Café Tero vs Café de Colombia


The Café de Colombia brand, a pioneer in certificates of origin, obtained its name in 2005. Due to its particular condition, it’s under protection, and that consists of stopping anyone from registering any sign that reproduces, imitates or contains a certificate of origin. Therefore, the Superintendency of Industry and Commerce decided to refuse registration of the brand Cafe Tero requested by Inox Sentry.

“I consider the decision to be a little exagerated given that the National Federation of Coffee-growers has a monopoly on the evocations, “Colombia” and “café”. Only for having the word of the product associated with the national flag, it makes reference to the certificate of origin. I believe that it’s an incorrect interpretation on behalf of SIC”, said a lawyer specialized in industrial property, Lola Kandelaft, from the Muños Abogados firm.

The lawyer Javier Delgadillo, also a specialist in the field of law, from the firm Q&D Abogados, takes an opposite view. “I share SIC’s decision because the registration of a brand should be denied if if reproduces the concept of a protected certificate of origin.”

He also adds that “the decision was successful because the protections don’t limit themselves to signs that reproduce its name, but rather it encompasses any graphic representation or any other representation that may evoke the same concept.

A certificate of origin is the name or indication of a geographic location, that may be a country or determined region, which designates a product that by being originated from said region, and by the customs of production or transformations of its inhabitants, has characteristics or a reputation that makes it different from similar products coming from other geographic regions.

On the list headed by Café de Colombia for certificates of origin, are Café de Cauca, Café de Nariño, Café de Huila, Chalupa del Huila, Queso del Caquetá, Queso Paipa, Bizcocho de Achira del Huila, Clavel de Colombia, Crisantemo de Colombia and Rosa de Colombia.

On this occasion, the lawsuit was started against Café de Colombia on October 16, 2013, when Inox Sentry requested from SIC the registration of its brand Café Tero to distinguish its grain, which is included in class 30 of the International Nice Classification.

Once the request was published, the Federation presented its opposition citing pertanent laws. First, they say that “they are registrable signs which may mislead trade circles or the public, particularly in regards to geographical origin, nature, manufacturing process, characteristics, qualities or suitability for employment of related products or services.”

Second, “one cannot register items that reproduce, imitate or contain a protected certificate of origin.”

The opposition says “in virtue of the declaration of the protection of the Café de Colombia certificate of origin, no third party can register or use a merging of these expressions.”

Facing of the decision of the Department to refuse registration of the brand, Inox Sentry appealed. However, on appeal the denial was upheld.” – Source (ES)

Bogotá presents $7.5b plan for metro


Bogota Mayor Gustavo Petro on Tuesday revealed the latest plans to construct a $7.5 billion metro line, the first in Colombia’s capital. The plans were presented after a thorough study of the soil of the Bogota high plains. According to the Spanish engineer Jose Maria Villarroel, who designed the mass transit system, the metro will be able to transport some 900,000 commuters a day and will be able to function without conductors. The engineer said the metro line will have 27 stations through which a train will pass every two and a half minute.

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While at the beginning of the presentation Villarroel said the construction of the metro would cost $5 billion, the engineer then added an extra $2.5 billion would have to be spent due to the wet Bogota soil. In 2011, the Petro administration said the metro would cost $3.5 billion, less than half of what it is projecting now.

The increased costs of the metro immediately caused reserved reactions with the national government that warned that if Bogota wants to construct a metro this expensive, other major projects would have to be abandoned.

“If they want to build this metro, remaining initiatives will have to be pushed forward. The nation, due to legal restrictions, can only contribute up to 70% of the construction cost y can not begin subsidizing the metro’s operating cost,” National Planning Department director Simon Gaviria was quoted as saying by El Tiempo newspaper.

Bogota has been talking about a metro since 1947. – Colombia Reports


Yo me llamo Cumbia

“Yo me llamo Cumbia” (“My name is Cumbia”) is a documentary that goes in the search of Cumbia’s origins. We’re going to identify the geography and history of the rhythm, within which the entire story of the cultural melting pot that ended up creating what today is Latin America. In over 52 minutes, we’ll know the different versions about the Cumbia’s origin, we want to contribute to the discussion on where and how Cumbia was born, traveling across the geographical locations where (according to research) originated this ancient rhythm. Our main interest is to compile, document and most importantly share the various manifestations around this ancient rhythm, an initiative that hopes to assist in the dissemination and preservation of the Cumbia.

China Could “Train” Colombia

China is looking to build a railway link from the Atlantic to the Pacific, hugging the Darien Gap and going from Chocó’s Gulf of Cupica to Antioquia’s Gulf of Urabá. The aim is to build a land-based alternative to the Panama Canal, allowing easier import and export to and from China. The main practical challenge, though, is successfully completing the 136-mile railway in an area known for its strong paramilitary presence.

The project, if brought to completion, could be a boon or bust for Colombian businessmen. The reason for a bust being that the Panama Canal is already in the process of doubling its capacity, a multibillion dollar undertaking. Currently, almost 50% of the vessels that traverse the canal already need its full width in order to pass through. At some point this year, it is estimated that one-third of the roughly 15,000 ships that will pass through the canal will be too big to make the crossing. The expansion project, while being approved by Panama’s government back in 2006, is not expected to be completed until 2014.

If the major reason against building the Colombian railway isn’t enough, there’s always the secondary reason to look at. In addition to the canal, the Panama Canal Railway also exists (and has existed since the 1850’s) and happens to do just what the Chinese project hopes to accomplish in Colombia, at three times less the distance.

What seems to be more at play here is not the fact that Colombia needs the railway, but that they want what China wants. Sure, a railway would improve Colombian infrastructure and provide jobs for Colombians but it would also help solidify relations with a major trade partner. Not only that, but China would very likely get first dibs on Colombian coal exports, which currently leave Colombian shores from the Atlantic ocean, as well as other favorable concessions. In light of another joint project that would see a major expansion of the Buenaventura port, it seems like Chinese interests will influence Colombia for the foreseeable future.

In a way, the title of this article serves as two since more powerful countries tend to train developing nations how to behave by favoring policies that aid the larger country. The main caveat against both countries having stronger ties, however, is that Chinese products will both enter and pass through Colombia and thereby compete with Colombian products internally and abroad.