News

Welcome to the second edition of Aerodoc´s Newsletter!

We are very excited about sharing with you the latest edition of Aerodoc´s Newsletter. This month we want to tell you about our new office in the Sillicon Valley. We have also selected some of the most relevant news of the logistics sector in different countries of the world. We hope you´ll find them interest for your business.

I also want to use this occasion to tell you once again that at Aerodoc we are deeply committed to continually improve the quality of our unique services, and to keep offering solutions best tailored to meet your logistics needs.

Best regards,

Ricardo Gimenez Zapiola
General Manager Aerodoc

Aerodoc Opens New Office in San Jose, California

San Jose is the third-largest city in California and the tenth-largest in the U.S. Commonly known as the Capital of the Silicon Valley, the region is home to many of the world’s largest technology corporations.

The term originally referred to the region’s large number of silicon chip innovators and manufacturers, but eventually came to refer to all the high-tech businesses in the area; it is now generally used as a metonym for the American high-tech sector. Despite the development of other high-tech economic centers throughout the United States and the world, Silicon Valley continues to be the leading hub for high-tech innovation and development, accounting for one-third of all of the venture capital investment in the United States.

San Jose is also the city where Aerodoc has opened its new office. Given the company´ strong focus on providing added value logistics services for the technology sector, San Jose seemed like a natural option to open Aerodoc´s second office in the United States. With the new office, the company will have a closest location to attend all of the area customers´ needs.

The new office in San Jose, combined with the company´s Head Quarters in Miami, Florida, the offices in Argentina, Brazil, Mexico, and a net of 51 dedicated agents in all countries in Latin America, Africa and Europe, increase Aerodoc´ strength to continue providing added value logistics services and solving critical operations for its customers in a way no other logistics company can.

Shows and Events

Canitec The first week of June Aerodoc attended Canitec in Acapulco, Mexico. The show was a good experience for us. We enjoyed sharing time with the participants in the technology and the TV industry. At the company our aim is to continuously understand and learn from their needs, and to always come up with new solutions for them.

Infocom During June 9 through 15th our team attended Infocom in Las Vegas, one of the largest professional audiovisual communications shows in the world. We want to keep on top of new products and services in videoconferencing and multimedia, so we can come up with better logistics and customs services, adapted to our clients needs specially in difficult countries with heavy regulations for this type of technology.

Telecommunications Regional Meeting Rosario 2012 From June 27 through June 28 took place in Rosario, Argentina, the Telecommunications Regional Meeting. Cable TV operators, producers, programmers, technology providers and government representatives gathered in Rosario in this event that combined show and conferences. Aerodoc´s team attended to keep up with latest news in the regional telecommunications industry.

Logistics and Trade News

This month selection of relevant news related to logistics and trades from Germany, Argentina, Brazil, Chad, United Arab Emirates, Chile, Colombia, Ecuador, Kenya, Mexico, Nigeria, Peru, Senegal, United States, Uganda, Venezuela and Center America and the Caribbean countries.

Congress removed the collection of the single customs declaration in Peru
El Comercio, Perú
The Foreign Trade Commission considered that there was an overrun for commercial operations on the import of goods.

Congress agreed to foreign trade, which had been charging for the processing of the single customs declaration (sad) on the import of goods.

As the Commission concluded, “this rate was an overrun for commercial operations that affected our competitiveness and, in addition, was contrary to law”.

South Korea will support the second phase of the VUCE
El Peruano, Peru
Foreign trade between South Korea and Peru without the use of roles will facilitate transfer of technology and best practices.

South Korea will support Peru in the implementation of the second phase of the single window of foreign trade (VUCE), which will promote the development of the operations of export and import without the use of roles.

Reported by the owner of the Mincetur, Jose Luis Silva, who said that this cooperation is a result of a memorandum of understanding signed by the Minister of Economy and Knowledge of South Korea, Sukwoo Hong, during the visit of President Ollanta Humala to Seoul. This agreement will facilitate the transfer of technology and best practices in South Korea, a world leader in electronic solutions applied to foreign trade, eighth exporter overall and 10th importer. This country has one of the systems most modern and innovative in the field of paperless trade. “Manages 569 electronic documents and supports more than 268 million transactions a year, which gives you a great experience.”The holder of the Mincetur said that foreign trade requires a robust platform to manage the flow of information from the international logistics chain, enabling the technology necessary to implement the relationship between companies and the Government (B2G), between the Government (G2G) entities and private sector linked to foreign trade (B2B).Similarly, he explained that it is required of a future the VUCE interconnect with their counterparts in other countries. “The idea is to provide the support they need agents of foreign trade not only for licenses and permits, but also for marketing activities”, he said.

He explained that this window will also facilitate operations with banking and insurance companies, customs and logistics, which includes transportation, warehouses, ports and airports, with mechanisms and security levels that allow to operate on equal footing with major trading partners.

Multinational handled from Panama Venezuela inventory
El Nacional, Venezuela, by Alejandro Hinds
The risk of expropriation for companies to minimize the stocks in the country.

Storage in other countries is cheaper than Venezuela.

The warehouses operating in the free zone of Colon, in the North of Panama, increasingly saved more goods intended to Venezuela by the decision of some multinational companies, especially pharmaceuticals and personal care, reduce to the minimum the inventories in the country.

Business Panama sources said that the risk of expropriation has been a determining factor for companies prefer to store the products in the Central American nation and bring them to receive orders for purchase of commercial establishments.

The idea of enterprises that resort to this strategy, they added, is have the fewest possible goods on Venezuela to reduce losses in the event that President Hugo Chavez has ordered the expropriation of its assets in the country.

Venezuela business sources added that there are other factors that are taken into account, as the high criminal rate – store located in the Centre of the country recently closed by the inseguridad­ and Government regulations in the field of import and price.

“In some cases the goods that come from Asia or Europe is left to Panama while leaving all the permissions on Venezuela, which means a very long journey.” “Failure to do so runs the risk of seized it in customs”, said a spokesman for the commercial sector.

The reform of the law for the defense of people in access to goods and services, adopted in early 2010, that sets the hoarding of products as a crime and expropriation as the punishment for those who repeat offenders in such practice, also influences the decision.

The reasons that multinationals stored the goods in other countries ­ used Colombia, according to the sources­ last year joined the uncertainty generated by the law of costs and prices fair, enacted by Chavez in July and implemented from November.

They recalled that prices of 19 commodities ­specially in personal care and home cleaning services ­ chose the National Superintendency of costs and prices to begin applying the law, were frozen for more than 4 months and then they were reduced.

Advantage sources claimed that the storage of products in Panama has been a common practice for years for enterprises of household appliances and white line and Brown line ­specially Asian and Europeans­ that use that country as a center of operations for the region.

The automotive industry has also employed the strategy. What is now the Port of Manzanillo, in Columbus, served in the early 1990s as the center of distribution of Lada, Russian company vehicles then attempted to conquer the markets of Latin America.

Panamanian logistics infrastructure, from the channel that connects the Atlantic and Pacific oceans up to six ports with a capacity to receive large vessels, helps multinational companies store their inventories in the country.

Other facilities offered by Panama are the free movement of the dollar, the presence of international banking, bilingual labor, legal benefits for foreign investors and the tax advantages of the Colon free zone (not charged taxes or tariffs).

In the case of Venezuela, also joins the geographic proximity. Loads stored in Panama can reach the country in two hours if you come by plane ­hay daily routes between Tocumen and Maiquetia­ airports and in four days if they come by boat.

The proximity is also an advantage in the case. The transfer of goods by road to Venezuela takes between 48 and 72 hours from the main centers of collection in Bogota, Bucaramanga and Medellin.

Storage in other countries is even cheaper, according to sources. Not only because the companies save to collect the goods from several markets, but because Venezuela rates are higher by factors such as insurance policies.

Companies that may have additional costs are the warehouses in Venezuela. But the majority of multinationals does not have much space for storage in the country but used third-party deposits.

Problems in ports the Vice President of the Venezuelan Chamber of stores, Horacio Giraud, confirmed that the importing work from 2010 with limited inventories ­some have merchandise just for two weeks­, and added to the reasons for taking that decision problems in ports.

The nationalization of the warehouses that worked in the primary areas of ports, in 2009, has caused problems on the operation.

Giraud said that it may take up to 10 days between the discharge of the goods on the quay and the transfer to the store.

Among the problems that have lengthened this procedure times are: the reduction of the number of machines available for loading, unloading and mobilization of containers, the lack of maintenance of the equipment and the disorganization.

“You can switch to a machine stop what you are doing in a warehouse somewhere to go to another”. Before this happened not because each company had their own computers and was responsible for the merchandise that was. “It was more competitive,” he recalled.

There are also more insecurity. “As it takes so many days we have seen irregularities such as the opening of containers”. “They do so without violating the seal, which prevents claim to “Bolipuertos and collect the insurance”.

Time to make the recognition of customs and the final delivery also increased. Not only by the lack of machines but also because barriers to cancel, because he usually works with management or cash checks.

“First thing creates problems in the banking agencies, which sometimes do not have the necessary amount of checks, and the latter is a risk because of insecurity.” “Should more flexible forms of payment and accept fractured checks,” said Giraud.

The Cadeval Vice President acknowledged the efforts of Bolipuertos to install points of sales, but reiterated that the mechanism has its limitations. “There is a daily stop for card transactions and storage costs are high, many times are over 10 million bolivares”.

Without compensation decision of multinationals keep their products in other countries also links with the greater involvement of the Government in the stores. “Many are suspicious of how it handled the goods, because they don’t have the same care as a private company,” the sources said.

Giraud estimated that more than half of the existing Venezuela storage capacity is now State-owned. Expropriations are not limited to the storage ports, but they have also affected the cold chain, silos and other agricultural deposits.

He added that, for companies operating in the customs, none has received compensation despite the fact that the resolution 192 ­which gave Bolipuertos the administration of the zones of storage, speaks of a payment for the equipment, machinery and furniture.

The installation of new private storage in the adjacent to the ports areas has not been possible. Not only because of the lack of interest of investors, but because the Government has not granted more permissions to operate as auxiliaries of the customs administration.

“Companies do not should be viewed as a competitor but as an ally.” That would help to decongest the port activities. “The idea is that ports storage areas are of high turnover,” concluded Giraud.

Online system to speed up cargo clearance at borders< br /> Daily Nation - Kenia

Cargo clearance at border points is expected to receive a major boost once the first phase of a new online system is rolled out in December.

The National Single Window System (NSWS) will eliminate paper work in cargo clearance at the Port of Mombasa, Malaba, Busia and Namanga border points, according to the chairman of Kenya Trade Network Agency, retired General Joseph Kibwana.

Paper work has been blamed for delays in cargo clearance that has affected trade between Kenya and its neighbours. The new system will see traders keying in their documents, cargo details and details of trucks ferrying them only once.

The information, according to Gen Kibwana, will then be shared across the clearing agencies like Kenya Bureau of Standards and Kenya Revenue Authority, Kenya Ports Authority and Kephis. The details will also be sent to weighbridges and border points.

“We want to do away with the use of paper in clearance as this is partly to blame for the delay,” Gen Kibwana said during a tour of the Malaba border post at the weekend.

The first phase will involve integration of systems of all key players in cargo clearance. Phase Two, expected to start mid next year, will involve integration of the NSWS with online payment systems.

U.S. and European Union Agree on Air Cargo Security
The New York Times, By Nicola Clark

The United States and the European Union were expected Friday to announce an agreement to recognize each other’s air cargo security procedures, putting an end to a costly duplication of security controls on the more than $130 billion in airfreight that crosses the Atlantic from Europe each year.

Under the terms of the accord, which was to take effect immediately, the Transportation Security Administration will accept a set of European rules on the screening of cargo and the maintenance of a secure supply chain for all airlines and freight shippers flying cargo and mail into or through the European Union.

Previously, only five of the 27 members of the bloc — Britain, Finland, France, the Netherlands and Ireland — signed bilateral air cargo security agreements with the United States.

“Airfreight is by definition naturally urgent,” Siim Kallas, the European transport commissioner, said in a statement. “Cutting out the duplication of security procedures will mean huge savings for cargo operators in terms of time and money.”

The debate over how best to screen air cargo for the presence of explosives or other threats dates to the terrorist attacks against the United States on Sept. 11, 2001. While many American politicians have pushed for physical inspection of every parcel and pallet that enters an aircraft cargo hold — just as security screenings are required for all passengers — the global airfreight industry has argued that such an approach risks paralyzing a business that represents some 40 percent of the value of global trade.

Both the United States and the European Union sharply stepped up their cargo security measures after the Sept. 11 attacks, but the two sides adopted different approaches.

The Transportation Security Administration imposed strict protocols at the last point of departure to the United States — regardless of whether the cargo had been previously screened in another country — and required air carriers to guarantee that the cargo had been screened according to T.S.A. standards.

The European approach has focused on ensuring that cargo, once it has been screened at its point of origin, cannot be tampered with at any point along its route.

In practice, this required air carriers and shipping agents to physically separate cargo bound for the United States in airport warehouses for special processing involving not only duplicate sets of paperwork but also often a requirement that parcels be scanned by two sets of similar X-ray equipment to comply with the technical standards of both systems.

In most cases, the additional compliance costs were passed on to customers in the form of higher shipping rates. The additional handling procedures also slowed shipping times.

The divergence in approach also created expensive headaches after October 2010, when terrorists in Yemen used United Parcel Service and FedEx to try to ship hidden explosives to the United States. The parcels were intercepted at airport cargo terminals in Britain and Germany.

After that incident, the European Union added enhanced screening requirements for all cargo originating in third countries but continued to apply a one-stop screening policy to those goods.

The T.S.A., however, did not accept this approach as equivalent to its own, and airlines were faced with a barrage of emergency amendments to United States procedures. No fewer than 25 such amendments have been issued over the last 18 months, airline industry executives said.

“Carriers were forced to either comply — sometimes on very short notice — or to come up with an alternative procedure,” said Margreet Lommerts, manager for cargo and security at the Association of European Airlines in Brussels. “It was extremely complicated. And if one airline’s procedure was accepted, it was difficult for others to say that they couldn’t apply it as well.”

Mutual recognition is expected to reduce costs and improve the speed and efficiency of trans-Atlantic shipments of goods ranging from electronic components to perishable foods and medicines.

The agreement comes after the announcement in mid-May that the T.S.A. had set a firm deadline of Dec. 3 for airlines to conduct “100 percent” screening for explosives of all cargo carried on passenger flights bound for the United States. The mandate — part of a 2007 federal law that already applies to cargo loaded onto domestic flights and to planes leaving the United States — requires all passenger airlines to break down consolidated shipments and pallets to screen individual parcels before they are loaded onto flights headed for the United States.

According to the T.S.A., more than 80 percent of cargo on international passenger flights into the United States is screened, up from around 65 percent two years ago.

Helen Kearns, a spokeswoman for Mr. Kallas, the European transport commissioner, confirmed that the mutual recognition agreement “means that compliance with E.U. security rules also meets the U.S. requirement of 100 percent screening of air cargo.”

In a statement, John S. Pistole, the T.S.A. administrator, hailed the agreement, saying it would “ease the burden on industry” as well as “strengthen security by ensuring that we share information and work together toward our common interests.”

A Better Future for Children

The upcoming trip of Aerodoc team will have the purpose of distributing food among the four schools supported by the Para los Chicos Foundation, and to repair the dining room´s ceiling in one of the schools.

About Para los Chicos. Para los Chicos un Futuro Mejor (“A Better Future for Children”) is a fundraising charity created by Aerodoc in 2007 with the objective of helping children in remote and poor regions of Argentina to continue receiving their formal education. Today, “Para los Chicos un Futuro Mejor” helps four elementary schools with a total of 168 students. The fund works to help keep these children studying and growing academically, and to ensure they have the opportunity to go to high school and, in a future, maybe even to college. Helping these children succeed in life not only creates a better future for each child, but also for society.

Every two months, a team of Aerodoc employees (including the CEO) travels to the remote locations to bring school supplies, books, food, clothes, toys and even bicycles. Most of these kids live far away from the schools, in isolated landscapes, and without bicycles they have to walk miles each day to go to class. Twice a year a team also takes care of critical infrastructure and maintenance jobs according to the needs of each school.

The fund is committed, permanently, to working with the school directors and teachers to keep track of all needs, not only in general, but also in particular cases.

The fund is supported by private donations. The most recent trip started on Friday, May 18. The team traveled to Departamento Figueroa, in the Argentinean state of Santiago del Estero. They brought the children food, clothes and bicycles.

For more information about Para los Chicos un Futuro Mejor, go to www.paraloschicos.org. You can also write us at: paraloschicosufm@gmail.com

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