7%. Thus, under-reporting of food intake is highly prevalent among Brazilian independent older persons. The DLW method is an important tool in nutritional studies and its use is to be recommended in developing countries. Copyright (C) 2010 John Wiley & Sons, Ltd.

Family size, economics and child gender preference: A case study in the Nyeri district of Kenya

Kenyan women have more children, especially in rural areas, than in most developing nations. This is widely believed to be an impediment to Kenya’s economic development. Thus, factors influencing family size in the Kenyan context are important for its future. A brief review of economic theories of fertility leads to the conclusion that both economics and social/cultural factors must be considered simultaneously when examining factors that determine the number of children in a family. The need to do this is borne out in Kenya’s situation by utilising responses from a random sample of rural households in the Nyeri district of Kenya. Economic and social/cultural factors intertwine to influence family sizes in this district. After providing a summary of the main statistical results from the survey, we use multiple regression analysis to explore the influences of a woman’s age, level of education, whether she has outside employment, whether the family keeps livestock, whether she expresses a preference for more boys than girls, whether the family uses only family labour (including child labour) and the size of the farm, which is used as a proxy for family income. It was found that preference for male children has an important positive influence on family size in this district. Women were found to have greater preference for male children than their male counterparts possibly because of their fear of being disinherited if they do not produce an heir for their husbands. Preference for sons was also found in allocation of human capital resources at the household level in that the female respondents were found to have lower levels of education than their male counterparts. Various long-term policies are outlined that may help to reduce the number of offspring of women in Kenya.

The Self-Inflicted Burns - Typology and its Prognostic Relevance in a 14-Year Review of Self-Inflicted Burns in a Tertiary Referral Centre

Self-inflicted burns (SIB) are responsible for 2-6% of admissions to Burn Units in Europe and North America, and for as many as 25% of admissions in developing nations. Recently, a promising new tool was proposed to stratify SIB patients in the following subgroups: "typical", "delirious", and "reactive". However, as far as the authors know, the clinical usefulness of this instrument has not yet been validated by others. We retrospectively reviewed the clinical records of 56 patients admitted to our Burn Unit with the diagnosis of SIB injury in the past 14 years. The following parameters were evaluated: demographic features; psychiatric illness; substance abuse; mechanism of injury; burn depth, total body surface area (TBSA) involved, Abbreviated Burn Severity Index (ABSI); length of hospital stay, and mortality. All patients were followed up by a psychologist and a psychiatrist, and were classified according to the SIB-Typology Tool, into three classes: "typical", "delirious" and "reactive". There was a slight predominance of the "typical" type (44.6%), followed by the "delirious" type (30.4%), and, finally the "reactive" type (25.0%). Mortality was significantly higher in the "typical" subgroup. In conclusion, the SIB-Typology Tool appears to be a valuable instrument in the clinical management of SIB patients.

Bacillus thuringiensis: fermentation process and risk assessment: a short review

Several factors make the local production of Bacillus thuringiensis (Bt) highly appropriate for pest control in developing nations. Bt can be cheaply produced on a wide variety of low cost, organic substrates. Local production results in considerable savings in hard currency which otherwise would be spent on importation of chemical and biological insecticides. The use of Bt in Brazil has been limited in comparison with chemical insecticides. Although Bt is imported, some Brazilian researchers have been working on its development and production. Fermentation processes (submerged and semi-solid) were applied, using by-products from agro-industries. As the semi-solid fermentation process demonstrated to be interesting for Bt endotoxins production, it could be adopted for small scale local production. Although promising results had been achieved, national products have not been registered due to the absence of a specific legislation for biological products. Effective actions are being developed in order to solve this gap. Regardless of the biocontrol agents being considered atoxic and harmless to the environment, information related to direct and indirect effects of microbials are still insufficient in many cases. The risk analysis of the use of microbial control agents is of upmost importance nowadays, and is also discussed.

The resumption of consumption: a review on tuberculosis

Among all infectious diseases that afflict humans, tuberculosis (TB) remains the deadliest. At present, epidemiologists estimate that one-third of the world population is infected with tubercle bacilli, which is responsible for 8 to 10 million new cases of TB and 3 million deaths annually throughout the world. Approximately 95% of new cases and 98% of deaths occur in developing nations, generally due to the few resources available to ensure proper treatment and where human immunodeficiency virus (HIV) infections are common. In 1882, Dr Robert Koch identified an acid-fast bacterium, Mycobacterium tuberculosis, as the causative agent of TB. Thirty-nine years later, BCG vaccine was introduced for human use, and became the most widely used prophylactic strategy to fight TB in the world. The discovery of the properties of first-line antimycobacterial drugs in the past century yielded effective chemotherapies, which considerably decreased TB mortality rates worldwide. The later introduction of some additional drugs to the arsenal used to treat TB seemed to provide an adequate number of effective antimicrobial agents. The modern, standard short-course therapy for TB recommended by the World Health Organization is based on a four-drug regimen that must be strictly followed to prevent drug resistance acquisition, and relies on direct observation of patient compliance to ensure effective treatment. Mycobacteria show a high degree of intrinsic resistance to most antibiotics and chemotherapeutic agents due to the low permeability of its cell wall. Nevertheless, the cell wall barrier alone cannot produce significant levels of drug resistance. M. tuberculosis mutants resistant to any single drug are naturally present in any large bacterial population, irrespective of exposure to drugs. The frequency of mutants resistant to rifampicin and isoniazid, the two principal antimycobacterial drugs currently in use, is relatively high and, therefore, the large extra-cellular population of actively metabolizing and rapidly growing tubercle bacilli in cavitary lesions will contain organisms which are resistant to a single drug. Consequently, monotherapy or improperly administered two-drug therapies will select for drug-resistant mutants that may lead to drug resistance in the entire bacterial population. Thereby, despite the availability of effective chemotherapy and the moderately protective vaccine, new anti-TB agents are urgently needed to decrease the global incidence of TB. The resumption of TB, mainly caused by the emergence of multidrug-resistant (MDR) and extensively drug-resistant (XDR) strains and HIV epidemics, led to an increased need to understand the molecular mechanisms of drug action and drug resistance, which should provide significant insight into the development of newer compounds. The latter should be effective to combat both drug-susceptible and MDR/XDR-TB.

Tuberculosis in a southern Brazilian prison

The occurrence of tuberculosis (TB) in prisons has been described as an alarming public health problem in many countries, especially in developing nations. The objective of this study was to conduct a survey among prisoners with TB respiratory symptoms in order to estimate the incidence of the disease, to analyze the drug susceptibility profile and genotype the isolates of Mycobacterium tuberculosis in the city of Charqueadas, southern of Brazil. The TB incidence was 55/1,900 inhabitants in the prison; this corresponds to an incidence of 3,789/100,000 inhabitants, with a prevalence of 72/1,900 (4,960/100,000 inhabitants). Drug susceptibility test was performed and, among the analyzed isolates, 85% were susceptible to all drugs tested and 15% were resistant to at least one drug, of which 89% were resistant only to isoniazid (INH) or in combination with another drug. The genotype classification of spoligotyping analysis showed that 40% of the isolates belong to LAM family, 22% to T family, 17.5% to Haarlem family, 12.5% to U family and 3% to X family. The shared international spoligotypes most frequently found were 729 (27%), 50 (9.5%), 42 (8%), 53 (8%) and 863 (8%). In conclusion, it was observed that TB in this specific population had been caused, mostly, by strains that have been transmitted in the last few years, as demonstrated by the large level of genotype clustering. In addition, it was found specific large clusters, which were not often found in the general population from the same period and in the same region.

Interfaces e organização da pesquisa no Brasil: da Química à Nanotecnologia

Nanotechnology can be viewed as a powerful tool, capable of shaping the chemistry of atoms and molecules, converting them into exciting nanosized and nanostructured materials, devices and machines. However, in pursuing this task, an exceptional ability is required to deal with complex inter- and multidisciplinary approaches, as imposed by the nanoscale. A new research organization framework, capable of promoting cooperative interactions in many complementary areas, including the industries, is demanded. In this sense, an interesting example are the nanotechnology networks and millenium institutes recently created in Brazil. The highlights and weakness of such cooperative research networks are discussed, in addition to relevant nanotechnology themes focusing on the special needs and resources from the developing nations.

Convergence and divergence in global economy and social development : global perspectives on the contents of economic and soical development policy and its effects on rich and poor countries

The study of convergence and divergence in global economy and social development utilises comparative indicators to investigate the contents of economic and social development policy and their effects on the global samples that represent the rich industrial, semi-industrial and the poor developing nations. The study searchesfor answers to questions such as "what are the objectives of economic growth policies in globalisation under the imperatives of convergence and divergence, and how do these affect human well-being in consideration to the objectives of social policy in various nations?" The empirical verification of data utilises the concepts of the `logic of industrialism´ for comparative analysis that focuses mainly on identifying the levels of well-being in world nations after the Second World War. The perspectives of convergence and divergence in global economy and social development critically examine the stages of early development processes in global economy, distinguish the differences between economy and social development, illustrate the contents of economic and social development policies, their effects on rich and poor countries, and the nature of convergence and divergence in propelling economic growth and unequal social development in world nations. The measurement of convergence and divergence in global economy and social development utilised both economic and social data that were combined into an index that measures the precise levels of the effects of economic and social development policies on human well-being in the rich and poor nations. The task of finding policy solutions to resolve the controversies are reviewed through empirical investigations and the analyses of trends indicated within economic and social indicators and data. These revealed how the adoption of social policy measures in translating the gains from economic growth, towards promoting education, public health, and equity, generate social progress and longer life expectancy, higher economic growth, and sustain more stable macro economy for the nations. Social policy is concerned with the translation of benefits from objectives of global economic growth policies, to objectives of social development policy in nation states. Social policy, therefore, represents an open door whereby benefits of economic growth policies are linked with the broader objectives of social development policy, thereby enhancing the possibility of extending benefits from economic growth to all human being in every nation.

Managing innovation in oil and gas companies: A proposed framework for the management of innovation at Ecopetrol S.A.

Actually, the term innovation seems to be one of the most used in any kind of business practices. However, in order to get value from it, companies need to define a systematic and structured way to manage innovation. This process can be difficult and very risky since it is associated with the development of firm´s capabilities which involves human and technical challenges according to the context of a firm. Additionally, it seems not to exist a magic formula to manage innovation and what may work in a company may not work in another, even though in the same type of industry. In this sense, the purpose of this research is to identify how the oil and gas companies can manage innovation and what are the main elements, their interrelations and structure, required for managing innovation effectively in this critical sector for the world economy. The study follows a holistic single case study in a National Oil Company (NOC) of a developing country to explore how innovation performs in the industry, what are the main elements regarding innovation management and their interactions according to the nature of the industry. Contributory literature and qualitative data from the case study company (with the use of non-standardized interviews) is collected and analyzed. The research confirms the relevance and importance of the definition and implementation of an innovation framework in order to ensure the generation of value and organize as well as guide the efforts in innovation done by a firm. In this way based on the theoretical background, research´s findings, and in the company´s innovation environment and conditions, a framework for managing innovation at the case study company is suggested. This study is one of the few, if not only one, that has reviewed the way as oil and gas companies manage innovation and its practical implementation in a company from a developing country. Both researchers and practitioners will get a photograph of understanding innovation management in the oil and gas industry and its growing necessity in the business world. Some issues have been highlighted, so that future study can be focused in those directions. In fact, even though research on innovation management has significantly grown, there are still many issues that need to be addressed to get insight about managing innovation in various contexts and industries. Studies are mostly performed in the context of large firms and in developed countries, so then research in the context of developing countries is still almost an untouched area, especially in the oil and gas industry. Finally, from the research it seems crucial to explore the effect of some innovation-related variables such as: open innovation in third world economies and in state-own companies; the impact of mergers and acquisitions in innovation performance in oil and gas companies; value measurement in the first stages of the innovation process; and, development of innovation capabilities in companies from developing nations.

Manpower development and nation-building : Singapore's experience

Manpower is a basic resource. It is the indispensable means of converting other resources to mankind '.s use and benefit. As a process· of increasing the knowledge, skills, and dexterity of the people of a society, manpower development is the most fundamental means of enabling a nation to acquire the capacities to bring about its desired future state of affairs -- a more mighty and wealthier nation. Singapore's brief nation-building history justifies the emphasis accorded to the importance of good quality human resources and manpower development in economic and socio-political developments. As a tiny island-state with a poor natural resource base, Singapore's long-term survival and development depend ultimately upon the quality and the creative energy of her people. In line with the nation-building goals and strategies of the Republic, as conditioned by her objective setting, Singapore's basic manpower development premise has been one of "quality and not quantity". While implementing the "stop-at-two" family planning and population control programs and the relevant immigration measures to guard against the prospect of a "population explosion", the Government has energetically fostered various educational programs, including vocational training schemes, adult education programs, the youth movement, and the national service scheme to improve the quality of Singaporeans. There is no denying that some of the manpower development measures taken by the Government have imposed sacrifice and hardship on the Singapore citizens. Nevertheless, they are the basic conditions for the island-Republic's long-term survival and development. It is essential iii to note that Singapore's continuing existence and phenomenal-success are largely attributable to the will, capacities and efforts of her leaders and people. In the final analysis, the wealth and the strength of a nation are based upon its ability to conserve, develop and utilize effectively the innate capacities of its people. This is true not only of Singapore but necessarily of other developing nations. It can be safely presumed that since most developing states' concerns about the quality of their human resources and the progress of their nation-building work are inextricably bound to those about the quantity of their population, the "quality and not quantity" motto of Singapore's manpower development programs can also be their guiding principle.

The carriers responsibilities and immunities under the Hague and Hamburg rules

Toujours en évolution le droit maritime est constamment en train de se moderniser. Depuis ses débuts Ie droit maritime essaie de s'adapter aux réalités de son temps. Le changement fut lent et difficile à atteindre. Au départ la pratique voulait qu'un transporteur maritime puisse échapper à presque toute responsabilité. L'application des coutumes du domaine et du droit contractuel avait laissé place aux abus et aux inégalités de pouvoir entre transporteurs maritimes et chargeurs/propriétaires de marchandises. La venue du vingtième siècle changea tout. L'adoption des Règles de la Haye, Haye / Nisby et Hambourg a transforme Ie système de transport de marchandise par mer tel qu'on Ie connaissait jusqu'à date. Ainsi une évolution graduelle marqua l'industrie maritime, parallèlement Ie droit maritime se développa considérablement avec une participation judiciaire plus active. De nos jours, les transporteurs maritimes sont plus responsables, or cela n'empêche pas qu'ils ne sont pas toujours capables de livrer leurs cargaisons en bonne condition. Chaque fois qu'un bateau quitte Ie port lui et sa cargaison sont en danger. De par ce fait, des biens sont perdus ou endommages en cours de route sous la responsabilité du transporteur. Malgré les changements et l'évolution dans les opérations marines et l'administration du domaine la réalité demeure telle que Ie transport de marchandise par mer n' est pas garanti it. cent pour cent. Dans les premiers temps, un transporteur maritime encourait toutes sortes de périls durant son voyage. Conséquemment les marchandises étaient exposées aux pertes et dangers en cours de route. Chaque année un grand nombre de navires sont perdu en mer et avec eux la cargaison qu'ils transportent. Toute la modernisation au monde ne peut éliminer les hauts risques auxquels sont exposes les transporteurs et leurs marchandises. Vers la fin des années soixante-dix avec la venue de la convention de Hambourg on pouvait encore constater que Ie nombre de navires qui sont perdus en mer était en croissance. Ainsi même en temps moderne on n'échappe pas aux problèmes du passe. "En moyenne chaque jour un navire de plus de 100 tonneaux se perd corps et biens (ceci veut dire: navire et cargaison) et Ie chiffre croit: 473 en 1978. Aces sinistres majeurs viennent s'ajouter les multiples avaries dues au mauvais temps et les pertes pour de multiples raisons (marquage insuffisant, erreurs de destination...). Ces périls expliquent : (1) le système de responsabilité des transporteurs ; (2) la limitation de responsabilité des propriétaires de navires; ... " L'historique légal du système de responsabilité et d'indemnité des armateurs démontre la difficulté encourue par les cours en essayant d'atteindre un consensus et uniformité en traitant ses notions. Pour mieux comprendre les différentes facettes du commerce maritime il faut avoir une compréhension du rôle des armateurs dans ce domaine. Les armateurs représentent Ie moyen par lequel le transport de marchandises par mer est possible. Leur rôle est d'une importance centrale. Par conséquent, le droit maritime se retrouve face à des questions complexes de responsabilités et d'indemnités. En particulier, la validité de l'insertion de clauses d'exonérations par les transporteurs pour se libérer d'une partie ou de toutes leurs responsabilités. A travers les années cette pratique a atteint un tel point d'injustice et de flagrant abus qu'il n'est plus possible d'ignorer Ie problème. L'industrie en crise se trouve obliger d'affronter ces questions et promouvoir Ie changement. En droit commun, l'armateur pouvait modifier son obligation prima facie autant qu'il le voulait. Au cours des ans, ces clauses d'exception augmentaient en nombre et en complexité au point qu'il devenait difficile de percevoir quel droit on pouvait avoir contre Ie transporteur. Les propriétaires de marchandise, exportateurs et importateurs de marchandises i.e. chargeurs, transporteurs, juristes et auteurs sont d'avis qu'il faut trouver une solution relative aux questions des clauses d'exonérations insérées dans les contrats de transport sous connaissement. Plus précisément ces clauses qui favorisent beaucoup plus les armateurs que les chargeurs. De plus, depuis longtemps la notion du fardeau de preuve était obscure. Il était primordial pour les pays de chargeurs d'atteindre une solution concernant cette question, citant qu'en pratique un fardeau très lourd leur était impose. Leur désir était de trouver une solution juste et équitable pour toutes les parties concernées, et non une solution favorisant les intérêts d’un coté seulement. Le transport par mer étant en grande partie international il était évident qu'une solution viable ne pouvait être laissée aux mains d'un pays. La solution idéale devait inclure toutes les parties concernées. Malgré le désir de trouver une solution globale, le consensus général fut long à atteindre. Le besoin urgent d'uniformité entre les pays donna naissance à plusieurs essais au niveau prive, national et international. Au cours des ans, on tint un grand nombre de conférences traitant des questions de responsabilités et d'indemnités des transporteurs maritimes. Aucun succès n'est atteint dans la poursuite de l'uniformité. Conséquemment, en 1893 les États Unis prennent la situation en mains pour régler le problème et adopte une loi nationale. Ainsi: «Les réactions sont venues des États Unis, pays de chargeurs qui supportent mal un système qui les désavantage au profit des armateurs traditionnels, anglais, norvégiens, grecs... Le Harter Act de 1893 établit un système transactionnel, mais impératif... »2 On constate qu'aux États Unis la question des clauses d'exonérations était enfin régie et par conséquent en grande partie leur application limitée. L'application du Harter Act n'étant pas au niveau international son degré de succès avait des limites. Sur Ie plan international la situation demeure la même et Ie besoin de trouver une solution acceptable pour tous persiste. Au début du vingtième siècle, I'utilisation des contrats de transport sous connaissement pour Ie transport de marchandise par mer est pratique courante. Au coeur du problème les contrats de transport sous connaissement dans lesquels les armateurs insèrent toutes sortes de clauses d'exonérations controversées. II devient évident qu'une solution au problème des clauses d'exonérations abusives tourne autour d'une règlementation de l'utilisation des contrats de transport sous connaissement. Ainsi, tout compromis qu'on peut envisager doit nécessairement régir la pratique des armateurs dans leurs utilisations des contrats de transport sous connaissement. Les années antérieures et postérieures à la première guerre mondiale furent marquées par I'utilisation croissante et injuste des contrats de transport sous connaissement. Le besoin de standardiser la pratique devenait alors pressant et les pays chargeurs s'impatientaient et réclamaient l'adoption d'une législation semblable au Harter Act des États Unis. Une chose était certaine, tous les intérêts en cause aspiraient au même objectif, atteindre une acceptation, certitude et unanimité dans les pratiques courantes et légales. Les Règles de la Haye furent la solution tant recherchée. Ils représentaient un nouveau régime pour gouverner les obligations et responsabilités des transporteurs. Leur but était de promouvoir un système bien balance entre les parties en cause. De plus elles visaient à partager équitablement la responsabilité entre transporteurs et chargeurs pour toute perte ou dommage causes aux biens transportes. Par conséquent, l'applicabilité des Règles de la Haye était limitée aux contrats de transport sous connaissement. Avec le temps on a reconnu aux Règles un caractère international et on a accepte leur place centrale sur Ie plan global en tant que base des relations entre chargeurs et transporteurs. Au départ, la réception du nouveau régime ne fut pas chaleureuse. La convention de la Haye de 1924 fut ainsi sujette à une opposition massive de la part des transporteurs maritimes, qui refusaient l'imposition d'un compromis affectant l'utilisation des clauses d'exonérations. Finalement Ie besoin d'uniformité sur Ie plan international stimula son adoption en grand nombre. Les règles de la Haye furent pour leur temps une vraie innovation une catalyse pour les reformes futures et un modèle de réussite globale. Pour la première fois dans 1'histoire du droit maritime une convention internationale régira et limitera les pratiques abusives des transporteurs maritimes. Les règles ne laissent pas place aux incertitudes ils stipulent clairement que les clauses d'exonération contraire aux règles de la Haye seront nulles et sans valeur. De plus les règles énoncent sans équivoque les droits, obligations et responsabilités des transporteurs. Néanmoins, Ie commerce maritime suivant son cours est marque par le modernisme de son temps. La pratique courante exige des reformes pour s'adapter aux changements de l'industrie mettant ainsi fin à la période d'harmonisation. Les règles de la Haye sous leur forme originale ne répondent plus aux besoins de l'industrie maritime. Par conséquent à la fin des années soixante on adopte les Règles de Visby. Malgré leur succès les règles n'ont pu échapper aux nombreuses critiques exprimant l'opinion, qu'elles étaient plutôt favorables aux intérêts des transporteurs et au détriment des chargeurs. Répondant aux pressions montantes on amende les Règles de la Haye, et Ie 23 février 1968 elles sont modifiées par Ie protocole de Visby. Essayant de complaire à l'insatisfaction des pays chargeurs, l'adoption des Règles de Visby est loin d'être une réussite. Leur adoption ne remplace pas le régime de la Haye mais simplement met en place un supplément pour combler les lacunes du système existant. Les changements qu'on retrouve dans Visby n'étant pas d'une grande envergure, la reforme fut critiquée par tous. Donnant naissance à des nouveaux débats et enfin à une nouvelle convention. Visby étant un échec, en 1978 la réponse arrive avec l'instauration d'un nouveau régime, différent de son prédécesseur (Hay/Haye-Visby). Les Règles de XI Hambourg sont Ie résultat de beaucoup d'efforts sur Ie plan international. Sous une pression croissante des pays chargeurs et plus particulièrement des pays en voie de développement la venue d'un nouveau régime était inévitables. Le bon fonctionnement de l'industrie et la satisfaction de toutes les parties intéressées nécessitaient un compromis qui répond aux intérêts de tous. Avec l'aide des Nations Unis et la participation de toutes les parties concernées les Règles de Hambourg furent adoptées. Accepter ce nouveau régime impliqua le début d'un nouveau système et la fin d'une époque centrée autour des règles de la Haye. II n'y a aucun doute que les nouvelles règles coupent les liens avec Ie passe et changent Ie système de responsabilité qui gouverne les transporteurs maritimes. L'article 4(2) de la Haye et sa liste d'exception est éliminé. Un demi-siècle de pratique est mis de coté, on tourne la page sur les expériences du passe et on se tourne vers une nouvelle future. Il est clair que les deux systèmes régissant Ie droit maritime visent Ie même but, une conformité internationale. Cette thèse traitera la notion de responsabilité, obligation et indemnisation des transporteurs maritimes sous les règles de la Haye et Hambourg. En particulier les difficultés face aux questions d'exonérations et d'indemnités. Chaque régime a une approche distincte pour résoudre les questions et les inquiétudes du domaine. D’un coté, la thèse démontrera les différentes facettes de chaque système, par la suite on mettra l'accent sur les points faibles et les points forts de chaque régime. Chaque pays fait face au dilemme de savoir quel régime devrait gouverner son transport maritime. La question primordiale est de savoir comment briser les liens du passe et laisser les Règles de la Haye dans leur place, comme prédécesseur et modèle pour Ie nouveau système. Il est sûr qu'un grand nombre de pays ne veulent pas se départir des règles de la Haye et continuent de les appliquer. Un grand nombre d'auteurs expriment leurs désaccords et indiquent qu'il serait regrettable de tourner le dos à tant d'années de travail. Pour se départir des Règles de la Haye, il serait une erreur ainsi qu'une perte de temps et d'argent. Pendant plus de 50 ans les cours à travers Ie monde ont réussi à instaurer une certaine certitude et harmonisation sur Ie plan juridique. Tout changer maintenant ne semble pas logique. Tout de même l'évident ne peut être ignorer, les Règles de la Haye ne répondent plus aux besoins du domaine maritime moderne. Les questions de responsabilité, immunité, fardeau de preuve et conflit juridictionnel demeurent floues. La législation internationale nécessite des reformes qui vont avec les changements qui marque l'évolution du domaine. Les précurseurs du changement décrivent les Règles de la Haye comme archaïques, injustes et non conforme au progrès. Elles sont connues comme Ie produit des pays industrialises sans l'accord ou la participation des pays chargeurs ou en voie de développement. Ainsi I'adoption des Règles de Hambourg signifie Ie remplacement du système précédent et non pas sa reforme. L'article 5(1) du nouveau système décrit un régime de responsabilité base sur la présomption de faute sans recours à une liste d'exonération, de plus les nouvelles règles étendent la période de responsabilité du transporteur. Les Règles de Hambourg ne sont peut être pas la solution idéale mais pour la première fois elle représente les intérêts de toutes les parties concernées et mieux encore un compromis accepte par tous. Cela dit, il est vrai que Ie futur prochain demeure incertain. II est clair que la plupart des pays ne sont pas presses de joindre ce nouveau régime aussi merveilleux soit-il. Le débat demeure ouvert Ie verdict délibère encore. Une chose demeure sure, l'analyse détaillée du fonctionnement de Hambourg avec ses défauts et mérites est loin d'être achevée. Seulement avec Ie recul on peut chanter les louanges, la réussite ou I'insuccès d'un nouveau système. Par conséquent, Ie nombre restreint des parties y adhérents rend l'analyse difficile et seulement théorique. Néanmoins il y'a de l'espoir qu'avec Ie temps l'objectif recherche sera atteint et qu'un commerce maritime régi par des règles et coutumes uniformes it. travers Ie globe sera pratique courante. Entre temps la réalité du domaine nous expose it. un monde divise et régi par deux systèmes.

From Market Concentration to Market Diversification: WTO and the Marine Products Exports from Kerala- Using ARIMA

Marine product export does something pivotal in the fish export economy of Kerala. The post WTO period has witnessed a strengthening of food safety and quality standards applied on food products in the developed countries. In the case of the primary importers, like the EU, the US and Japan, market actions will have far reaching reverberations and implications for the marine product exports from developing nations. The article focuses on Kerala’s marine product exports that had been targeting the markets of the EU, the US and Japan, and the concomitant shift in markets owing to the stringent stipulations under the WTO regime. Despite the overwhelming importance of the EU in the marine product exports of the state, the pronounced influence of irregular components on the quantity and value of marine product exports to the EU in the post WTO period raises concern. However, the tendencies of market diversification validated by the forecast generated for the emerging markets of the SEA, the MEA and others, to an extent, allay the pressures on the marine product export sector of the state which had hitherto relied heavily on the markets of the EU, the US and Japan

Home gardens and Dioscorea species – A case study from the climatic zones of Sri Lanka

Home gardens are considered as vital units for enhancing food security particularly in developing nations of South Asia, such as Sri Lanka. Although the yam crop Dioscorea spp. constitute a popular but still minor component in Sri Lankan home gardens, they have the potential of producing large quantities of edible material with minimal inputs. However, their real value in South Asian home gardens is not yet reported. Hence, this study was carried out to get insights into home garden characteristics, gardener demography as well as current management practices within 300 Sri Lankan home garden systems that are located along a climatic gradient. By using interviews and field observations, gardeners, who cultivated in particular Dioscorea species, were studied within 10 of the 25 administrative districts distributed in the wet, intermediate and dry climatic zone of Sri Lanka. Furthermore, current management practices of yams cultivation were analyzed on local scale and compared afterwards with management recommendations published in the year 2006 by the Department of Agriculture. Dioscorea species were found in a majority of home gardens, especially in wet and intermediate zones of Sri Lanka. D. alata was the most prominent species and was managed at a subsistence level and not as per recommendations developed by the Department of Agriculture. Our results revealed that Dioscorea alata is an essential component of Sri Lankan home gardens in rural areas and can yield substantial quantities of edible tubers with low input, especially during times of food scarcities, and has therefore the potential to enhance food security and rural development.

Análisis de la viabilidad de Bogotá como sede principal para el Mundial de Fútbol 2026

El pasado Mundial de Fútbol Categoría Sub-20 fue una gran oportunidad que tuvo Colombia para seguir mostrándose a nivel internacional y para mejorar su imagen negativa de ser un país violento. Debido al éxito de este evento, y que estuvo a la altura de los de su tipo, ya que también superó en record de asistencia a los que se habían realizado anteriormente (FIFA.COM, 2011), y sumado a las declaraciones del presidente de la FIFA: "Colombia está preparada para la gran Copa Mundial de FIFA, pero de momento deberá esperar hasta el año 2026, porque las sedes de los años 2014 (Brasil), 2018 (Rusia) y 2022 (Qatar) ya están asignadas" (Semana, 2011); este trabajo pretende analizar con base en los principales indicadores (infraestructuras, movilidad, vías, ciudades, seguridad), si Bogotá podría ser sede principal del mundial de fútbol del 2026. Para lograr el objetivo se tomaron como referencia los diferentes mundiales anteriormente realizados. Se hizo un análisis comparativo entre Johannesburgo (sede principal del Mundial realizado en Suráfrica en el 2010) y Bogotá, en 5 factores que permiten visualizar las fortalezas y debilidades de la capital colombiana para poder ser sede principal de un Mundial. Se presentan conclusiones.