Freedom of Information versus National Sovereignty: The Need for a New Global Forum for the Resolution of Transborder Date Flow Problems

This Note argues that the issues raised by transborder data flow restrictions must be dealt with on a global scale, not on a national basis. Part I of this Note discusses the international legal principles underlying the concept of freedom of information and the legal difficulties presented by the imposition of transborder data flow restrictions. Part II analyzes the perception among developing nations that sovereign rights are threatened by an unrestricted flow of information and discusses the measures developing nations are implementing to control this perceived threat. Part III analyzes several approaches suggested for dealing with the problems of transborder data flow restrictions and argues that a new international forum must be created to constructively address the legitimate concerns of the developing nations. This Note concludes that since the effective demise of Unesco, progress must be made toward creating a viable international forum to address the multilateral concerns over transborder data flow restrictions

Port Efficiency and Regional Development

This paper attempts to elucidate one of the mechanisms that link trade barriers, in the form of port costs, and subsequent growth and regional inequality. Not only inland costs can be perceived as a further barrier to link trade liberalization and growth (Haddad and Perobelli, 2005), but also port costs. Unlike highway link, congestion at port may have severe impacts spread over space and time whereas highway link congestion may be resolved within several hours. Since port is part of the transportation network, any congestion/disruption is likely to ripple throughout the hinterland. In this sense, it is important to model properly the role nodal congestion plays in a context of spatial models and international trade. Thus, we have developed a spatial CGE model integrated to a transport network system in order to simulate the impacts of increases in port efficiency in a context of trade liberalization. The role of ports of entry and ports of exit are explicitly considered in order to grasp the holistic picture in an integrated interregional system.

North American Free Trade Agreement (NAFTA) Implementation: The Future of Commercial Trucking Across the Mexican Border

[Excerpt] NAFTA set forth a schedule for implementing its trucking provisions that would have opened the border states to cross-border trucking competition in 1995 and all of North America in 2000, but full implementation has been stalled because of concern with the safety of Mexican trucks. Congress first addressed these concerns in the FY2002 Department of Transportation Appropriations Act (P.L. 107-87) which set 22 safety-related preconditions for opening the border to long-haul Mexican trucks. In November 2002, the U.S. Department of Transportation announced that all the preconditions had been met and began processing Mexican applications for U.S. long-haul authority. However, a suit over environmental compliance delayed implementation further. After the suit was resolved, in February 2007, the U.S. and Mexican Secretaries of Transportation announced a demonstration project to implement the NAFTA trucking provisions. The purpose of the project was to demonstrate the ability of Mexico-based motor carriers to operate safely in the United States beyond the border commercial zones. Up to 100 Mexico-domiciled carriers would be allowed to operate throughout the United States for one year and Mexico would allow the same for up to 100 U.S.-based carriers. With passage of the U.S. Troop Readiness, Veteran’s Care, Katrina Recovery, and Iraq Accountability Appropriations Act, 2007 (P.L. 110-28), Congress mandated additional requirements before the project could begin. After failing to defund the demonstration project in the FY2008 Consolidated Appropriations Act (P.L. 110-161), Congress succeeded in terminating the demonstration project through a provision in the FY2009 Omnibus Appropriations Act (P.L. 111-8). Subsequently, Mexico announced it would retaliate by increasing import duties on 90 U.S. products. The Obama Administration has indicated it intends to propose a revamped program that will address the concerns of Congress. The FY2010 Consolidated Appropriations Act (P.L. 111-117) passed in December 2009 did not preclude funds from being spent on a long-haul Mexican truck pilot program, provided the terms and conditions stipulated in section 350 of P.L. 107-87 and section 6901 of P.L. 110-28 were satisfied. One truck safety statistic, “out-of-service” rates, indicates that Mexican trucks operating in the United States are now safer than they were a decade ago. The data indicate that Mexican trucks and drivers have a comparable safety record to U.S. truckers. Another study indicates that the truck driver is usually the more critical factor in causing accidents than a safety defect with the truck itself. Service characteristics of long-haul trucking suggest that substandard carriers would likely not succeed in this market. As shipment distance increases, the relative cost of trucking compared to rail increases, and thus shippers utilizing long-haul trucking are willing to pay more because they require premium service, such as precise delivery windows or cargo refrigeration. These exacting service requirements would seem to disqualify truckers with unreliable equipment or incompetent drivers. In contrast, the short-haul “drayage” carriers that Mexican long-haul carriers would displace, typically use older equipment because of the many hours spent idling awaiting customs processing at the border. If Mexican carriers do eventually receive long-haul authority, the short term impact is expected to be gradual as Mexican firms deal with a number of stumbling blocks, including lack of prearranged back hauls and higher insurance and capital costs, in addition to the customs processing delays. In the long run, use of drayage companies is likely to decline as they lose part of their market share to Mexican long-haul carriers. The most common trips for these carriers will probably be from the Mexican interior to warehouse facilities on the U.S. side of the border or to nearby cities in the border states

Legal Issues Raised by Transborder Data Flow

Canada-United States Economic Ties: The Technology Context and transborder data flow

Privacy self-regulation and the changing role of the state: from public law to social and technical mechanisms of governance

This paper provides a structured overview of different self-governance mechanisms for privacy and data protection in the corporate world, with a special focus on Internet privacy. It also looks at the role of the state, and how it has related to privacy self-governance over time. While early data protection started out as law-based regulation by nation-states, transnational self-governance mechanisms have become more important due to the rise of global telecommunications and the Internet. Reach, scope, precision and enforcement of these industry codes of conduct vary a lot. The more binding they are, the more limited is their reach, though they - like the state-based instruments for privacy protection - are becoming more harmonised and global in reach nowadays. These social codes of conduct are developed by the private sector with limited participation of official data protection commissioners, public interest groups, or international organisations. Software tools - technical codes - for online privacy protection can give back some control over their data to individual users and customers, but only have limited reach and applications. The privacy-enhancing design of network infrastructures and database architectures is still mainly developed autonomously by the computer and software industry. Here, we can recently find a stronger, but new role of the state. Instead of regulating data processors directly, governments and oversight agencies now focus more on the intermediaries - standards developers, large software companies, or industry associations. And instead of prescribing and penalising, they now rely more on incentive-structures like certifications or public funding for social and technical self-governance instruments of privacy protection. The use of technology as an instrument and object of regulation is thereby becoming more popular, but the success of this approach still depends on the social codes and the underlying norms which technology is supposed to embed. --