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BUS TRIP - Colombia: Hold on!

Bus Travel in the streets Colombia, proves to be a game of survival and adventure for a young visitor.

If you watch the news, you've probably heard a lot about the problems of Colombia. This country has its traditional issues, such as trade in drugs for the mafia and its famous cocaine industry in the world. But there are problems smaller, less visible, which can make you know the country. I'm talking about the "war of the cents." Term used to describe the situation in which there are public transport workers, while trying to "scrape" their livelihoods in the dirt, smog, the stones, and dangerous private car drivers, all of which makes it challenging the culture of city traffic.
All public transport workers, including drivers of taxis, buses, and minivans registered, they are combatants in the war of the cent. All this because no one gets in this area will pay a fixed salary for hours worked. They get a commission paid by the number of passengers to rise. These workers, hungry, poor, have to work 12 to 16 hours a day, to have, barely enough money for monthly bills, and spend a few hours a week with their wives and children. So to compete, because their bread is on the sidewalks, in waiting to get on the first bus, taxi, or collective. It is quite worrying to see these vehicles, large and small, especially buses, literally compete on the streets and roads, desperately trying to get a pull up a gear, just to stop at the next stop one block down the street. I imagine he has seen cars cross the freeway, but have seen somewhere that provided school buses cross, or stopping cross repeatedly throughout the day in a busy downtown street?
Buses are a story in themselves. Have the form of American school buses fully colored and color names, neighborhoods, food and animals. Names such as Calypso, Toucan, the Fields of Sugar Cane, The Blue Plate, The Creole and Red, and other interesting names.
When you upload has to pay directly to the bus driver, which is expected to count the money to secure the amount correct, and you back the change if appropriate. Then walk through a rotating pinwheel to take into account the number of passengers. This is how the driver gets paid. Now if you do not have enough money, you can always offer to take the driver and jump over the turnstile, or climb back. Once I saw 20 teenage boys go for 5,000 pesos, when the normal travel costs 1,200 pesos per head. If you pay
feel, or is held stationary, and pleads for her life, because now in the middle of a war. The ride is always uneven, due to poor roads, and worse, if sitting in the back of the bus, come down with bruises insurance in your butt,
The peak hour traffic at the end of the workday, show complete buses full of passengers standing. Steep and abrupt stops to pick up passengers, it is that, while the hips left and right range, their hands grasping the handles tightly. I never used these out there. I constantly felt the urge to shout: "you are wrong man!", Or "What's wrong man?" Before walking off and happy to be alive. Bus Accidents happen all the time. On December 24, two intercity bus collided head. One tried to pass a car on a two-way street. Both were complete. Twenty-three lost their lives, and 50 people were injured.
But buses are not all bad news. In fact, they are a vital source of employment for the poor vendors. People, especially young men, who often ask the driver permission to sell some smaller products, sweets, incense, keychains, pens, and entertainment magazines. A man walks around the crowded hall, give a fiery speech, two people only hear the front, and distribute the goods, shooting and jumping among the passengers. It is considered lucky if two people will buy and can make 200 pesos. Cent
War has created an ugly reality in the streets of Colombia. The survival mounted on a bus, literally, for the driver, passengers, and microentrepreneurs. The old women with arthritis should be athletes while crossing the street. Are civilians caught in the battle field in the urban war of the penny. By Miguel Gonzalez
, Silicon Valley Debug . February 10, 2005 .

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ENERGY - WORLD - A deepening global struggle for energy

By Michael Klare , May 10, 2005.

competitive search for oil and natural gas would inevitably send against each other, the nations that consume large quantities.

From Washington to New Delhi, Caracas, Moscow, and Beijing, national leaders and corporate executives are stepping up their efforts to gain control over important sources of oil and natural gas, while the global struggle for energy intensifies. Never has the competitive pursuit of untapped oil and gas reserves been so acute, and never so much money, as well as diplomatic and military pressure, have been deployed in the competition to gain control over foreign energy reserves. To an unprecedented degree, the success or failure of a government in these efforts are treated as headline news, provoking public outcry when a rival energy is considered a transaction benefited particular. With officials of numerous governments under pressure to meet the needs of their countries, at any cost, the battle for energy can ignite more in years to come.

This fight is being handled by a serious and unavoidable fact: The global energy sources are not growing fast enough to continue with the skyrocketing demand, especially in the United States and developing countries of Asia. According to the Department of Energy (DOE), the global energy consumption will grow 50% during the first quarter century, from 404 to 623 quadrillion BTUs, British Thermal Units, estimated per year. Oil and natural gas will be particularly in demand. Before 2025, global oil consumption is projected to rise by 57%, from 157 to 245 quadrillion BTUs, while gas consumption is projected to grow by 68% from 93 to 157 quadrillion.

appears increasingly unlikely, however, that the world's energy firms can actually deliver such quantities of oil and gas in the following decades, whether for political, economic, or geological. With prices rising around the world and serious shortages in supply, every major consuming nation is under pressure to increase or maximize their share Relative energy sources available. Inevitably, these pressures will prompt some states against others in the competitive search for oil and natural gas.

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PRESTIGE - BMW and Mercedes Benz, two Great to get better?

NEW YORK, NY, USA - Forbes, by Dan Lienert -19.05.05

The auto executives say "do not respond to a review only," especially when asked why their cars did such bad shape in a particular study on quality by JD Power and Associates.

The study measured 135 properties, across nine categories, the products of these brands, including: ride comfort, steering, braking, engine, transmission, and a wide range of quality problems reported by vehicle owners. The 2005 IQS is based on responses from more than 62,000 purchasers and lessees of new cars 2005 models, which were examined after 90 days from the date of purchase.

The study on this year, BMW improved by his elevation to third in the degree of IQS (reliability) of the mark, with 95 problems per 100 vehicles. Last year, the company was in ninth place. Mercedes took the fifth-place (along with GM's Cadillac), after finishing eighth last year.

These could be great news for both luxury brands in Germany, BMW and Mercedes Benz, considering their reputations for reliability of the vehicle are implied.

In March, Mercedes began a global recovery that affects 1.3 million cars. Consumers predicted in "degrees of reliability", and reports assigned "poor" - the lowest on its scale - the new cars Mercedes CLK-Class, E Class, S Class and SL-Class, BMW sedans and the new series 5 and 7.

But how can help IQS improvements, a brand like Mercedes, to compensate for this reputation? Will they help at all? "I think [Mercedes] probably damaged brand, "said Philip Guziec, Morning Star analyst covering Daimler, in a telephone interview." It is like going from eighth to fifth will increase sales dramatically or eliminate these problems. "In a telephone interview a BMW spokesman disagreed: "Some are good, these results., and add to it, the momentum in sales of BMW brand." Asked to switch to BMW such improvements in the IQS, the spokesman said, "I do not think can be lowered. Our commitment is total, we continue working to improve quality. "Guziec that improvements should continue.

Mercedes, is" likely to maintain or improve its quality. They knew the problem, and knew the risk to the brand. Expected to look after it and not make mistakes. "However, he said, improvements in quality could generate news headlines, but do not mean much in company funds." The effect of the title could be more significant that the real effect on drivers of cars, "concludes the expert.

One reason that the effects of the improvements might be hard to quantify is that quality improvements, such as improvements to the reputation of a company take years. As the design changes that lead years after making the decision to see the quality of vehicle and its instruments, and as changes in auto factories. Study

a new car to understand and correct quality problems can take six months to a year. Perhaps the publication of a successful test - saying "we are happy to respond to a review" - could be a necessary step for automotive executives. The acceleration in the delivery of good news, should be a priority in refinishing the tarnished images of BMW and Mercedes Benz.

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COMPARISONS - Trucking in North America and Europe

The Globalist - Washington, DC, USA

Not surprisingly, European truckers spend less time on the road than their counterparts NA U.S.. After all, no matter what your profession, Europeans work fewer hours. But a recent attempt to increase the working day Trucker USA average of 14 to 16 hours, adding two hours for breaks and other non-conductive, was upset.

Perhaps it was this another example of how Europe and the United States are spreading. In March 2005, when the U.S. Congress. NA. considered the approval of changes to the truck drivers, Horaren longer, the number of hours worked by European truckers actually decreased.

In Europe, the trucks make more than 16.5% of total road traffic, while in the EUdeNA only made 7.5% of that traffic.

current U.S. law limits the truckers work 11 consecutive hours per day, behind the wheels, or 14 hours if shifted. It also limits the number of hours that truckers can work per week at 60, at least in principle.

But the holes in the legislation allow truckers to begin a new work week after a rest period of 34 hours. This means in practice that EudeNA truckers. can spend more hours on the road, over a period of seven days.

Compare this situation leads Europeans. The European Union legislation limited to nine hours per day behind the wheel, and must take a 30 minute break every three hours. Under supervision



While EU drivers may drive 56 hours a week, can not exceed 90 hours driving time over a period of two weeks. And European trucks are required to be equipped with recorders on board to have everything under control.

addition to the legislation of EU member countries, individually, can put other restrictions on truck traffic. Many countries restrict driving: on Sundays and holidays, in case of inclement weather, high density of traffic, or smog.

A look beneath the surface

So, what is the driving force policy on each side of the Atlantic? At first glance, the differences seem to reflect different attitudes toward work.

In Europe, a truck driver pay is not tied to the distance traveled or the amount of cargo transported, as if it is in the USA.

After all, the United States is known for its liberal labor laws, while Europe, with its tradition of social democracy, tends to be more restrictive.

But the variation on the rules of working hours for truck drivers United States and Europe, is more complicated than that, reflecting a variety of differences between the two sides of the Atlantic.

These differences include the transport infrastructure, geography and road safety.

The other side of things

To start, you'd think the trucking dominates the culture of individualism, obsessive coaches, NA United States., While Europeans rely more environmentally conscious in transport by rail.

But another thing is reality. Cargo transportation by road, is actually more important in Europe than in the U.S.. Surprising statistics



There are more trucks operating in Europe, with 63 trucks per 1,000 people, compared to only 21 trucks per 1,000 people in the United States NA.

by heavy truck accidents account for 5,000 deaths annually in each side of the Atlantic. But since Europe has a higher population and more trucks, it compares favorably upon the United States.

In Europe, the trucks make more than 16.5% of total road traffic, while in the U.S. of NA, made only 7.5% of road traffic.

In contrast, the railways are a central part of the freight transport infrastructure in EUdeNA. 57.3% of total loads are shipped by rail in the U.S., while only 16% of the total charges are sent by rail in Europe.

This may be a surprise to anyone who has noticed how the passenger rail system is highly developed in Europe, compared with the United States. Parallel
metropolitan


But Europe is more urban and is more densely populated than most of the United States, and the railway is highly inefficient for the charge transport in urban areas.

In fact, in the densely populated U.S. coastal areas, traffic Truck is almost as heavy as in Europe.

But shipments from coast to coast, the United States benefit from cheaper, and safe railway system, also more efficient and more environmentally friendly. In Europe, such reliance on rail transportation is impossible due to incompatibility of systems between countries. Look at the way



Then there is the implementation of road safety. Accidents involving heavy trucks account for about 5,000 deaths annually in each side of the Atlantic. But since Europe has a higher population and more trucks on the road, it compares favorably against United States.

57.3% of all freight is shipped by rail track in the United States, while only 16% of the total cargo is shipped by rail track in Europe.

what way the EU legislation goes further, to ensure that safety is a priority? In Europe, heavy trucks are equipped with monitoring devices to speed, to ensure that drivers respect speed limits.

tighter regulation of the hours of operation, and a few hours spent on the road, which means that drivers are less likely to suffer from fatigue, one of the leading causes of crashes.

Finally, payments to drivers not tied to the distance or amount of cargo transported within Europe, as if done in the United States. So truckers have less incentive to work long hours, or break the speed limit to reach your destination. .

Finally, the transport market in the United States puts the priority on bringing goods to destination as quickly and cheaply as possible with less regard for safety or working conditions. Learning

an intriguing conclusion emerges believe it or not, but transportation offers a good opportunity to look at the differences between the U.S. and Europe.

While the United States could learn from Europe in the balance of security and lifestyle of work, the EU could learn from the United States and reduce dependence on trucks.

For now, the United States set an example when using the cheapest freight rail cleaner to move goods over long distances.

Thus, while the EU tries to balance their needs for transport of cargo with its transport infrastructure, the United States should perhaps reassess a market-based approach to charter and make safety a priority high.

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SHOPPING - CHINA: Sale shopping with a wallet full

NY, USA -The Wall Street Journal, by Henny Sender, June 23 2005

Four years ago, Goldman Sachs & Co. was trying to help PetroChina Co. Ltd., China's energy company, to buy assets of Devon Energy Corp. in Indonesia . "At that time, nobody thought we were serious," recalls Johan Levin, a director of mergers and acquisitions at Goldman Sachs in Hong Kong. Today, by contrast, "the first in any list of buyers are Chinese."

Following the revelation in the last week of the proposed purchase by Chinese companies to two U.S. companies, one in the manufacturing sector and another in the energy, now all see China's interest as something serious. And, although it may note similarities in tenders with the wave of Japanese purchases in the eighties, China's incursion by U.S. business assets and other parts of the world will be much more substantial and sophisticated.

The Chinese corporations seeking natural resources, manufacturing techniques, brands, distribution, and technology has a significant advantage: The mass access to cheap credit lines to local banks, especially the China Development Bank. Funding is not a problem.

"There are a lot of money available in China," says Fred Hu, managing director of Goldman Sachs in Hong Kong and Beijing. "No Ex-Im Bank only or Bank of Development. All commercial banks in China have a great capacity to fund businesses and are very interested in providing support to strengthen its own influence. "And it is clear that any revaluation of China's currency against the dollar would make U.S. assets even cheaper in local terms .

the late 80's, the Japanese buying spree in the U.S. quickly became a contentious issue between the two countries. But Chinese companies, recognizing his own weakness, are seeking assistance of some of the key participants sophisticated market, many of them based in the U.S. A group of Chinese companies, for example, are turning to private equity funds Texas Pacific Group, Bain Capital and Blackstone Group, to assist them to acquire as much to keep their prey.

For Wall Street, the attempt to Qingdao Haier to buy Maytag Corp., and CNOOC bid for Unocal Corp. Ltd. represent only the beginning of a wave of business in China. Huawei Technologies Co., maker of telecommunications equipment, is considering launching a bid for the ailing Marconi Corp., the United Kingdom of GB. Shanghai Automotive Industry Corp., considered the Chinese leader in car production, after buying the Korean Sanyong Motor, which specializes in SUVs and limousines may be interested in buying other automakers Specialized in Italy and Germany to strengthen the local and international market. Citic Resources, armed with a check for almost $ 1,000 million from the Development Bank of China, attempts to acquire control of Thai Petrochemical TPI. Aluminum Corp. of China Ltd., in turn, has a credit line of U.S. $ 1,000 million from the Export-Import Bank of China to buy assets and companies in the aluminum sector.

Business India, with less capital than their counterparts in China, but with powerful allies, following the same path. Indian manufacturing companies become interested, or to purchase assets from U.S. textile companies weakened, in the case of Wespun India Ltd., a Spain bus manufacturer, Tata Motor's recent white.

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TRUCKS - World - Upload the economy, sales grow

When car buyers are looking closely at the fuel prices, truck sales, especially for freight transport over long distances or heavy loads are increasing.

This is because the output of these teams has its own cycle which is directly proportional to economic cycles, the higher growth, higher sales, regardless of other factors including the cost of fuel. This will

the following figures from the U.S. market, which show the former assertion.

sales of large trucks in the three previous years to 2004, were slow. The increase in sales since 2004, so far has been impressive.

first-quarter figures: Manufacturer

1st. 1st quarter 2005. Climb in% Quarter 2004 Freightliner
17.523 13.333 3.296 2.612 31
Sterling Western Star
26 37 603 439 Total
Freightliner 21 422 16.384 31
Paccar 11,988 8,865 35
Volvo 6,279 4,382 43
Mack 5,603 3,569 57
Total Volvo 11,822 7,951 49
International 10,566 6,748 57
Grand Total 55,798 40

39.948 Source: Automotive News
In total 56,000 vehicles sold during the first three months of 2005 compared with 40,000 sold during the same period last year. If this continues, it could be a record year record, although much remains to be done. Look

figures, 2000 was a record sales cap for Class 8 trucks, vehicles

Total Year 2000
212.000 146.000 2001 140.000 2002

2003

2004 203.000 142.000 Source: Automotive News

As for smaller, medium trucks, those business units that we move around our cities, also are selling better this year, though not as large trucks. 58000 medium trucks were sold in the first quarter, a rise of 8%.
EudeNA sales grow, celebrate in Europe

Ironically, what appears to be an American vehicle business is now dominated by Europeans.

DaimlerChrysler of Germany owns Freightliner, which includes brands Sterling (formerly Ford) and Western Star Volvo is Swedish but is now unrelated to the operation of Volvo cars was bought by Ford Motor few years ago. And Mack, the bulldog, was bought by Renault of France and then sold to Volvo of Sweden.

The two remaining companies are owned by American International, which is part of Navistar International, Illinois, and Paccar, including Kenworth and Peterbilt lines. The transportation business has endured some parts shortages, and even drivers, but not enough to cause serious problems for manufacturers.


problematic points of the emission standards are hiking again in 2007. All these vehicles have diesel engines, and the pressure comes from many sides for reducing diesel emissions. But this means probably another good year in 2006, as carriers purchased in advance in anticipation of price increases that come with the cleanest engines in 2007. Such advance purchase, if they occur, could lead to a decline in sales later in 2007 or 2008. Truck Engines



Another point of interest is what can make the business Freightliner motor. In Europe, manufacturers of trucks as the automakers are generally built their own engines. In the United States of NA., customers choose the engines in their Class 8 equipment. Manufacturers typically offer diesel engines made by Caterpillar, Cummins or Detroit Diesel.

Detroit Diesel was once part of General Motors, but is now owned by DaimlerChrysler, like Freightliner, the dominant manufacturer in large teams. Although Daimler says nothing of this, there are rumors in the industry that your goal is to connect its drivers and trucks to eventually make Detroit diesel engines exclusively for Freightliners. That would be a serious attempt to change the way in which Americans buy their heavy trucks. International

, apparently anticipating the movement of DaimlerChrysler, stopped to offer their trucks to Detroit for diesel engines. Instead, it is installing diesel engines from other independent producers and is also working with Mann, the German manufacturer of engines for an engine design.

The source of the motors can complicate the industry in the future.

But now, it looks like a boom year, and maybe even a record year for major equipment manufacturers.