Needed Global Financial Reforms Foregone yet Again

By Jomo Kwame Sundaram
KUALA LUMPUR, Malaysia, Dec 13 2022 – Calls for more government regulation and intervention are common during crises. But once the crises subside, pressures to reform quickly evaporate and the government is told to withdraw. New financial fads and opportunities are then touted, instead of long needed reforms.

Global financial crisis
The 2007-2009 global financial crisis (GFC) began in the US housing market. Collateralized debt obligations (CDOs), credit default swaps (CDSs) and other related contracts, many quite ‘novel’, spread the risk worldwide, far beyond US mortgage markets.

Jomo Kwame Sundaram

Transnational financial ‘neural-like’ networks ensured vulnerability quickly spread to other economies and sectors, despite government efforts to limit contagion. As these were only partially successful, deleveraging – reducing the debt level by hastily selling assets – became inevitable, with all its dire consequences.

The GFC also exposed massive resource misallocations due to financial liberalization with minimal regulation of supposedly efficient markets. With growing arbitrage of interest rate differentials, achieving balanced equilibria has become impossible except in mainstream economic models.

Financialization has meant much greater debt and risk exposure as well as vulnerability for many households and firms, e.g., due to ‘term’ (duration) and currency ‘mismatches’, resulting in greater overall financial system fragility.

This has worsened global imbalances, reflected in larger trade and current account deficits and surpluses. In unfavourable circumstances, exposure of firms and households to risky assets and liabilities has been enough to trigger defaults.

Bold fiscal efforts succeeded in inducing modest economic recoveries before they were nipped in the bud soon after the ‘green shoots of recovery’ appeared. Instead, the US Fed initiated ‘unconventional’ monetary policies, offering easy credit with ‘quantitative easing’.

Currencies in flux
The seemingly coordinated rise of various, apparently unconnected asset prices cannot be explained by conventional economics. Thus, speculation in commodity, currency and stock markets has been grudgingly acknowledged as worsening the GFC.

The exchange rates of many currencies have also come under greater pressure as residents borrowed in low interest rate currencies such as the Japanese yen. In turn, they have typically bought financial assets promising higher returns.

Thus, higher interest rates attract capital inflows, raising most domestic asset prices. Exchange rate movements are supposed to reflect comparative national economic strengths, but rarely do so. But conventional monetary responses worsen, rather than mitigate, contractionary tendencies.

Globalization of trade and finance has generated contradictory pressures. All countries are under pressure to generate trade or current account surpluses. But this, of course, is impossible as not all economies can run surpluses simultaneously.

Many try to do so by devaluing their currencies or cutting costs by other means. But only the US can use its ‘exorbitant privilege’ to maintain both budgetary and current account deficits by simply issuing Treasury bonds.

Currency markets can also undermine such efforts by enabling arbitrage on interest rate differentials. International imbalances have worsened, as seen in larger current account deficits and surpluses.

Contrary to mainstream economics, currency speculation does not equilibrate national, let alone international markets. It does not reflect economic fundamentals, ensuring exchange rate volatility, to damaging effect.

Commodity speculation
Thanks to currency mismatches, many companies and households face greater risk. Exchange rate fluctuations, in turn, exacerbate price volatility and its harmful consequences, which vary with circumstances.

Changes in ‘fundamentals’ no longer explain commodity price volatility. Meanwhile, more commodity speculation has resulted in greater price volatility and higher prices for food, oil, metals and other raw materials.

These prices have been driven by much more speculation, often involving indexed funds trading in real assets. The resulting price volatility especially affects everyone, as food consumers, and developing countries’ agricultural producers.

Sharp increases in commodity prices since mid-2007 were largely driven by speculation, mainly involving indexed funds. With the Great Recession following the GFC, most commodity producers in developing countries faced difficulties.

Since then, nearly all commodity prices fell from the mid-2010s as the world economic slowdown showed no sign of abating until economic sanctions in 2022 pushed up food, energy, fertilizer and other prices once again.

Besides hurting export revenues, lower commodity prices and even greater volatility have accelerated depreciation of earlier investments in equipment and infrastructure following the commodity price spikes.

Integrated solutions needed
The uneven financial system meltdown following the GFC raised expectations that ‘finance-as-usual’ would never return. But lasting solutions to threats, such as currency and commodity speculation, require international cooperation and regulation.

Meanwhile, goods and financial markets have become more interconnected. Thus, a truly multilateral and cooperative approach has to be found in the complex interconnections involving international trade and finance.

In this asymmetrically interdependent world, policy reforms are urgently needed. All countries need to be able to pursue appropriate countercyclical macroeconomic policies. Also, small economies should be able to achieve exchange rate stability at affordably low cost.

Although prompt actions were undertaken in response to the GFC, the world economy experienced a protracted slowdown, the ‘Great Recession’. Myopic policymakers in most developed economies focus on perceived national risks, ignoring international ones, especially those affecting developing countries.

Contrary to widespread popular presumption, the Bretton Woods multilateral monetary and financial arrangements did not include a regulatory regime. Nor has such a regime emerged since, even after US President Nixon unilaterally ended the Bretton Woods system in 1971.

With the gagged voice of developing countries in international financial institutions and markets, the United Nations must lead, as it did in the mid-1940s.

It is the only world institution which could legitimately develop a better alternative. Thankfully, the UN Charter assigns it responsibility to lead efforts to do so.

IPS UN Bureau

 


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LeddarTech Showcasing New Sensor Fusion and Perception Products and CES Award-Winning LeddarVision Software January 5-8 in Las Vegas at CES 2023

QUEBEC, Dec. 13, 2022 (GLOBE NEWSWIRE) — LeddarTech , a global leader in providing the most flexible, robust and accurate ADAS and AD software technology, is pleased to announce its participation at CES 2023, January 5–8 in Las Vegas, where it will showcase its automotive–grade software enabling ADAS and AD at booth # 5475, LVCC West Hall.

The theme of LeddarTech's CES destination booth is: "Accelerating Safer ADAS Deployment With High–Performance Low–Level Fusion and Perception Software."

Visit the LeddarTech exhibition booth to:

WITNESS A NEW PRODUCT INTRODUCTION: The LeddarTech LVF Family of Front–View Solutions for Level 2–2+ ADAS Applications

The LVF family of products is a flexible and scalable, comprehensive front–view fusion and perception stack that supports entry–level to premium ADAS L2/L2+ highway assist and NCAP/GSR applications. LVF product family provides high–end features and performance at the lowest hardware cost.

LVF–E is a front–view fusion and perception stack for entry–level ADAS L2/L2+ highway assist and 5–star NCAP 2025/GSR 2022.

LVF–H is the premium companion fusion and perception stack in the front–view product family featuring extended sensor configuration.

EXPERIENCE: The CES 2023 Innovation Award–Winning LeddarVision Low–Level Data Fusion and Perception Interactive Dashboard Demonstrations

LeddarVision is a low–level sensor fusion and perception solution for automotive and off–road industrial ADAS and autonomous L2–L5 driving applications. Various demonstrations will show how the LeddarVision solution outperforms other solutions that enable ADAS and AD applications. LeddarVision technology was awarded the coveted Sensor Perception award at Tech.AD USA last month in Detroit. In early 2022, it was also recognized by the Volkswagen Group Innovation Tel Aviv 2022 Konnect and CARIAD Startup Challenge and the Shenzhen Automotive Electronics Industry Association.

RIDE ALONG LeddarCar Live: Delegates representing Automotive Tier 1–2 suppliers and OEMs are invited to book a real–world on–road demonstration of LeddarTech's LeddarVision low–level fusion and perception software technology. Space is limited, so reserve your LeddarCar on–road demo now.

CES delegates are invited to pre–arrange a meeting in one of their two "on–location" meeting rooms for product demonstrations, media and industry analyst interviews or investor discussions.

"CES 2023 is the ideal forum for LeddarTech to share our incredibly unique and multiple award–winning low–level sensing and perception software solutions and products for ADAS and AD applications," stated Mr. Charles Boulanger, CEO of LeddarTech. "I expect automotive Tier 1–2s and OEMs will be impressed with our game–changing technology," he added.

About LeddarTech

LeddarTech, a global software company founded in 2007, develops and provides comprehensive perception solutions that enable the deployment of ADAS and autonomous driving applications. LeddarTech's automotive–grade software applies AI and computer vision algorithms to generate highly accurate 3D models of the environment, allowing for better decision making and safer navigation. This high–performance, scalable, cost–effective technology is leveraged by OEMs and Tier 1–2 suppliers to efficiently implement automotive and off–road vehicle solutions.

LeddarTech is responsible for several remote–sensing innovations, with over 140 patents granted or applied for that enhance ADAS and AD capabilities. Reliable perception is critical in making global mobility safer, more efficient, sustainable and affordable: this is what drives LeddarTech to become the most widely adopted sensor fusion and perception software solution.

Additional information about LeddarTech is accessible at www.leddartech.com and on LinkedIn, Twitter, Facebook and YouTube.

Contact:
Daniel Aitken, Vice–President, Global Marketing, Communications and Investor Relations, LeddarTech Inc.
Tel.: + 1–418–653–9000 ext. 232 daniel.aitken@leddartech.com

Investor relations contact and website: InvestorRelations@leddartech.com
https://investors.leddartech.com/

Leddar, LeddarTech, LeddarSteer, LeddarEngine, LeddarVision, LeddarSP, LeddarCore, LeddarEcho, VAYADrive, VayaVision, XLRator and related logos are trademarks or registered trademarks of LeddarTech Inc. and its subsidiaries. All other brands, product names and marks are or may be trademarks or registered trademarks used to identify products or services of their respective owners.

A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/22263e34–474e–40f9–91d4–0ce7212fab53


GLOBENEWSWIRE (Distribution ID 8713007)

LeddarTech Showcasing New Sensor Fusion and Perception Products and CES Award-Winning LeddarVision Software January 5-8 in Las Vegas at CES 2023

QUEBEC, Dec. 13, 2022 (GLOBE NEWSWIRE) — LeddarTech , a global leader in providing the most flexible, robust and accurate ADAS and AD software technology, is pleased to announce its participation at CES 2023, January 5–8 in Las Vegas, where it will showcase its automotive–grade software enabling ADAS and AD at booth # 5475, LVCC West Hall.

The theme of LeddarTech's CES destination booth is: "Accelerating Safer ADAS Deployment With High–Performance Low–Level Fusion and Perception Software."

Visit the LeddarTech exhibition booth to:

WITNESS A NEW PRODUCT INTRODUCTION: The LeddarTech LVF Family of Front–View Solutions for Level 2–2+ ADAS Applications

The LVF family of products is a flexible and scalable, comprehensive front–view fusion and perception stack that supports entry–level to premium ADAS L2/L2+ highway assist and NCAP/GSR applications. LVF product family provides high–end features and performance at the lowest hardware cost.

LVF–E is a front–view fusion and perception stack for entry–level ADAS L2/L2+ highway assist and 5–star NCAP 2025/GSR 2022.

LVF–H is the premium companion fusion and perception stack in the front–view product family featuring extended sensor configuration.

EXPERIENCE: The CES 2023 Innovation Award–Winning LeddarVision Low–Level Data Fusion and Perception Interactive Dashboard Demonstrations

LeddarVision is a low–level sensor fusion and perception solution for automotive and off–road industrial ADAS and autonomous L2–L5 driving applications. Various demonstrations will show how the LeddarVision solution outperforms other solutions that enable ADAS and AD applications. LeddarVision technology was awarded the coveted Sensor Perception award at Tech.AD USA last month in Detroit. In early 2022, it was also recognized by the Volkswagen Group Innovation Tel Aviv 2022 Konnect and CARIAD Startup Challenge and the Shenzhen Automotive Electronics Industry Association.

RIDE ALONG LeddarCar Live: Delegates representing Automotive Tier 1–2 suppliers and OEMs are invited to book a real–world on–road demonstration of LeddarTech's LeddarVision low–level fusion and perception software technology. Space is limited, so reserve your LeddarCar on–road demo now.

CES delegates are invited to pre–arrange a meeting in one of their two "on–location" meeting rooms for product demonstrations, media and industry analyst interviews or investor discussions.

"CES 2023 is the ideal forum for LeddarTech to share our incredibly unique and multiple award–winning low–level sensing and perception software solutions and products for ADAS and AD applications," stated Mr. Charles Boulanger, CEO of LeddarTech. "I expect automotive Tier 1–2s and OEMs will be impressed with our game–changing technology," he added.

About LeddarTech

LeddarTech, a global software company founded in 2007, develops and provides comprehensive perception solutions that enable the deployment of ADAS and autonomous driving applications. LeddarTech's automotive–grade software applies AI and computer vision algorithms to generate highly accurate 3D models of the environment, allowing for better decision making and safer navigation. This high–performance, scalable, cost–effective technology is leveraged by OEMs and Tier 1–2 suppliers to efficiently implement automotive and off–road vehicle solutions.

LeddarTech is responsible for several remote–sensing innovations, with over 140 patents granted or applied for that enhance ADAS and AD capabilities. Reliable perception is critical in making global mobility safer, more efficient, sustainable and affordable: this is what drives LeddarTech to become the most widely adopted sensor fusion and perception software solution.

Additional information about LeddarTech is accessible at www.leddartech.com and on LinkedIn, Twitter, Facebook and YouTube.

Contact:
Daniel Aitken, Vice–President, Global Marketing, Communications and Investor Relations, LeddarTech Inc.
Tel.: + 1–418–653–9000 ext. 232 daniel.aitken@leddartech.com

Investor relations contact and website: InvestorRelations@leddartech.com
https://investors.leddartech.com/

Leddar, LeddarTech, LeddarSteer, LeddarEngine, LeddarVision, LeddarSP, LeddarCore, LeddarEcho, VAYADrive, VayaVision, XLRator and related logos are trademarks or registered trademarks of LeddarTech Inc. and its subsidiaries. All other brands, product names and marks are or may be trademarks or registered trademarks used to identify products or services of their respective owners.

A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/22263e34–474e–40f9–91d4–0ce7212fab53


GLOBENEWSWIRE (Distribution ID 8713007)

The Humanitarian Rescue Fleet Faces Hurricane Meloni

Migrants spotted aboard a sinking dinghy boat somewhere off the Libyan coast. Credit: Karlos Zurutuza / IPS

Migrants spotted aboard a sinking dinghy boat somewhere off the Libyan coast. Credit: Karlos Zurutuza / IPS

By Karlos Zurutuza
BARCELONA, Dec 13 2022 – It was a hellish journey aboard a crammed boat amid three-meter waves. It had started on a Libyan beach, and at the gates of winter. On December 11, the last 500 migrants rescued from the waters of the Mediterranean disembarked exhausted but relieved in the south of Italy. They had all been rescued by vessels run by NGOs Doctors Without Borders (MSF) and SOS Humanity.

It’s like a cheating game in which those in charge change the rules as the game progresses … At sea, on land, in court… You never know what will come next, but you can’t just wait in port

David Lladó
The response to the humanitarian emergency in the Central Mediterranean is one of the challenges for the new Italian far-right government led by Giorgia Meloni, its prime minister.

As it happens, a serious diplomatic crisis broke out last November between Rome and Paris after Italy prevented the landing of the SOS Humanity’s ship, the Ocean Viking and diverted it to the port of Toulon, in the south of France.

About the same time, the Geo Barents (run by MSF) refused to comply with a partial disembarkation order from Rome, which would have allowed only some of the 572 rescued to leave the ship. MSF ended up winning the fight and all those rescued finally got to set foot in Catania (Sicily).

“The selective disembarkation does not have any regulatory framework. It is nothing more than a new attempt to block the NGOs,” Juan Matías Gil, head of the MSF Search and Rescue mission in Italy, told IPS over the phone.

However, all those rescued on the 11th landed without facing any further administrative obstacles. Gil cited the recent crisis with France as a possible motivation for the Meloni government finally allowing the ship to dock and let the rescued people disembark.

 

Lunchtime aboard the crowded deck of the Open Arms. Delays in granting a safe harbour only contribute to the exhaustion of those rescued. Credit: Karlos Zurutuza / IPS

Lunchtime aboard the crowded deck of the Open Arms. Delays in granting a safe harbour only contribute to the exhaustion of those rescued. Credit: Karlos Zurutuza / IPS

 

The Italian Ministry of the Interior claimed it was the weather, “the imminence of a storm and the need not to saturate the reception centres.” There has been no change whatsoever in Rome’s policies, Italian officials stressed.

Successive Italian governments have been the Mediterranean rescued fleet’s fiercest adversary since 2017, two years after it went to sea.

Closed ports, requisitioned ships, judicial processes: Rome has resorted to every tool at its disposal to block a fleet that today has nine ships operated by different NGOs.

“Under the previous government of Mario Draghi, we already had a glimpse to those policies that Meloni subscribes to today, but there was hardly any talk about it,” recalls Gil, an Argentine today based in Rome. “Back then, we could easily spend up to ten or twelve days waiting until we were granted a safe port.”

 

Migrants in Zuwara (Libya), shortly before jumping into a boat and trying to reach Europe. Credit: Karlos Zurutuza / IPS

Migrants in Zuwara (Libya), shortly before jumping into a boat and trying to reach Europe. Credit: Karlos Zurutuza / IPS

 

According to UNHCR data updated on December 4, more than 94,000 people arrived in Italy by the sea in 2022. Most departed from Libya, almost always aboard fragile rafts and skiffs run by human traffickers.

Although international law requires the granting of a safe port as soon as possible to any ship with vulnerable people on board, the rescue fleet faces waits that can exceed two weeks.

Gil sees it as yet one more ingredient in a campaign against the rescue fleet.

“On the one hand, there is the use of resources which lack a legal basis, such as selective landing. Making us go to France or Spain means tripling the distances and drastically reducing the time we spend in the rescue zone”, says Gil.

 

Migrants somewhere in the central Mediterranean are contacted by the Open Arms crew. Credit: Karlos Zurutuza / IPS

Migrants somewhere in the central Mediterranean are contacted by the Open Arms crew. Credit: Karlos Zurutuza / IPS

 

He also points to the “criminalization” of NGOs by the Italian government. They are often accused of collusion with the trafficking mafias, and even of posing a “pull factor”. However, Gil stresses that the fleet as a whole is only responsible for 14% of the landings in Italy, according to data from the Italian Institute for International Political Studies.

“What stings in Rome is that we make the problem visible, that’s all,” said Gil.

 

“A cheating game”

That the vast majority of the rescued arrive from Libya results from instability caused by the absence of a stable government since the 2011 war. Rival factions in the east and west are still fighting for control of the country.

To contain the migratory flow, Europe began training and equipping a Libyan coast guard fleet in 2016. But the force is widely accused of using violence against migrants and being infiltrated by trafficking mafias.

 

Iñigo Mijangos poses next to the Aita Mari, an old Basque fishing boat converted into a rescue boat. Credit: Karlos Zurutuza / IPS

Iñigo Mijangos poses next to the Aita Mari, an old Basque fishing boat converted into a rescue boat. Credit: Karlos Zurutuza / IPS

 

NGOs say that many of those migrants returned to land end up being victims of human rights abuses in the same Libyan detention centres managed by the two Libyan governments.

According to International Organization for Migration data, more than 25,000 people have died or disappeared in the Mediterranean since 2014. As the southern border of the European Union turns into a mass grave, the humanitarian rescue fleet faces all kinds of obstacles to avoid more drownings.

Draconian inspections by the Italian Coast Guard can block ships in port for months. With an old Basque fishing boat converted into a rescue ship, Salvamento Marítimo Humanitario (SMH), a Spanish NGO, knows this first-hand.

SMH coordinator Iñigo Mijangos spoke to IPS from Vinarós in eastern Spain, where the rescue ship is currently docked.

“Just missing a fire extinguisher can have an impact on the qualification of the entire Spanish merchant fleet that makes international voyages,” explained the 51-year-old Basque. They undergo inspections by the General Directorate of the Spanish Merchant Marine before leaving port, to prevent problems with Italian officials.

 

The remains of a shipwreck on a beach in western Libya. Credit: Karlos Zurutuza / IPS

The remains of a shipwreck on a beach in western Libya. Credit: Karlos Zurutuza / IPS

 

“As the total calculation is done on a triennial basis, we have postponed our next mission until next January, just after the start of the new year,” Mijangos clarified.

Italian politicians have on occasion faced consequences for overreach against the fleet. Matteo Salvini, who served as Italy’s Interior Minister between June 2018 and September 2019, currently faces a judicial inquiry into his efforts to block a hundred migrants rescued by Open Arms, a Spanish NGO, from disembarking in Italy. They were forced to stay aboard for 19 days, in apparent violation of Italian and international sea laws.

Salvini faces 15 years in prison in a process that started in November 2021 but which defence lawyers have so far managed to stonewall. Matteo Piantedosi, formerly Salvini’s right hand, now has his old job, as minister of Interior in the Meloni government.

From the port of Barcelona, David Lladó, head of the Search and Rescue mission with Open Arms, spoke to IPS while his crew struggle to set sail for the central Mediterranean on December 24.

“We are counting on the delays in granting us a port, so this time we are carrying food for 30 days and 300 people. We don’t know how long they will have us waiting,” said the 38-year-old sailor.

Delays can get even longer when rescue operations are carried out in Maltese territorial waters, which are near Libya. Lladó recalls that the government in Valletta rarely allows rescue ships to disembark— the last time was in July 2020. But international sea rescue protocols dictate that they first try the island, before contacting Rome.

“It’s like a cheating game in which those in charge change the rules as the game progresses,” claims Lladó. “At sea, on land, in court… You never know what will come next, but you can’t just wait in port.”