Transport manufacturers and users also must play a significant role in reducing carbon emissions and making transportation an environment-friendly business to run the wheel of the global economy.

UNDERSTANDING GREEN LOGISTICS

Green logistics ideals of encompassing energy-saving measures, complying with environmental regulations and coping with rising supply costs by adopting effective technologies, are becoming major issues in the world’s logistics arena. This green or eco-friendly logistics in the worldwide supply chain lets a country or a company evolve new technologies and devise policies aiming to cut carbon emissions, making business sustainable and establishing strategic advantages over the competition.

The logistics industry needs to make a measurable and sustainable policy to minimise the environmental impact on transportation, warehousing, and other logistics activities.

The concept is not new.

Various elements in the research work focus on taking steps to reduce carbon dioxide emissions and use alternative energy sources widely.

They underlined the need to invest in vehicle designing and transport infrastructure that can withstand the adverse effects of climate change.

Green logistics aims to find a balance between ecology and economy. Green transportation is effective in taking measures to become competitive amid rising supply costs. Transport is considered green when it supports environmental sustainability, emits low carbon, is economical and is socially acceptable. In a nutshell, green logistics could be termed as ‘Environment-Friendly Transport System’.

WHY WORLD FOCUSING ON GREEN LOGISTICS

There are compelling reasons why green logistics is gaining ground. Green logistics policies represent a strategic advantage over the competition. Not only do they revalue the brand and set it apart, but they also prepare a company for the future, which inevitably must be sustainable.

The transport sector is a major source of greenhouse gas emissions worldwide, creating direct and harmful effects on the environment and other indirect effects.

Existing logistics systems affect the environment in various ways. For example, aviation emissions vary based on the length of the flight. In road transportation, cars, buses, and rails do have different types of emissions.

Emissions from ships have much more significant environmental effects. Many ships go internationally from port to port for long sails that contribute to air and water pollution during their voyages. In this scenario, the world think tank is devising policies to reduce these emissions from ships by using evolving green technologies to introduce green logistics globally.

HOW ADVANCED COUNTRIES ARE SHIFTING TO GREEN LOGISTICS

Governments around the world are adopting various measures to combat rising global warming, including reducing emissions and using green energy and advanced technologies. Large companies want to reduce the disproportionate share of oil consumption and cut greenhouse gas emissions by adopting fuel efficiency and devising emissions-control technologies.

Several of the world’s leading logistics companies are now incorporating this issue into their business strategies. They are adjusting their objectives to make a difference in the existing transportation systems.

It also applies to their partnership with their customers and service providers. They encourage and assist their customers in implementing measures that promote environmental sustainability.

Global logistics firms are laying out environmental policies with the help of their environment team, global product heads, and green teams all over the world to put in place steps to reduce carbon gases. Corporate organisations analyse their customers’ supply chains and recommend sustainable strategies such as modal changes, supply chain speed optimisation, warehouse space optimisation, freight consolidation, and data-driven decision making.

Green freight programmes promote these technologies and practices across the freight sector to help cut costs, track carbon – emissions and benefit the environment.

The advanced logistics companies hope to improve the real-world energy efficiency and environmental performance of freight systems through the projects, which will focus on technology and its effects on supply chain operations. They maintain a close eye on policies that enhance regulatory efficiency, market-based initiatives, and budgetary measures.

They are working together on several action plans aimed at developing and aligning green freight programmes around the world while also reducing short-lived climate pollutants like black carbon.

The action plan has received support from over 50 organisations and governments, creating a platform for global and regional cooperation. Furthermore, global retailers have pledged to use ocean freight services only powered by zero-carbon marine fuels.

RECOMMENDATIONS FOR BANGLADESH

Bangladesh’s government is prioritising climate change in its policymaking to take measures to cut carbon emissions and effectively confront any disaster caused by global warming.

Air and water pollution are high in urban areas. Adopting green logistics systems is a way that can help the country control pollution by imposing and devising rules and policies.

Existing ports, inland container terminals, depots, and a variety of other facilities could be brought under an integrated service system under which ships will travel fewer, shorter routes and use environmentally friendly logistics systems to ensure green growth in the country by creating jobs, reducing environmental pollution, ensuring sustainable resource use, proper waste management, and introducing renewable energy-powered vehicles.

Waterways and railways are still underutilised though these are environment friendly and can reduce the dependency on transportation by road and logistics costs.

Bangladesh has a better opportunity to use river transportation for domestic supply chain management, thus saving costs and supporting the environment. The government should expedite the river dredging process and protect the rivers from filling up.

Besides, the authorities must build a sufficient number of modern river ports supported by adequate technology and required facilities.

A supply chain requires all of its parts to function smoothly all the time. Failures are not isolated to one segment, nor can they be fixed with a simple increase in prices or fees, or by some rapid changes in techniques. Any temporary or short-term initiatives to overcome these challenges are not going to resolve the current bottleneck. We need a comprehensive overhaul of the entire landside operations.

The writer is a logistician and president of the AmCham in Bangladesh

The impact of the Covid-19 pandemic on the world economy in second quarter of 2020 had reduced the volume of international trade flows very sharply.   Recovery began slowly in the third quarter and then accelerated in the fourth quarter of 2020 and the first quarter of 2021.  It is now widely believed that the United States economy will show rapid growth in 2021. The Chinese economy is already recovering rapidly, With such expectations retailers in the United States began to place large orders; the European economies would not be far behind.

Demands for shipping space rose and the costs of shipment went up rapidly at the same time.  The share prices of many shipping companies also began to rise in the various world stock markets.

The Suez Canal plays a key role in international shipping and 10-15 per cent of world trade [by volume] passes through the canal. About 50 ships clear the canal every day; of which about 25 per cent are container ships and 15 per cent oil and chemical tankers and 35 per cent bulk carriers. Stopping flow through the canal for a few days will play havoc stranding goods, confronting operators with terrible choices as to whether to send the ships around Africa, a trip that takes 7-9 days longer.  There is fear of piracy with all these ships stranded at the canal and even more if the ships are diverted along the East African coast where the pirates are very active.  Some shipping lines have been in contact with the US Navy seeking protection from the pirates. Already oil prices are rising although that is a temporary phenomenon.   Several large container and LNG carriers are already reported to have changed direction and sail around Africa.

No one knows how long opening the canal will take.  From various comments in the press we would say the average expectation is 8 more days starting from Saturday March 27 for a total of 11 days.   The estimated cost is $9 billion per day suggesting the hit on the world economy would be $100 billion and that does not count all the costs.

Problems for Bangladesh 1: RMG Sector

Freight charges for general cargos both incoming and outgoing will see a temporary increase on top of costs that were already rising. There may be an increase in the spot price of heavy fuel oil, diesel and LNG.  Soybean prices will rise as will the transport costs.

Disruption in shipping may cause difficulties for projects with scheduled construction plans.  All such disruptions will be temporary and cause annoyance.  The real problems are for the apparel sector and the pharmaceutical sector.   These problems arise from the disruption in the apparel and textile supply chains and the chaos we can expect in air cargo movements and costs.

The first problem is the payments for apparel company loans for imports of fabrics and other accessories that come under the back to back L/C procedures and the borrowing from the Export Development Fund.  BGMEA can readily identify cargos that are underway and scheduled to pass through the Suez Canal.  This is a task that should be undertaken immediately with Bangladesh Bank and Customs.

If the shipping disruption causes difficulty in paying the back to back L/C then Bangladesh Bank can instruct the paying bank to open a loan for the apparel company, pay off the L/C and refinance through the Bangladesh Bank at zero interest to be passed on the apparel company at 0.5 per cent.  This should include the purchases of yarn by the knitting factories. from local textile factories.  The commercial bank must verify that the paper work is done correctly and all of these L/Cs must be paid on time.  Each such transaction is matched to the cargos on the way whose delivery times are impacted by the shipping crisis.  Bangladesh Bank can extend the loan from the EDF at zero interest for the additional time due to the disruption.  The length of these loans would be determined by an estimate of the delay in delivery of the garments.  Once that period is passed the interest of the loan would return to 9 per cent.  This effectively protects the RMG factory from the longer shipping time.

The buyers may demand additional time to pay for the garments [there is no reason why they should but they will!!].  We think BB should deal with this encouraging the banks to lend money for the value of the order [less the cost of inputs covered in the previous paragraph] for the period of shipping delay at 8 per cent. The banks discount this with BB at 3 per cent.  This puts the earnings in the hands of the factories on the payment schedule that would have occurred in the absence of the accident.  The commercial bank spread is above their normal level so the banks should be happy to do this.

The last point is one that the BB can do immediately:  The back log in export subsidies for apparel exports should be cleared up in the next month and then the delay should never exceed two months.   Payments to be made on the export documents and corrected when the payments come in.  The industry needs a boost in the current situation and this is an easy way to do it.  It is a scandal that BB should delay these payments as long as they do.

The government should increase the subsidy to 4 per cent for exports made during the next three months.  We believe that if BB tackles this seriously they can prevent corruption.

Problems for Bangladesh 2: Air Cargo

We have written repeatedly about the problems in management of air cargo.   The Government has dragged its feet and accomplished little in improving the situation.  Now there is a looming crisis that may do immense harm to the economy.   Who is going to take the blame for this?

Due to the Suez Canal accident the bookings for air cargo are rising.  Some shippers expect to use air cargo for important time sensitive items.  Air cargo prices are shooting up in Asia.  Some RMG companies will be asked by the buyer to use air freight.  Will there be enough air cargo space? Space is reduced as the commercial passenger flights are much lower. Will the current export facilities be sufficient to handle the demand?  More inputs may also be shipped by air cargo.  In industries such as pharmaceuticals the costs will rise, and air cargo space may be insufficient.  We anticipate that industries that use air cargo extensively or will use it to correct for the disruption of ocean transport will find their costs increased and perhaps will not be able to even get service.

In this emergency the air cargo exports should shift to management through “off docks”.  Government should establish a speedy contract procedure for the next year to untangle the exports and imports through air cargo.  We will not here repeat the actions that are needed.

Immediate actions are needed to ensure that a significant increase in air cargo can be managed over the next six months.

Conclusions:

The Suez Canal blockage is going to cause serious problems for the apparel sector and for the pharma industry.  We have suggested a number of financial actions that will assist the apparel sector in getting through this blow.  The general point is that the society should pay the costs of disaster such as this and not the particular company on which it falls.

The government has neglected the air cargo sector and now faces the kind of disaster that we have feared.  It would do tremendous good if the crisis that is now beginning is used to achieve a major improvement in air cargo handling.

Ershad Ahmed is a advisory editor of the Daily Economist,logistics specialist and Amcham presiden. Forrest Cookson is an economis and former president of Amcham.

-The writer is Commissioner of Anti-Corruption Commission (ACC) and former Senior Secretary of the government of the peoples republic of Bangladesh.

I have become consumed with an alarming possibility: that neither the polls nor the actual outcome of the election really matter, because to a great many Americans, digital communication has already rendered empirical, observable reality beside the point.

If I sound jumpy, it’s because I spent a couple of hours recently chatting with Joan Donovan, the research director of the Shorenstein Center on Media, Politics and Public Policy at Harvard’s Kennedy School. Donovan is a pioneering scholar of misinformation and media manipulation — the way that activists, extremists and propagandists surf currents in our fragmented, poorly moderated media ecosystem to gain attention and influence society.

Donovan’s research team studies online lies the way crash-scene investigators study aviation disasters. They meticulously take apart specific hoaxes, conspiracy theories, viral political memes, harassment campaigns and other toxic online campaigns in search of the tactics that made each one explode into the public conversation.

This week, Donovan’s team published “The Media Manipulation Casebook,” a searchable online database of their research. It makes for grim reading — an accounting of the many failures of journalists, media companies, tech companies, policymakers, law enforcement officials and the national security establishment to anticipate and counteract the liars who seek to dupe us. Armed with these investigations, Donovan hopes we can all do better.

I hope she’s right. But studying her work also got me wondering whether we’re too late. Many Americans have become so deeply distrustful of one another that whatever happens on Nov. 3, they may refuse to accept the outcome. Every day I grow more fearful that the number of those Americans will be large enough to imperil our nation’s capacity to function as a cohesive society.

“I’m worried about political violence,” Donovan told me. America is heavily armed, and from Portland to Kenosha to the Michigan governor’s mansion, we have seen young men radicalised and organised online beginning to take the law into their own hands. Donovan told me she fears that “people who are armed are going to become dangerous, because they see no other way out.”

Media manipulation is a fairly novel area of research. It was only when Donald Trump won the White House by hitting it big with right-wing online subcultures — and after internet-mobilised authoritarians around the world pulled similar tricks — that serious scholars began to take notice.

The research has made a difference. In the 2016 election, tech companies and the mainstream media were often blind to the ways that right-wing groups, including white supremacists, were using bots, memes and other tricks of social media to “hack” the public’s attention, as the researchers Alice Marwick and Rebecca Lewis documented in 2017.

But the war since has been one of attrition. Propagandists keep discovering new ways to spread misinformation; researchers like Donovan and her colleagues keep sussing them out, and, usually quite late, media and tech companies move to fix the flaws — by which time the bad guys have moved on to some other way of spreading untruths.

While the media ecosystem has wised up in some ways: Note how the story supposedly revealing the contents of Hunter Biden’s laptop landed with a splat last week, quite different from the breathlessly irresponsible reporting on the Democrats’ hacked emails in 2016. But our society remains profoundly susceptible to mendacity.

Donovan worries about two factors in particular. One is the social isolation caused by the pandemic. Lots of Americans are stuck at home, many economically bereft and cut off from friends and relatives who might temper their passions — a perfect audience for peddlers of conspiracy theories.

Her other major worry is the conspiracy lollapalooza known as QAnon. It’s often short-handed the way Savannah Guthrie did at her town hall takedown of Donald Trump last week — as a nutty conspiracy theory in which a heroic Trump is prosecuting a secret war against a satanic paedophile ring of lefty elites.

But that undersells QAnon’s danger. To people who have been “Q-pilled,” QAnon plays a much deeper role in their lives; it has elements of a support group, a political party, a lifestyle brand, a collective delusion, a religion, a cult, a huge multiplayer game and an extremist network.

Donovan thinks of QAnon represents a new, flexible infrastructure for conspiracy. QAnon has origins in a tinfoil-hat story about a D.C.-area pizza shop, but over the years it has adapted to include theories about the “deep state” and the Mueller probe, Jeffrey Epstein, and a wild variety of misinformation about face masks, miracle cures, and other hoaxes regarding the coronavirus. QAnon has been linked to many instances of violence, and law enforcement and terrorism researchers discuss it as a growing security threat.

“We now have a densely networked conspiracy theory that is extendible, adaptable, flexible and resilient to take down,” Donovan said of QAnon. It’s a very internet story, analogous to the way Amazon expanded from an online bookstore into a general-purpose system for selling anything to anyone.

Facebook and YouTube this month launched new efforts to take down QAnon content, but Q adherents have often managed to evade deplatforming by softening and readjusting their messages. Recently, for instance, QAnon has adopted slogans like “Save the Children” and “Child Lives Matter,” and it seems to be appealing to anti-vaxxers and wellness moms.

QAnon is also participatory, and, in an uncertain time, it may seem like a salvation. People “are seeking answers and they’re finding a very receptive community in QAnon,” Donovan said.

This is a common theme in disinformation research: What makes digital lies so difficult to combat is not just the technology used to spread them, but also the nature of the societies they’re targeting, including their political cultures. Donovan compares QAnon to the Rev. Charles Coughlin, the priest whose radio show spread anti-Semitism in the Depression-era United States. Stopping Coughlin’s hate took a concerted effort, involving new regulations for radio broadcasters and condemnation of Coughlin by the Catholic Church.

Stopping QAnon will be harder; Coughlin was one hatemonger with a big microphone, while QAnon is a complex, decentralised, deceptive network of hate. But the principle remains: Combating the deception that has overrun public discourse should be a primary goal of our society. Otherwise, America ends in lies.

“Employees who work in a role that can effectively be done from home are welcome to do so until June 30, 2021”, an Amazon spokeswoman said in an emailed statement on Tuesday, adding the guidance is applicable globally.

Amazon had earlier allowed that option until January.

The development comes less than three weeks after the world’s largest online retailer said more than 19,000 of its U.S. frontline workers contracted the coronavirus this year.

Some staff, elected officials and unions in recent months have said that Amazon put employees’ health at risk by keeping warehouses open during the pandemic.

“We have invested significant funds and resources to keep those who choose to come to the office safe through physical distancing, deep cleaning, temperature checks, and by providing face coverings and hand sanitizer,” the Amazon spokeswoman said on Tuesday.

In May, Twitter Inc became the first major tech company to allow employees who can work remotely to do so indefinitely.

Other tech giants have extended the work from home option for their employees with Microsoft Corp saying earlier this month it will let most employees work remotely for up to half their weekly working hours.

Facebook Inc had said it would allow its employees to work from home till July next year, while Google had extended the remote working period for employees who do not need to be in the office till June.

The company added 2.2 million paid subscribers globally during the quarter that ended Sept. 30, missing Wall Street’s target of 3.4 million and its own forecast.

Earnings per share also landed below analyst expectations at $1.74. The consensus forecast was $2.14, according to IBES data from Refinitiv.

Shares of Netflix, one of the biggest gainers this year as people stayed home amid the pandemic, dropped nearly 6% to $494 in after-hours trading on Tuesday.

“Domestic subscribers were nearly flat, which highlights Netflix’s saturation in the U.S.,” said Ross Benes, analyst with eMarketer. With domestic additions slowing, revenue growth will likely come from price increases, he said.

The company reported a blockbuster quarter at the start of the worldwide coronavirus pandemic, adding 15.8 million paying customers from January through March.

Netflix had warned investors that a sudden surge in new sign-ups would fade in the latter half of the year as COVID-19 restrictions eased. Netflix forecast in the fourth quarter it would bring in 6 million new subscribers around the globe, short of the 6.51 million that analysts expected.

The streaming video pioneer is trying to win new customers and fend off competition as viewers embrace online entertainment. During the third quarter, Netflix released “Emily in Paris”, “Enola Holmes” and “The Devil All the Time.”

Netflix acknowledged that competition was increasing as studios across Hollywood from Walt Disney Co to AT&T Inc’s WarnerMedia have restructured to compete more directly for video subscribers.

“Competition for consumers’ time and engagement remains vibrant,” Netflix said in a letter to shareholders.

In recent months, major sports resumed play and nascent streaming services, including AT&T’s HBO Max and Comcast Corp’s Peacock, offered audiences new options.

Netflix said its results reflected the fact that it saw such a big surge in customers early in the year.

“We continue to view quarter-to-quarter fluctuations in paid net adds as not that meaningful in the context of the long run adoption of internet entertainment, which we believe is still early and should provide us with many years of strong future growth as we continue to improve our service,” the company said.

Netflix officials noted the company had pulled in more subscribers in the first nine months of 2020 than in all of 2019. It ended the third quarter with 195.2 million global streaming customers.

“Next time we get together, we should be over 200 million members, completing a year of 34 million (additions),” an annual record, Co-Chief Executive Reed Hastings said in an analyst interview.

The company also said it expected to complete shooting over 150 productions by the end of the year and that it would release more original programming in each quarter of 2021 compared with 2020.

Revenue rose 22.7% to $6.44 billion in the third quarter, edging past estimates of $6.38 billion.

Net income rose to $790 million, or $1.74 per share, in the quarter from $665.2 million, or $1.47 per share, a year earlier.