Ashis Nandy - Towards a Dialogue of Asian Civilisations

First published as "Defining a New Cosmopolitanism: Towards a Dialogue of Asian Civilisations", in Kuan-Hsing Chen, ed., Trajectories: Inter-Asia Cultural Studies (London: Routledge, 1998), pp. 142-9.]

Asia has known the West for about two millennia and has interacted with the West seriously for over six hundred years. But it began to have a third kind of close encounter with the West starting from the eighteenth century, when the industrial revolution and the discovery and colonisation of the Americas gave the West a new self confidence vis-à-vis its eastern neighbour.(2) Asia no longer remained a depository of ancient riches-philosophies, sciences or religions that had crucially shaped the European civilisation, including its two core constituents: Christianity and modern science. Nor did it remain solely the depository of the exotic and the esoteric-rare spices, perfumes, silks and particularly potent mystics and shamans. Asia was now redefined as another arena where the fates of the competing nation-states of Europe were going to be decided.

It is at the fag end of this phase of Europe's world domination that we stand today, ready to pick up the fragments of our lives and cultures that have survived two centuries of European hegemony and intrusion. For while some Asians have become rich and others powerful during these two hundred years, none has emerged from the experience culturally unscathed.(3)

Asian cultures never responded to the European encroachment passively, even though many Asian nationalists of earlier generations felt that that was exactly what their cultures had done.(4) While that sentiment is not absent today among Asia's ruling élite and young Asians charged with nationalist fervour, it is now pretty obvious that Asian civilisations, whatever else they may or may not have done, have certainly not been passive spectators of their own humiliation and subjugation. They coped with the West in diverse ways--sometimes aggressively resisting its intrusiveness, sometimes trying to neutralise it by giving it indigenous meanings, sometimes even incorporating the West as an insulated module within their traditional cultural selves.(5)

However, all Asian cultures have gradually found out during the last two hundred years that--unlike the European Christendom or the traditional West--the modern West finds it difficult to coexist with other cultures. It may have a well-developed language of coexistence and tolerance and well-honed tools for conversing with other civilisations. It may even have the cognitive riches to study, understand or decode the non-West. But, culturally, it has an exceeding poor capacity to live with strangers. It has to try to either overwhelm or proselytise them. Is this a trait derived from the urban-industrial vision and global capitalism which, not satiated even after winning over every major country in the world, have to penetrate the smallest of villages and the most private areas of our personal lives? Is it a contribution of the ideologues of development, who after all their successes, still feel defeated if some remote community somewhere does not fall in line or some eccentric individual attacks them? I do not know, but I do find that even most dissenting westerners, who have genuinely identified with the colonised societies and fought for their cause, sometimes at some personal cost, have usually supported the `right' causes without any empathy with native categories or languages of dissent, without even a semblance of respect for the indigenous modes of resistance, philosophical or practical. It will not too uncharitable to say that they, too, have struggled to retain the capital of dissent in the West and to remain flamboyant spokespersons of the oppressed of the world-whether the oppressed are the proverbial proletariat or the not-so-proverbial women, working children or victims of environmental depredations. Even decolonisation demands western texts and academic leadership, they believe. And many Asians, especially the expatriate Asians in the first world, enthusiastically agree.

As the West has been partly internalised during the colonial period, its cultural stratarchy and arrogance, too, have been introjected by important sections of the colonised societies and by societies not colonised but living with fears of being colonised. They all have learnt to live with this internalised West-the feared intimate enemy, simultaneously a target of love and hate--as I have elsewhere described it.(6) Psychoanalysts should be happy to identify the process as a copybook instance of the ego defence called `identification with the aggressor.' For this adored enemy is a silent spectator in even our most intimate moments and the uninvited guest at our most culturally typical events and behaviour. For even our religions and festivities, our birth, marriage and death rituals, our food and clothing, our concepts of traditional learning and wisdom have all been deeply affected by the modern West. Even return to traditions in Asia often means a return to traditions as they have been redefined under western hegemony. Even our pasts do not belong to us entirely.

This is not an unmitigated disaster. It is possible to argue that Asia, Africa and South America are the only cultural regions that are truly multi-cultural today. Because in these parts of the world, living simultaneously in two cultures-the modern western and the vernacular-is no longer a matter of cognitive choice, but a matter of day-to-day survival for the humble, the unexposed and the ill-educated. Compared to that multicultural sensitivity, the fashionable contemporary ideologies of multiculturalism and post-coloniality in our times look both shallow and provincial.

One of the most damaging legacies of colonialism, however, lies in a domain that attracts little attention. The West's centrality in all intercultural dialogues of our times has been ensured by its dominance of the cultural language in which dialogue among nonwestern cultures takes place. Even when we talk to our neighbours, it is mediated by western categories, western assumptions and western frameworks. We have learnt to talk to even our closest neighbours through the West.

This inner demon that haunts us has managed to subvert most forms of cultural dialogue among the non-western cultures. All such dialogues today are mediated by the West as an unrecognised third participant. For each culture in Asia today, while trying to talk to another Asian culture, uses as its reference point not merely the West outside, but also its own version of an ahistorical, internalised West, which may or may not have anything to do with the empirical or geographical West. One can no longer converse with one's neighbour without conversing with its alienated self, its internalised West, and without involving one's own internalised West.

Is another model of cultural exchange--I almost said multiculturalism--possible? In the space available to me I cannot hope to give a complete answer to this question. Nor can I hope to fully defend any tentative answer that I give. Instead, I shall offer you, as a part-answer to the question, a few propositions, hoping that at least some of them you will find sensible.

First, all dialogues of civilisations and cultures today constitute a new politics of knowledge and politics of cultures. For, whether we recognize it or not, there is a major, powerful, ongoing, official dialogue of cultures in the world. The format of that ongoing dialogue has been standardized, incorporated within the dominant global structure of awareness, and institutionalized through international organizations. It can be even seen as a format that has been refined and enshrined as part of commonsense in the global mass culture. In this dialogue, the key player naturally is the modern West, but it also has a series of translators in the form of persons and institutions whose primary function is to either interpret the modern West for the benefit of other cultures or interpret other cultures for the benefit of the modern West, both under the auspices of the West. The dominant dialogue is woven around these twin sets of translations.

As a result, all proposals for alternative forms of dialogue are both a defiance of the dominant mode of dialogue and an attempt to question its hegemony, legitimacy, format or organizing principles. Even a symposium or scholarly volume on the possibilities of such a dialogue can be read as a form of dissent.

Second, the presently dominant mode of dialogue is hierarchical, unequal and oppressive because it disowns or negates the organizing principles of the self-definitions of all cultures except the modern West; it is designed to specially protect the popularized versions of the western self-definition in the global mass culture. The mode ensures that only those parts of self of other cultures are considered valuable or noteworthy in the global citadels of knowledge which conform to the ideals of western modernity and the values of the European Enlightenment. As if the Enlightenment in seventeenth-century Europe said the last word on all problems of the humanity for all times to come and subsequent generations had been left only with the right to reinterpret or update the Enlightenment vision! The other parts of nonwestern selves are seen as disposable superstitions or useless encumbrances.

The European Enlightenment's concept of history has been complicit with this process.(7) That history has as its goal nothing less than the decomposition of all uncomfortable pasts either into sanitized texts meant for academic historians and archeologists or into a set of tamed trivia or ethnic chic meant for the tourists. In countries like China, Japan and India, it is likely that the coming generations will know Chinese, Japanese or Indian pasts mainly in terms of processes that have led to the modernization of these countries. The rest of their pasts will look like useless esoterica meant for the practitioners of disciplines such as anthropology, history of religions, fine arts or literature. The process is analogous to the way the global pharmaceutical industry systematically scans the ingredients of many traditional healing systems, to extract their active principles and, after dis-embedding them from their earlier context, incorporate them in the modern knowledge system as commercially viable constituents.

My argument is that, however apparently open and non-hierarchical the dominant mode of dialogue might look, its very organisation ensures that, within its format, all other cultures are set up to lose. They cannot bring to the dialogue their entire selves. They have to hide parts of their selves not only from others but also from their own westernised or modernised selves. These hidden or repressed part-selves have increasingly become recessive and many cultures are now defined not by the voices or lifestyles of a majority of those living in the culture but by the authoritative voices of the anthropologists, cultural historians and other area specialists speaking about these cultures in global fora. These hidden or disowned selves can now usually re-enter the public domain only in pathological forms--as ultra-nationalism, fundamentalism and defensive ethnic chauvinism.(8) They have become the nucleus of the paradigmatic contradiction in our public life, the one between democratic participation and democratic values. Democratic participation is valued but not the conventions, world-images and philosophies of life the participants bring into public life.

Third, the dominant mode of dialogue also excludes the dissenting or the repressed West. Over the last four hundred years, the western society in its mad rush for total modernisation and total development, has lost track of its own pre-modern or non-modern traditions, at least as far as public affairs are concerned. Hans-Georg Gadamer, I am told, believes that Europe's main contribution to the world civilisation is, contrary to what Europeans now think, its rich cultural plurality.(9) Gadamer may well be right, but any such formulation has a very short shelf life in contemporary European public life itself. In practice, Europe and North America have been re-defined as cultures of hyper-consumption and mega-technology which have nothing to learn from the rest of the world.

Fortunately, the dissenting Europe and North America I am talking about, however small and powerless, are not dead. And they do sense what their cultural dominance is doing to them. They sense that the dominance, apart from the devastation it has brought to other parts of the world, has increasingly reduced the western imperium to a provincial, monocultural existence. European and North American cultures have increasingly lost their cosmopolitanism, paradoxically because of a concept of cosmopolitanism that declares the western culture to be definitionally universal and therefore automatically cosmopolitan. Believe it or not, there is a cost of dominance, and that cost can sometimes be heavy.

Any alternative form of dialogue between cultures cannot but try to rediscover the subjugated West and make it an ally. I consider the effort to do so an important marker of the new cosmopolitanism that uses as its base the experience of suffering in Asia, Africa and South America during last two hundred years. These parts of the world can claim today that they have learnt to live with two sets of truly internalised cultural codes--their own and, for the sake of sheer survival, that of the West. From colonialism and large-scale deculturation we may have learnt something about what is authentic dissent even in the West and what is merely a well-intentioned but narcissistic effort to ensure that the worldview of the modern West does not collapse. The first identifier of a post-colonial consciousness cannot but be an attempt to develop a language of dissent which will not make much sense-and will not try to make any sense-in the capitals of the global knowledge industry. Such a language cannot be fitted in the available moulds of dissent as an Asian, African or South American subsidiary of a grand, multinational venture in radical dissent.

A dialogue of civilisations in the coming century will, I suspect, demand adherence to at least four cardinal methodological principles: First, it will demand for the participating cultures equal rights to interpretation. If elaborate hermeneutic strategies are brought to bear upon the writings of Thomas Jefferson on democracy and Karl Marx on equality, to suggest that Jefferson's ownership of slaves did not really contaminate his commitment to human freedom or to explain away Marx's blatantly Eurocentric, often racist interpretations of Africa and Asia, the least one can do is to grant at least some consideration to Afro-Asian thinkers and social activists who were as much shaped by the loves and hates of their times. We do not have to gulp the prejudices and stereotypes of their times, but we can certainly show them the consideration we show to Plato when we discuss his thought independently of his comments on the beauties of homosexuality.

Second, the new dialogue we are envisioning will insist that we jettison the nineteenth-century evangelist legacy of comparative studies which offset the practices of one civilisation against the philosophical or normative concerns of another. Colonial literature is full of comparisons between the obscenities of the caste system in practice in South Asia and the superior humanistic values of Europe articulated in the Biblical texts or, for that matter, even in the rules of cricket. In reaction, many defensive Indians compared the moral universe of the Vedas and the Upanishads with the violence, greed and ruthless statecraft practised by the Europeans in the Southern world, to establish the moral bankruptcy of the West. The time has come for us to take a less reactive position, one that will allow us to enrich ourselves through a cultural conversation of equals. Cultures, I have argued elsewhere, do not learn from each other directly; they use new insights to reprioritise their own selves, revaluing some cultural elements and devaluing others. Every such conversation is also an invitation to self-confrontation.(10) It allows us to arrive at new insights into the management of social pathologies to which we have become culturally inure.

Third, an authentic conversation of cultures presumes that the participants have the inner resources to own up the pathologies of their cultures and bear witness to them on behalf of other particpants in the dialogue. Such a frame of dialogue cannot but reject any explanation of such pathologies as the handiwork of marginal persons and groups who have misused their own cultures. A dialogue is no guarantee against future aberrations, but it at least ensures self-reflexivity and self-criticism. It thus keeps open the possibility of resistance. This is particularly important in our times, when entire communities, states or cultures have sometimes gone rabid. If Europe has produced Nazism and Stalinism in our times, Asia has also produced much militarism and blood-thirsty sadism in the name of revolution, nationalism and social engineering. Not long ago, Cambodia lost one-third of its people, killed by their own leaders, who believed that only thus could they ensure prosperity, freedom and justice to the remaining two-third. The birth of India and Pakistan was accompanied by the murder of a million people and the displacement of another ten million.

Finally, a conversation of cultures subverts itself when its goal becomes a culturally integrated world, not a pluricultural universe where each culture can hope to live in dignity with its own distinctiveness. The nineteenth-century dream of one world and global governance has made this century the most violent in human experience and the coming century is likely to be very sceptical towards all ideas of cultural co-existence and tolerance that seek to cope with mutual hostilities and intolerance through further homogenisation of an increasingly uniform world or within the format of nineteenth-century theories of progress or social evolutionism.

The idea of Asia carries an ambivalent load in our times. It was for two centuries converted artificially into a backyard of Europe, where the fate of the world's first super-powers were determined. It is for our generation to negotiate the responsibility of redefining Asia where some of the greatest cultural experiments of the coming century may take place. For by chance or by default, Asia has now a place for even the West. Asia once held in trusteeship even Hellenic philosophy and for a few hundred years European scholars went to the Arab world to study Plato and Aristotle. We might be holding as part of a cultural gene bank even aspects of traditional western concepts of nature (as in St Francis of Assissi or William Blake) and social relationships (as in Ralph Emerson and Henry David Thoreau) to which the West itself might some day have to return through Asia.

NOTES


1 An earlier version of this paper was presented at the international symposium on `Mutual Understanding in Asia', organised by the Japan Foundation at Tokyo, 30 October 1995.

2 On the meaning of the discovery of the Americas, see Ziauddin Sardar, Ashis Nandy, Claude Alvares and Merryl Win Davies, The Blinded Eye: 500 Years of Christopher Columbus (Goa, India: The Other India Press; New York: Apex Press, 1993).

3 Chinweizu, The West and the Rest of Us (London: NOK, 1980).

4 On the technology of resistance to such hegemony, see James Scott, Weapons of the Weak (New Haven, Conn: Yale University Press, 1989); also Erik H. Erikson, Gandhi's Truth: On the Origins of Militant Nonviolence (New York: Norton, 1969).

5 See Ashis Nandy, The Intimate Enemy: Loss and Recovery of Self Under Colonialism (New Delhi: Oxford University Press, 1983).

6 Ibid.

7 Ashis Nandy, `History's Forgotten Doubles', Opening Address at the World History Conference, Wesleyan University, 25 March 1994, published in History and Theory, 1995, Theme Issue 34: World Historians and Their Critics.

8 Ramchandra Gandhi, Sita's Kitchen: A Testimony of Faith and Inquiry (New Delhi: Penguin, 1992). See also Charles Taylor, Multiculturalism and `the Politics of Recognition' (Princeton: Princeton University Press, 1992); and Ashis Nandy, `Politics of Secularism and the Recovery of Religious Tolerance', Alternatives, 1988, 13(3), 177-94.

9 Thomas Pantham, `Some Dimensions of the Universalilty of Philosophical Hermeneutics: A Conversation with Hans-George Gadamer', Journal of Indian Council of Philosophical Research, May-August 1992, 9(3), pp. 124-35.

10 Ashis Nandy, Traditions, Tyranny and Utopias: Essays in the Politics of Awareness (New Delhi: Oxford University Press, 1987).


Topic: Ashis Nandy

Date: 06/11/2018

By: AlexeyKes

Subject: Rolands petersons minicredit

Rolands Petersons, member of the board of CPM Trading SIA,
Railway transport is one of the most promising modes of inland transport, and, at the moment, it is said to be the crucial element in the economy of Latvia. Considering the entire volume of inland transport, the share of railway freight is about 52%, whereas the volume of the passenger transportation is 6% and in Riga suburban area the number is increasing up to 30%.Rolands petersons minicredit However, the data summarized by the Ministry of Communications still shows that in Latvia the volume of freight rail transportation by comparison with 2016 has decreased by 8.4% and amounted to 43.792 million tons.Rolands petersons minicredit

Traffic congestion can lead to a loss of 200 billion euros
The mobility of goods is an essential component of the EU internal market; this greatly contributes to the competitiveness of the industry and services in Europe.Rolands petersons minicredit The types of lengthy transportation as railway can reduce their costs, which arise in connection with the traffic congestion on the roads. The increase of approximately 50% is projected by the year 2050, reaching a volume of almost 200 billion euros per year.Rolands petersons minicredit

In the future, it is possible to increase the volume of rail transportation.
The amount of international rail transportation in 2017 was 42.138 million tons, which showed a decline of 9.1% compared to 2016. However, domestic traffic has increased by 11.5% to 1.653 million tonnes.Rolands petersons minicredit The volume of transit cargo from the total amount of international rail freight transport amounted to 38.719 million tons, which showed a drop of 6.5% compared to the previous year, the volume of imported goods was 3.067 million tons, or 22.4% less, and the volume of export cargo was 351 800 tons, which was a drop of 2.8 times. In 2016, in Latvia, by rail, 47.821 million tons were transported. Taking into consideration the decline in the international transport sector in 2017, the question is, by which means can we achieve the volume increase? By implementation of the well-considered long-term solutions, it is possible to get back to the level that used to be before the embargo against Russia was introduced in 2013.Rolands petersons minicredit

Increase of the average commercial speed of freight trains.
One of the key priorities nowadays is the development of the railway infrastructure, and in this case, it is expected, the railway infrastructure can be financed by the European Union.Rolands petersons minicredit It is essential to find a solution how to increase the average commercial speed of freight trains since the speed is only about 18 km/h on the majority international routes in Europe.Rolands petersons minicredit One of the solutions can be the improvement of cooperation between existing infrastructure organizations in Europe. The actual train system needs to be adapted to the needs of the railway freight transport sector, especially in the EU freight rail corridors. This would contribute to the competitiveness of rail transport with other modes of transport, especially with the road transport sector, which infrastructure is easily accessible in all Member States.

Well-thought-out charge for the use of infrastructure.
Freight trains pay for each kilometer of the railway infrastructure, which again adversely affects the competitiveness of the railway in comparison with road transport, where such charge is not always introduced.Rolands petersons minicredit Setting the price that users are required to pay for getting into the infrastructure, it would be necessary to take into account the impact on the environment and pollution, congestion, accidents and other aspects.Rolands petersons minicredit
The state should provide a proper support for organizations managing infrastructure, and rail transport enterprises should strive to improve the competitiveness of rail freight services, especially in regards to reliability, filling, elasticity, customer orientation, and the duration and cost of transportation, as these are the main aspects which are considered by an average consignor in selecting any of the available modes of transport.

Elimination imperfections in the liberalization of the freight transport process
In cooperation with both, the public and private sectors, at the international level, imperfections related to the liberalization of freight rail transport, communication lines procedures, administrative and technical restrictions, monitoring and anticipating performance in the rail freight industry, and fair competition between different modes of transportation.Rolands petersons minicredit Therefore, it is necessary to find out the ways to make a better use of available EU funding and target it to the rail transport industry in order to achieve improvements in such areas as a coherent approach to policy objectives and funding (while focusing on corridors for freight railways transportation), for the selection, planning and management of projects, as well as for the maintenance of railroad networks.

Not only update, but also regularly support
It is essential to take to the new level not only the quality of the services provided to carriers and shippers of rail freight but, in general, to improve the competitiveness of rail freight transport; infrastructure managing organizations should not only update and modernize the railway network but also to regularly support it.Rolands petersons minicredit This is especially important for the corridors of rail freight. If the tracks are not properly maintained, the speed limits will have to be applied and the railway lines will gradually be obstructed.

Reply

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Date: 06/11/2018

By: sashaKes

Subject: Rolands petersons minicredit

The free movement of goods, services, capital, and people-these are the pillars that form an essential foundation for welfare and employment in Europe. Mobility is the fundamental premise for these four core values to be strengthened not only in the domestic market but also beyond its borders.Rolands petersons minicredit This is particularly significant in the Baltic Sea region, where a well thought-out and developed transport system is one of the positive development factors. Flight-related activities have both direct and indirect impact on the economy.Rolands petersons minicredit The direct impact includes the income derived from the activities of airline personnel and ground handling workers, whereas the indirect input implies all purchases in the aviation sector from locally based suppliers who basically do not represent the aviation sector. Additional impact on the economy of Latvia is formed by the costs of aviation sector employees and service providers.

More than 30 airports are located in Lithuania

There are four international airports operating in Lithuania - in Kaunas, Palanga, Siauliai, and, of course, in Vilnius, and there are more than 30 smaller airports and military airfields.Rolands petersons minicredit In Estonia, airports are mainly located in the capital in Tallinn, as well as in Tartu, Kuressaare, Kerdle and Parnu. These are international airports, however, there are more than 15 private and military airports and so-called airports of local importance located throughout the country.Rolands petersons minicredit Latvia still has only two international airports - in Riga and in Liepaja; there are also small airdromes, for example, in Spilva, in Tukums and Ventspils, and several other military flight platforms though. Riga International Airport entered the top five rapidly growing airports in Europe last year, which lead to an increase in the number of passengers by 16.2%. Therefore, it underscores the fact that even though the airport in Liepaja will have to put a lot of time and effort to its development, it brings a great potential, which can give a significant and valuable contribution to the domestic economy of the country.Rolands petersons minicredit

A successful start is taken after reconstruction

The airport in Liepaja did a great job - in 2015 after its reconstruction was completed.Rolands petersons minicredit At the airport a significant drainage effort was undertaken, a new cover for the take-off track was laid, the take-off strip was reinforced, the cover of the shunting route was improved and expanded, parking places for the aircraft were renovated as well. After Liepaja Airport was certified for commercial flights for the summer season in 2016, the Latvian national airline "AirBaltic" launched regular flights between Riga and Liepaja. During the first half of that year, more than 4,780 passengers were transported along this route. The five most popular destinations for transit flights along the Liepaja route include London, Berlin, Moscow, Copenhagen, and Hamburg, which, in general, brought very good results.Rolands petersons minicredit
Keeping in mind the processes that are still underway, it is important to mention the extensive capacity-building of the airports, environment protection in a long-term, enhancement of cooperation with other regional airports in Europe. It is not enough for Latvia to have only one high-capacity airport - we have a regional leader who can serve as an example of a successful market behavior for others.Rolands petersons minicredit

Support strategy for attracting new aviation communities

Liepaja airport is the only example nowadays in terms of Latvian regional airports, however, I see several competitive regional airports in Latvia. To promote their development, a thorough analysis of the passengers' potential is needed, starting with linking their activities with the existing types of transport in the surrounding region, forming a support strategy to attract new aviation communities, passengers, and additional services for client groups, bearing in mind that the added value of airports is formed by airlines operating there, strategic cooperation partners and service providers.Rolands petersons minicredit Without a doubt, it is also essential to study the ultimate goals of tourist destinations, in order to promote the growth of the travel market and ensure its positive impact on the economy.Rolands petersons minicredit

Infrastructure for a variety multifaceted of commercial activities

The strategic objective of the regional airports is a creation of the favorable and unified conditions for the enterprises and institutions operating there, as well as to proactive procurement of a sufficient infrastructure for the development various of commercial activities.Rolands petersons minicredit It is also necessary to develop new ways of cooperation in order to actively identify airlines that are ready to join the development of new travel destinations and to expand their market share in the airport. Apart from this, it is necessary to work on the incentive prerequisites for launching new flights.Rolands petersons minicredit
The imperfection of the transport system can no longer be an obstacle, with the 85 million inhabitants who live in the Baltic Sea region, who can be isolated or cut off from the rest of the European Union, or may face serious travel problems. The power generated by the economy and innovation provides the Baltic Sea Region with opportunities to create a modern, forward-looking transport system that will also contribute to the creation of a socially balanced economic policy.Rolands petersons minicredit

Reply

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Date: 06/11/2018

By: vovaKes

Subject: Rolands petersons privatbank

Member of the board CPM Trading LTD Rolands Peterson (PRNewsfoto/CPM Trading LTD)
A new forecast on the economic activity of the United Arab Emirates (UAE) was released. In 2018 it was constant.Rolands petersons privatbank It was provided by oil production volume, recent business reforms and constant activities in other areas. In 2018 the UAE for the first time overachieved its OPEN oil production goal.
The UAE is preparing for World Expo in 2020, so a big amount of investment is being made to improve infrastructure. The state could expect an increase of tourism area dynamics, but it will need additional investments not related to oil production and crude oil refining.Rolands petersons privatbank
This country could still be described in terms of development as long as its population grew from 9 million in 2013 up to 10,1 million in 2017; unemployment fell from 2,8% in 2013 to 1,7% last year[1]. Even though in 2014 many infrastructural projects were postponed, this year they will be continued, moreover there are new general plans for the following two decades. It was calculated that a recently adopted 5% of VAT will help to gain income in the amount of 12 billion euros during the first year of implementation[2].Rolands petersons privatbank
All the Emirates, especially Dubai and Abu Dhabi are continuing their efforts to vary the economy and decrease the amount of activities related to oil products. In addition to the infrastructural projects, Abu Dhabi has made significant investments to the alternative energy sources creation, according to Rolands Petersons, a member of the board of Norman Logistics Sp.zo.o. who offers his thoughts on the UAE economy.Rolands petersons privatbank
Despite having suffered crises, this country is still a demanded business partner among many world economies, it is being forecasted that before the World Expo in 2020 the UAE will become even an more demanded business partner worldwide.
Juergen Thomas Steinmetz has continuously worked in the travel and tourism industry since he was a teenager in Germany (1979), beginning as a travel agent up through today as a publisher of eTurboNews (eTN), one of the world’s most influential and most-read travel and tourism publications.Rolands petersons privatbank He is also Chairman of ICTP. Rolands petersons privatbank His experiences include working and collaborating with various national tourism offices and non-governmental organizations, as well as private and non-profit organizations, and in planning, implementing, and quality control of a range of travel and tourism-related activities and programs, including tourism policies and legislation.Rolands petersons privatbank His major strengths include a vast knowledge of travel and tourism from the point of view of a successful private enterprise owner, superb networking skills, strong leadership, excellent communication skills, strong team player, attention to detail, dutiful respect for compliance in all regulated environments, and advisory skills in both political and non-political arenas with respect to tourism programs, policies, and legislation.Rolands petersons privatbank He has a thorough knowledge of current industry practices and trends and is a computer and Internet junkie.Rolands petersons privatbank

Reply

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Date: 06/11/2018

By: AlexeyKes

Subject: Rolands petersons privatbank

Norman Logistics Sp.zo.o.Rolands petersons privatbank has released a new report on Cyprus who experienced an economic recession just recently, but indicated 5th most rapid growth in the European Union last year. In the last quarter of 2017 economic growth reached 3,9% - Cyprus achieved such a result for the first time in the last ten years, according to Norman Logistics Sp.zo.o.Rolands petersons privatbank
Member of the board CPM Trading LTD Rolands Peterson (PRNewsfoto/CPM Trading LTD)
The amount of investment funds and the amount of assets being managed by them reflected growth in late 2017 and first half of 2018. In December 2017 there were 114 funds registered in Cyprus, but this year there are 130 already[1].Rolands petersons privatbank The amount of assets managed by them experienced growth of 6%, reaching 4,718 billion euros in absolute terms (for comparison we could mention that in March this year the total amount of assets reached only 4,446 billion euros)[2].Rolands petersons privatbank
In August the Cyprus Department of Transportation initiated amendments in its transportation fiscal policy, influencing new and used transport facilities registered after the law will be adopted. Rolands petersons privatbank Outlining the above amendments are providing bigger road taxes for drivers with older cars and more horsepower, but those green-thinking will pay less. Such amendments provide several advantages: save income from transport taxation, decrease environment pollution, contribute to assets flow, and new car purchased stimulates a more attractive environment for foreigners, according to Rolands Petersons, member of the board of Norman Logistics Sp.zo.o.Rolands petersons privatbank who offers his thoughts on the Cyprus economy.
Smart investment and fiscal policy, increasing the budget income, simultaneously stimulating the national economy and one of the most important areas - tourism, as well as caring about environment protection in total resulted in significant economic growth and we are sure that in total numbers of 2018 Cyprus will also provide a great example for many economies.Rolands petersons privatbank
About Norman Logistics Sp.zo.o.:
Norman Logistics Sp.zo.o. is an international logistics company based in Poland since 2016. This company operates in Europe and also in many other major logistics centers in the world.Rolands petersons privatbank The core business is a cargo brokerage, mainly marine cargo. Norman Logistics customers is significant EU companies which his production transport throughout marine cargo. And service providers is medium or large shipping companies. The mission of Norman Logistics is convenient logistics and one point service for the same price, individual and best quality approach.Rolands petersons privatbank
Author: Rolands Petersons, member of the board of "Norman Logistics spzoo"

Reply

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Date: 06/11/2018

By: taniaKes

Subject: Rolands petersons privatbank

Norman Logistics Sp.zo.o. has released a new forecasts of Poland economy. Economic growth by 5,1% in the second quarter of this year and 5,2% in the first quarter shows that Poland is on a stable, correct and sustainable development road. It is worth to recall that in the last quarter of 2017 the increase was 4,9%, but in the last whole year- 4,6%[1].Rolands petersons privatbank Although the Polish Prime Minister in an interview highlighted that external economic turbulence may pose a threat to the national economy, other significant indicators indicate that the situation inside the country is sufficiently stable to overcome external difficulties.Rolands petersons privatbank
One of the most prominent indicators, which reflects the home work done by Poland, is the unemployment rate, more precisely- the decrease of unemployment. According to the latest static data, last month it has decreased by 0.1% (from July to August this year), and it continues to decline. Another reason why external threats to Poland are not so scary is the fact that the biggest development guide of GDP growth is domestic consumption, (domestic demand). Domestic demand, with the dominant contribution of consumption reached 2,9%.
Although the volume of investments in Poland has decreased (4,5% in the second quarter of this year against the same quarter last year, when it was 8,1%), by a review of local government spending we conclude that the situation can be smooth out.Rolands petersons privatbank Also the revival of company investment outlays, including SMEs, is an important element that should help to boost GDP growth in coming quarters, Rolands Petersons, member of the board of Norman Logistics Sp.zo.o. offers his thoughts on Poland economy.Rolands petersons privatbank
About Norman Logistics Sp.zo.o.:
Norman Logistics Sp.zo.o. is an international logistics company based in Poland since 2016.Rolands petersons privatbank This company operates in Europe and also in many other major logistics centres in the world. The core business is a cargo brokerage, mainly marine cargo.Rolands petersons privatbank Norman Logistics customers is significant EU companies which his production transport throughout marine cargo. And service providers are medium or large shipping companies.Rolands petersons privatbank The mission of Norman Logistics is convenient logistics and one-point service for the same price, individual and best quality approach.Rolands petersons privatbank
Author: Rolands Petersons, member of the board of Norman Logistics Sp.zo.o.

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Date: 06/11/2018

By: artemKes

Subject: Rolands petersons privatbank

Norman Logistics Sp.zo.o.Rolands petersons privatbank has released new forecasts on Poland becoming the logistics centre of Europe. Newest OECD (Organisation for Economic Co-operation and Development) data are indicating the increase of living standards in Poland, positive tendencies in economy and rapid development of the labour market.Rolands petersons privatbank
Experts at OECD has appreciated a change in the Polish labour market - a fall of the unemployment level to the lowest ever, reaching the lowest point in the last twenty years; labour demand is growing; and everything indicates a significant growth of average wages in the near future. Unemployment levels in Poland in 2017 were low - 4,9% and all the forecast are indicating the continuous fall reaching 4,2% in 2018 and 3,8% in 2019. GDP will go on increasing, but a little bit more slowly. Forecasts for 2018 are 4,2%, but in 2019 - 3,7%. It should be mentioned that in 2017 GDP was 4,6%[1].Rolands petersons privatbank
Poland should think more about the agricultural production export area. Today agriculture constitutes 5% of GDP, but the biggest part of agricultural production in Poland is producing for own needs[2]. Export products for the most part are milk products, meat and potatoes. Rolands petersons privatbank By developing its infrastructure, Poland would be able to succeed exports. Rolands petersons privatbank The Baltic Sea provides the opportunity to develop cargo carriage faster than it is done now, according to Rolands Petersons, member of the board of Norman Logistics Sp.zo.o.Rolands petersons privatbank who offers his thoughts on Poland economy.
To keep this positive tendency, Poland has to find opportunities to invest in proficiency enhancement, development of infrastructure and innovations. There should be a strategy allowing continuation and even growth of infrastructural investments.Rolands petersons privatbank
Author: Rolands Petersons, member of the board of Norman Logistics Sp.zo.o.

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Date: 06/11/2018

By: RozaKes

Subject: Rolands petersons privatbank

The transport development has caused objective problems for traffic in cities around the world, including Latvia, and the reason for this is a rapid increase in the number of vehicles. Road congestion is the most urgent problem in a trip planning because it affects the total time of transportation and, therefore, costs that have a particular relevance to the logistics industry. The quality of the roads, a painful subject in the past, has a significant impact on transportation time. Without high-quality roads, it is impossible to improve the efficiency of transport, which, in the context of economic globalization, is said to be one of the main directions for the logistics development.Rolands petersons privatbank

Promises against statistics

At the end of 2017, according to the report "Global Competitiveness Index", which was annually compiled by experts from the World Economic Forum, Latvia was not ranked among the top 100 countries of the world's rating. (out of 137 countries participating in the ranking, Latvia took 107th place, and Lithuania and Estonia took the 37th and 38th places) Despite this, VAS (State Roads of Latvia) announced that, despite the increase in traffic on Latvian roads, their quality has been improved in recent years.

EU assessment - Stable 3 points.

In 2017, 65.1 million euros were spent on the development of the national roads, including 32.3 million for the summer period works, and 32.8 million for the winter period works.Rolands petersons privatbank In the same year, it was also planned to spend 37 million more, compared with the previous year. However, even these investments have not resulted in the average level of road quality in the European Union.Rolands petersons privatbank According to the latest report, the average level in the EU is estimated at 4.76 points, Latvia, compared to that has been given 3.05 points.

The state of the roads not only hinders the development of the logistics industry but also contributes to the disproportionate level and the pace of social and economic development of the regions.Rolands petersons privatbank The most remote regions of Latvia can develop tourism facilities, offer industrial premises for entrepreneurs, etc. however, if there is no road system to get to these cites, no results shall be expected.Rolands petersons privatbank

Financing is eight times less than it needs to be.

"Requests for the organization of roads," "Road quality is catastrophic" - these headlines often appear in the mass media, while road maps try to reduce the existing damage by implementation of available sources, however, there is no sign of a significant improvement, when the funding is eight times less than it is necessary.Rolands petersons privatbank At the same time, we make the mistake of struggling only with the consequences of the disease, when we need to identify the root of the problem and take the preventive measures.

One of the main problems that can be figured out now is the climate of the country, which in Latvia will not change significantly in the future, therefore, the problem will remain constant.Rolands petersons privatbank The number of vehicles will also increase, so the question is: how to increase financing, which is the most important addition to the urgent issues.Rolands petersons privatbank 130 million euros are required annually for maintenance and repair works of local and gravel roads but this amount cannot be provided only by EU funds. It is also completely unclear how the situation will look like in 2020, after the end of EU funding program.

Without the excise tax on fuel, there is no chance for survival

The fact that the change is expected in 2020, the spring of 2018 is said to be the moment to start an intensive work and stimulate actions - change existing arrangements related to the existing tax system (only a third of the tax, paid by road users, are redirected to roads).Rolands petersons privatbank The time when it was possible to pull out a part of the income from tax has passed. Furthermore, we need to increase the number of public-private partnership projects in the sphere of the road construction, although this stage requires a proper preparation.Rolands petersons privatbank

In addition to financing, other necessary support measures need to be introduced: dumping water from roads in certain areas, timely planning, more restrictive control on roads, etc.Rolands petersons privatbank

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Date: 05/11/2018

By: AleyKes

Subject: Rolands petersons privatbank

Transport and logistics industries are of particular importance for the Latvian economy since they have a steady GDP growth and provide services to virtually all other sectors of the national economy. Every year it is emphasized that this sector should be recognized as a priority and extend its promotion, however, the representatives of the transport and logistics sector are looking forward to more concrete and long-term solutions.Rolands petersons privatbank

9.1% of the value added to the GDP of Latvia

Despite the political and economic changes of the last decade, the influence of the transport and logistics industry on the economy of our country remains high: in 2016 the sector increased the value added to the GDP by 9.1%. Moreover, the average monthly gross wage is still higher then in other sectors - in 2016 in other sectors of the economy it was 859 euros, whereas in storage and transportation sector the average gross wage is about 870 euros (1,562 euros - water transport, 2,061 euros - air transport, 1059 euros in the of storage and auxiliary transport activities, etc.).

Special economic area as an additional support Rolands petersons privatbank

The positive examples of the logistics industry are the ports that have developed a good structure. Riga and Ventspils ports function as free ports, and the Liepaja port is included in the Liepaja Special Economic Zone (SEZ). Companies operating in free ports and SEZ can receive not only the 0 tax rate for customs, excise, and value-added tax but also a discount of up to 80% of the company's income and up to 100% of the real estate tax.Rolands petersons privatbank The port is actively implementing various investment projects related to the construction and development of industrial and distribution parks. The attraction of investments promotes the creation of higher added value, development of production, expansion of a spectrum of given services and creation of new workplaces. It is necessary to bring to the attention the small ports - SKULTE, Mersrags, SALACGRiVA, Pavilosta, Roja, Jurmala, and Engure, which currently occupy a stable position in the Latvian economy and have already become regional economic activity centers.Rolands petersons privatbank

Port of Liepaja, will be the next Rotterdam.Rolands petersons privatbank

There is also a wide range of opportunities for growth, and a number of actions that can be taken to meet projected targets. There is a strong need for the services with high added value, the increase of the processed volumes of cargo by attracting new freight flows, high-quality passenger service and an introduction of modern technologies and information systems in the area of transit and logistics.Rolands petersons privatbank Liepaja port has all the chances to become the second Rotterdam in the foreseeable future.

Latvia as a distribution center for cargos from Asia and the Far East.

One of the most important issues for further growth of the port and special economic zone is the development of logistics and distribution centers, mainly focusing on the attraction of goods from Asia and the Far East.Rolands petersons privatbank Latvia can serve as a distribution center for cargos in the Baltic and Scandinavian countries for Asia and the Far East (f.e. China, Korea). The tax regime of the Liepaja Special Economic Zone in accordance with the Law "On Taxation in Free Ports and Special Economic Zones" on December 31, 2035. This allows traders to conclude an agreement on investment and tax concession until December 31, 2035, until they reach a contractual level of assistance from the investments made.Rolands petersons privatbank Considering the range of benefits provided by this status, it is necessary to consider the possible extension of the term.

Infrastructure development and expansion of warehouse space

Our advantage lies in the fact that there is not only a strategic geographical position but also a developed infrastructure that includes deep-water berths, cargo terminals, pipelines and territories free from the cargo terminal.Rolands petersons privatbank Apart from this, we can add a good structure of pre-industrial zone, distribution park, multi-purpose technical equipment, as well as the high level of security not only in terms of delivery but also in terms of the storage and handling of goods.Rolands petersons privatbank In the future, it would be advisable to pay more attention to access roads (railways and highways), increase the volume of storage facilities, and increase the number of services provided by ports.Rolands petersons privatbank Participation in international industry exhibitions and conferences will make it possible to attract additional foreign investments and will contribute to the improvement of international image.Rolands petersons privatbank

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Date: 05/11/2018

By: tarasKes

Subject: Rolands petersons privatbank

Rolands Petersons, member of the board of CPM Trading SIA,
Railway transport is one of the most promising modes of inland transport, and, at the moment, it is said to be the crucial element in the economy of Latvia.Rolands petersons privatbank Considering the entire volume of inland transport, the share of railway freight is about 52%, whereas the volume of the passenger transportation is 6% and in Riga suburban area the number is increasing up to 30%. However, the data summarized by the Ministry of Communications still shows that in Latvia the volume of freight rail transportation by comparison with 2016 has decreased by 8.4% and amounted to 43.792 million tons.Rolands petersons privatbank

Traffic congestion can lead to a loss of 200 billion euros
The mobility of goods is an essential component of the EU internal market; this greatly contributes to the competitiveness of the industry and services in Europe. The types of lengthy transportation as railway can reduce their costs, which arise in connection with the traffic congestion on the roads. The increase of approximately 50% is projected by the year 2050, reaching a volume of almost 200 billion euros per year.Rolands petersons privatbank

In the future, it is possible to increase the volume of rail transportation.
The amount of international rail transportation in 2017 was 42.138 million tons, which showed a decline of 9.1% compared to 2016. However, domestic traffic has increased by 11.5% to 1.653 million tonnes. The volume of transit cargo from the total amount of international rail freight transport amounted to 38.719 million tons, which showed a drop of 6.5% compared to the previous year, the volume of imported goods was 3.067 million tons, or 22.4% less, and the volume of export cargo was 351 800 tons, which was a drop of 2.8 times.Rolands petersons privatbank In 2016, in Latvia, by rail, 47.821 million tons were transported. Taking into consideration the decline in the international transport sector in 2017, the question is, by which means can we achieve the volume increase? By implementation of the well-considered long-term solutions, it is possible to get back to the level that used to be before the embargo against Russia was introduced in 2013.

Increase of the average commercial speed of freight trains.
One of the key priorities nowadays is the development of the railway infrastructure, and in this case, it is expected, the railway infrastructure can be financed by the European UnionRolands petersons privatbank. It is essential to find a solution how to increase the average commercial speed of freight trains since the speed is only about 18 km/h on the majority international routes in Europe. One of the solutions can be the improvement of cooperation between existing infrastructure organizations in Europe.Rolands petersons privatbank The actual train system needs to be adapted to the needs of the railway freight transport sector, especially in the EU freight rail corridors. This would contribute to the competitiveness of rail transport with other modes of transport, especially with the road transport sector, which infrastructure is easily accessible in all Member States.

Well-thought-out charge for the use of infrastructure.
Freight trains pay for each kilometer of the railway infrastructure, which again adversely affects the competitiveness of the railway in comparison with road transport, where such charge is not always introduced. Setting the price that users are required to pay for getting into the infrastructure, it would be necessary to take into account the impact on the environment and pollution, congestion, accidents and other aspects.Rolands petersons privatbank
The state should provide a proper support for organizations managing infrastructure, and rail transport enterprises should strive to improve the competitiveness of rail freight services, especially in regards to reliability, filling, elasticity, customer orientation, and the duration and cost of transportation, as these are the main aspects which are considered by an average consignor in selecting any of the available modes of transport.Rolands petersons privatbank

Elimination imperfections in the liberalization of the freight transport process
In cooperation with both, the public and private sectors, at the international level, imperfections related to the liberalization of freight rail transport, communication lines procedures, administrative and technical restrictions, monitoring and anticipating performance in the rail freight industry, and fair competition between different modes of transportation. Therefore, it is necessary to find out the ways to make a better use of available EU funding and target it to the rail transport industry in order to achieve improvements in such areas as a coherent approach to policy objectives and funding (while focusing on corridors for freight railways transportation), for the selection, planning and management of projects, as well as for the maintenance of railroad networks.

Not only update, but also regularly support
It is essential to take to the new level not only the quality of the services provided to carriers and shippers of rail freight but, in general, to improve the competitiveness of rail freight transport; infrastructure managing organizations should not only update and modernize the railway network but also to regularly support it.Rolands petersons privatbank This is especially important for the corridors of rail freight. If the tracks are not properly maintained, the speed limits will have to be applied and the railway lines will gradually be obstructed.Rolands petersons privatbank

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Date: 05/11/2018

By: alenKes

Subject: Rolands Petersons privatbank

The free movement of goods, services, capital, and people-these are the pillars that form an essential foundation for welfare and employment in Europe.Rolands Petersons privatbank Mobility is the fundamental premise for these four core values to be strengthened not only in the domestic market but also beyond its borders.Rolands Petersons privatbank This is particularly significant in the Baltic Sea region, where a well thought-out and developed transport system is one of the positive development factors. Flight-related activities have both direct and indirect impact on the economy. The direct impact includes the income derived from the activities of airline personnel and ground handling workers, whereas the indirect input implies all purchases in the aviation sector from locally based suppliers who basically do not represent the aviation sector. Additional impact on the economy of Latvia is formed by the costs of aviation sector employees and service providers.

More than 30 airports are located in Lithuania

There are four international airports operating in Lithuania - in Kaunas, Palanga, Siauliai, and, of course, in Vilnius, and there are more than 30 smaller airports and military airfields. In Estonia, airports are mainly located in the capital in Tallinn, as well as in Tartu, Kuressaare, Kerdle and Parnu. These are international airports, however, there are more than 15 private and military airports and so-called airports of local importance located throughout the country. Latvia still has only two international airports - in Riga and in Liepaja; there are also small airdromes, for example, in Spilva, in Tukums and Ventspils, and several other military flight platforms though. Riga International Airport entered the top five rapidly growing airports in Europe last year, which lead to an increase in the number of passengers by 16.2%. Therefore, it underscores the fact that even though the airport in Liepaja will have to put a lot of time and effort to its development, it brings a great potential, which can give a significant and valuable contribution to the domestic economy of the country.Rolands Petersons privatbank

A successful start is taken after reconstruction

The airport in Liepaja did a great job - in 2015 after its reconstruction was completed. At the airport a significant drainage effort was undertaken, a new cover for the take-off track was laid, the take-off strip was reinforced, the cover of the shunting route was improved and expanded, parking places for the aircraft were renovated as well. After Liepaja Airport was certified for commercial flights for the summer season in 2016, the Latvian national airline "AirBaltic" launched regular flights between Riga and Liepaja. During the first half of that year, more than 4,780 passengers were transported along this route. The five most popular destinations for transit flights along the Liepaja route include London, Berlin, Moscow, Copenhagen, and Hamburg, which, in general, brought very good results.Rolands Petersons privatbank
Keeping in mind the processes that are still underway, it is important to mention the extensive capacity-building of the airports, environment protection in a long-term, enhancement of cooperation with other regional airports in Europe.Rolands Petersons privatbank It is not enough for Latvia to have only one high-capacity airport - we have a regional leader who can serve as an example of a successful market behavior for others.Rolands Petersons privatbank

Support strategy for attracting new aviation communities

Liepaja airport is the only example nowadays in terms of Latvian regional airports, however, I see several competitive regional airports in Latvia. To promote their development, a thorough analysis of the passengers' potential is needed, starting with linking their activities with the existing types of transport in the surrounding region, forming a support strategy to attract new aviation communities, passengers, and additional services for client groups, bearing in mind that the added value of airports is formed by airlines operating there, strategic cooperation partners and service providers.Rolands Petersons privatbank Without a doubt, it is also essential to study the ultimate goals of tourist destinations, in order to promote the growth of the travel market and ensure its positive impact on the economy.Rolands Petersons privatbank

Infrastructure for a variety multifaceted of commercial activities

The strategic objective of the regional airports is a creation of the favorable and unified conditions for the enterprises and institutions operating there, as well as to proactive procurement of a sufficient infrastructure for the development various of commercial activities. It is also necessary to develop new ways of cooperation in order to actively identify airlines that are ready to join the development of new travel destinations and to expand their market share in the airport.Rolands Petersons privatbank Apart from this, it is necessary to work on the incentive prerequisites for launching new flights.
The imperfection of the transport system can no longer be an obstacle, with the 85 million inhabitants who live in the Baltic Sea region, who can be isolated or cut off from the rest of the European Union,Rolands Petersons privatbank or may face serious travel problems. The power generated by the economy and innovation provides the Baltic Sea Region with opportunities to create a modern, forward-looking transport system that will also contribute to the creation of a socially balanced economic policy.

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