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1 – 10 of over 2000Panama has demonstrated resilience and maintained economic momentum, despite challenges such as reduced traffic through the drought-stricken Panama Canal and the closure, after…
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DOI: 10.1108/OXAN-DB286475
ISSN: 2633-304X
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Geographic
Topical
Castillo Juan Marcos, Guerra de Castillo Zoila Yadira, Arosemena Pablo Alcides and Kelso Ada Carolina
Since the sixteenth century, Panama has been an important logistic node for communication between South America, North America, and Europe for trade and load transit. Panama ports…
Abstract
Since the sixteenth century, Panama has been an important logistic node for communication between South America, North America, and Europe for trade and load transit. Panama ports move more than 700 million tons per year while Panama Canal moves 325,428,407 tons, according the statistics of 2014. Most of the maritime cargo moved through Panama is transit and transshipment cargo. Consequently, and due to the geographical position and future opportunities based on the expansion of the Panama Canal, Panama could be a strategic hub of global trade flows. This is an opportunity to develop value-added logistics services (VALS) in Panama Canal. Thus, this research aims to present a preliminary analysis of VALS industry in Panama, identifying critical variables that could enhance these services. This is a survey-based research, using interviews with the main suppliers of VALS in Panama and some of their customers. The methodology applied to analyze the data is means-end value hierarchy model (MEVHM), which was used to understand VALS industry in Panama and identify what is valuable to customers. Results showed that each VALS provider serves a mean of 20 companies, 22% of them are national clients while 78% are international clients, which recognized the geographical position as their main reason to work with logistics experts from Panama. Furthermore, 92% of them were very satisfied or satisfied with the service received. Main VALS in Panama are labeling, tagging, and packaging. In contrast, areas to be improved are customs procedures, national logistics processes, product’s traceability, competitive prices, and human resources training.
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Panama is an isthmian strip of land uniting Central and South America, extending approximately 75,000 square kilometres and whose borders are: to the North, the Caribbean Sea; to…
Abstract
Panama is an isthmian strip of land uniting Central and South America, extending approximately 75,000 square kilometres and whose borders are: to the North, the Caribbean Sea; to the South, the Pacific Ocean; to the East, the Republic of Colombia; and to the West, the Republic of Costa Rica.
Javier Daniel Ho and Paul Bernal
The purpose of this paper is to fit a logit model for dry bulkers transporting grains through the Panama Canal versus alternative routes destined to East Asia, originating on the…
Abstract
Purpose
The purpose of this paper is to fit a logit model for dry bulkers transporting grains through the Panama Canal versus alternative routes destined to East Asia, originating on the US Gulf and East Coast. This is with the purpose of better understanding the attributes.
Design/methodology/approach
In this paper, grain transits both through the Panama Canal and alternative routes, which are examined, and a logit model is developed to explain the route decision from a carrier/vessel operator point of view.
Findings
Transit draft is the most important attribute in the route decision process for grains according to this study. Also, Panamax bulkers are the preferred vessel size into China, especially through the Cape of Good Hope route, impacting Panama Canal’s market share for grains.
Research limitations/implications
This research used only a full year of grain traffic data approximating fiscal year 2018 (October 1, 2017 to September 30, 2018). Data will come mostly from the Panama Canal transit data and observations using IHS’s Market Intelligence Network (MINT).
Originality/value
This paper is highly dependent on visual observations of grains vessels through alternative routes using AIS data from MINT software.
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The purpose of this study is to find out the future development of the Panama Canal after opening of the new waterway (third set of locks project), in terms of the change of cargo…
Abstract
Purpose
The purpose of this study is to find out the future development of the Panama Canal after opening of the new waterway (third set of locks project), in terms of the change of cargo throughput, further deployment of fleets by the shipping companies and competition for the canal.
Design/methodology/approach
The research of this paper is based on an empiric study by collecting the relevant data from annual report of the Panama Canal Authority, publications related to the same field. Graphs pertaining to toll revenue also are made based on statistical data provided by the Panama Canal Authority.
Findings
The findings show that the opening of the new waterway of the Panama Canal generates more toll revenue for Panama government by allowing mega-vessels to transit, expediting further economic development of the country largely from behind. At the same time, shipping operators also can enjoy earning more revenue by deploying New Panamax vessels transiting the Canal.
Originality/value
Ingenuity in tabling the users of the Panama Canal by incorporating the logo marks of the shipping companies/implication is drawn through empirical analysis to provide the shipping companies and ports authorities concerned with more understanding toward the very significance of the new waterway expansion of the Panama Canal.
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Historically, Panama has always been “a place of transit.” While technically the isthmus formed part of Colombia in the nineteenth century, it was linked geopolitically to the…
Abstract
Historically, Panama has always been “a place of transit.” While technically the isthmus formed part of Colombia in the nineteenth century, it was linked geopolitically to the United States soon after the California gold rush, beginning in the late 1840s. The first attempt at building a canal ended in failure in 1893 when disease and poor management forced Ferdinand de Lesseps to abandon the project. The U.S. undertaking to build the canal could only begin after Panama declared itself free and broke away from Colombia in 1903, with the support of the United States.
Chinese banks in Panama.
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DOI: 10.1108/OXAN-DB233696
ISSN: 2633-304X
Keywords
Geographic
Topical
The move comes in light of April 3's massive leak of documents from Panamanian law firm Mossack Fonseca. The fallout of the leak -- known as the 'Panama Papers' -- could seriously…
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DOI: 10.1108/OXAN-DB210419
ISSN: 2633-304X
Keywords
Geographic
Topical
Security in Panama.
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DOI: 10.1108/OXAN-DB216716
ISSN: 2633-304X
Keywords
Geographic
Topical
This marks another step towards Panama’s long-standing aim of strengthening its fiscal framework and countering its reputation as a tax haven. While the law will bring some…