El Canal de Panamá abre un acceso público a la información
En 1914, cuando navegó el primer barco por el Canal de Panamá era impensable imaginar cuántos otros transitarían por él hasta nuestros días. En este país centroamericano 105 años después, han desarrollado una aplicación para móviles de acceso público nombrada Infologística Panamá que permite obtener datos de las naves que recorren a través del istmo que enlaza el océano atlántico con el pacífico.
La trascendencia histórica desde que el primer barco recorría el Canal de Panamá ha permitido ver la evolución de un país y el comercio que utiliza esta conexión para mejorar tiempos, costos de traslado de cargas, y por ende, la economía mundial.
El período entre octubre de 2018 y marzo 2019, dejó registro de más de mil (1.000) naves en tránsito por mes a través del canal, lo que verifica lo concurrido del estrecho marítimo. El gerente de Georgia Tech, empresa que desarrolló la aplicación, considera importante compilar información de los barcos y múltiples fuentes económicas en un solo lugar, con fácil y rápido acceso.
En la búsqueda de mejorar la competitividad del país desde la tecnología. La aplicación en materia de transporte y logística, por ejemplo, puede mostrar el transito acumulado de naves entre períodos, las toneladas de carga y los ingresos económicos.
La herramienta tecnológica además, permite revisar gráficas comparativas y datos como: la tasa de inflación, PIB, precio de la gasolina, conectividad marítima y actividad aeroportuaria, entre otros.
Para el estado panameño y el Canal de Panamá como empresa, es una gran innovación por ser esta de las compañías más sólidas y productivas del país con un ingreso aproximado de 3.100 millones de dólares en su mayoría por pago de peaje.
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Revisar indicadores con periodicidad permite la mejor toma de decisiones en los negocios, por eso la influencia de esta aplicación que ha fomentado nuevos planes para la creación de proyectos similares en materia logística que puedan dejar cifras en áreas de carga, tránsito y almacenamiento.
English Version
The Panama Canal opens a public access to information
In 1914, when the first ship sailed through the Panama Canal, it was unthinkable to imagine how many others would pass through it to this day. In this Central American country 105 years later, they have developed a public access mobile application named Infologística Panama that allows obtaining data from the ships that travel through the isthmus that connects the Atlantic Ocean with the Pacific Ocean.
The historical significance since the first ship crossed the Panama Canal has allowed to see the evolution of a country and the trade that uses this connection to improve times, costs of moving loads, and therefore, the world economy.
The period between October 2018 and March 2019, left record of more than one thousand (1,000) ships in transit per month through the channel, which verifies the concurrence of the narrow sea.The manager of Georgia Tech, the company that developed the application, considers it important to compile information from ships and multiple economic sources in one place, with easy and quick access.
In the search to improve the competitiveness of the country from technology. The application in the field of transport and logistics, for example, can show the cumulative traffic of ships between periods, tons of cargo and economic income.
The technological tool also allows to review comparative graphs and data such as: the inflation rate, GDP, gasoline price, maritime connectivity and airport activity, among others.
For the Panamanian state and the Panama Canal as a company, it is a great innovation because it is one of the most solid and productive companies in the country with an approximate income of 3,100 million dollars, mostly for toll payment.
Private sector
Reviewing indicators on a regular basis allows the best decision making in business that is why the influence of this application has encouraged new plans for the creation of similar projects in logistics that can leave figures in cargo, transit and storage areas.
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The new, August 1 deadline prolongs uncertainty for businesses but also gives America’s trading partners more time to strike trade deals with the United States, avoiding the hefty levies.
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Mainstream economists would probably cheer that outcome. Most have long disliked tariffs and can point to research showing they harm the countries that impose them, including the workers and consumers in those economies. And although they also recognize the problems free trade can create, high tariffs are rarely seen as the solution.
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Trump’s tariffs so far have not meaningfully boosted US inflation, slowed the economy or hurt jobs growth. Inflation is “the dog that didn’t bark,” Treasury Secretary Scott Bessent likes to say. But economists argue inflation and jobs will have a delayed reaction to tariffs that could start to get ugly toward the end of the year, and that the current calm before the impending storm has provided the administration with a false sense of security.
“The positives (of free trade) outweigh the negatives, even in rich countries,” Antonio Fatas, an economics professor at business school INSEAD, told CNN. “I think in the US, the country has benefited from being open, Europe has benefited from being open.”
Consumers lose out
Tariffs are taxes on imports and their most direct typical effect is to drive up costs for producers and prices for consumers.
Around half of all US imports are purchases of so-called intermediate products, needed to make finished American goods, according to data from the Organisation for Economic Co-operation and Development.
“If you look at a Boeing aircraft, or an automobile manufactured in the US or Canada… it’s really internationally sourced,” Doug Irwin, an economics professor at Dartmouth College, said on the EconTalk podcast in May. And when American businesses have to pay more for imported components, it raises their costs, he added.
Likewise, tariffs raise the cost of finished foreign goods for their American importers.
“Then they have to pass that on to consumers in most instances, because they don’t have deep pockets where they can just absorb a 10 or 20 or 30% tariff,” Irwin said.
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Unity and BrightBuilt factory-built homes share an important feature: They are airtight, part of what makes them 60% more efficient than a standard home. GO Logic says its homes are even more efficient, requiring very little energy to keep cool or warm.
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“Everybody wants to be able to build a house that’s going to take less to heat and cool,” said Unity director Mark Hertzler.
Home efficiency has other indirect benefits. The insulation and airtightness – aided by heat pumps and air exchangers – helps manage the movement of heat, air and moisture, which keeps fresh air circulating and mold growth at bay, according to Hertzler.
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Buntel, a spring allergy sufferer, said his Somerville home’s air exchange has made a noticeable difference in the amount of pollen in the house. And customers have remarked on how quiet their homes are, due to their insulation.
“I’m from New England, so I’ve always lived in drafty, uncomfortable, older houses,” Buntel said. “This is really amazing to me, how consistent it is throughout the year.”
Some panelized home customers are choosing to build not just to reduce their carbon footprint, but because of the looming threat of a warming planet, and the stronger storms it brings.
Burton DeWilde, a Unity homeowner based in Vermont, wanted to build a home that could withstand increasing climate impacts like severe flooding.
“I think of myself as a preemptive climate refugee, which is maybe a loaded term, but I wasn’t willing to wait around for disaster to strike,” he told CNN.
Sustainability is one of Unity’s founding principles, and the company builds houses with the goal of being all-electric.
“We’re trying to eliminate fossil fuels and the need for fossil fuels,” Hertzler said.
Goodson may drill oil by day, but the only fossil fuel he uses at home is diesel to power the house battery if the sun doesn’t shine for days. Goodson estimated he burned just 30 gallons of diesel last winter – hundreds of gallons less than Maine homeowners who burn oil to stay warm.
“We have no power bill, no fuel bill, all the things that you would have in an on-grid house,” he said. “We pay for internet, and we pay property taxes, and that’s it.”
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The bow of a US Navy cruiser damaged in a World War II battle in the Pacific has shone new light on one of the most remarkable stories in the service’s history.
More than 80 years ago, the crew of the USS New Orleans, having been hit by a Japanese torpedo and losing scores of sailors, performed hasty repairs with coconut logs, before a 1,800-mile voyage across the Pacific in reverse.
The front of the ship, or the bow, had sunk to the sea floor. But over the weekend, the Nautilus Live expedition from the Ocean Exploration Trust located it in 675 meters (2,214 feet) of water in Iron Bottom Sound in the Solomon Islands.
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Using remotely operated underwater vehicles, scientists and historians observed “details in the ship’s structure, painting, and anchor to positively identify the wreckage as New Orleans,” the expedition’s website said.
On November 30, 1942, New Orleans was struck on its portside bow during the Battle of Tassafaronga, off Guadalcanal island, according to an official Navy report of the incident.
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The torpedo’s explosion ignited ammunition in the New Orleans’ forward ammunition magazine, severing the first 20% of the 588-foot warship and killing more than 180 of its 900 crew members, records state.
The crew worked to close off bulkheads to prevent flooding in the rest of the ship, and it limped into the harbor on the island of Tulagi, where sailors went into the jungle to get repair supplies.
“Camouflaging their ship from air attack, the crew jury-rigged a bow of coconut logs,” a US Navy account states.
With that makeshift bow, the ship steamed – in reverse – some 1,800 miles across the Pacific to Australia for sturdier repairs, according to an account from the National World War II Museum in Louisiana.
Retired US Navy Capt. Carl Schuster described to CNN the remarkable skill involved in sailing a warship backwards for that extended distance.
“‘Difficult’ does not adequately describe the challenge,” Schuster said.
While a ship’s bow is designed to cut through waves, the stern is not, meaning wave action lifts and drops the stern with each trough, he said.
When the stern rises, rudders lose bite in the water, making steering more difficult, Schuster said.
And losing the front portion of the ship changes the ship’s center of maneuverability, or its “pivot point,” he said.
“That affects how the ship responds to sea and wind effects and changes the ship’s response to rudder and propellor actions,” he said.
The New Orleans’ officers would have had to learn – on the go – a whole new set of actions and commands to keep it stable and moving in the right direction, he said.
The ingenuity and adaptiveness that saved the New Orleans at the Battle of Tassafaronga enabled it to be a force later in the war.
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