Facility Crossing Agreement: Fill & Download for Free

Brilliant question. The links provided are outdated though.What you have stated is a diplomatic situation and we have three countries- India, Nepal and Bangladesh as stakeholders. To get an idea of what actually is happening, let us analyse the situation from every country's point of view.IndiaIndia allows Nepal to use her own ports for transit under various bilateral treaties and international laws. In return the Nepali transit business is Indian dominated. If India were to allow Nepal to transport goods through Bangladesh and then India, Bangladeshi ports and transporters will directly compete with Indian ports and transporters. That would be encouraging competition at the expense of own business. There we have one set of Indians standing to loss.But again Indian ports are over congested and that often leads to delay in clearing cargo. Sometime just because India promised Nepal transit facility, Indian ports give priority to Nepali cargo resulting in further delay in clearing Indian cargo. So we also have an another set of Indians pissed off for allowing Nepal the transit facility.Allowing Nepal the transit facility through Bangladesh is a zero sum game for India by above analysis. It can easily give Nepal those rights. But it doesn't. Must be some other reason. Let's take a look on other countries before coming to any conclusion.NepalNepal, being land locked country, needs easy transit facility. India allows Nepal the transit facility through Kolkata/Haldia ports. But the congestion of these ports often raises the cost of items in Nepal. To solve that problem India allows Nepal to avail the facility in Vizag, but again distance of Vizag from Nepal border nullify any cost reduction benefit. Also frequent protests in politically restive North Indian plains and Nepal's Terai regions add another layer of problem in transit through India.Nepal can't either approach China as the distance is too formidable and through some of tough terrain. The only solution is transit through Bangladesh and then crossing the Chicken's Neck corridor into Nepal. But India doesn't allow that. Why? Let us look at Bangladesh.BangladeshBangladesh doesn't border Nepal. Bangladesh has borders only with India and Myanmar and a long coastline dotted with ports. These ports in past had serviced Eastern India of which Bangladesh was a part. After independence from British, it joined Pakistan. Being part of enemy territory India curtailed business activities of East Pakistanis in India or through Indian territory with other countries. The traditional business links were broken.After 1971 Bangladesh formation, India was willing to help it to rebuilt it's broken economy and regional economic links. India specifically wanted Right of Passage through Bangladesh to North East India. It was a win-win deal, but Bangladesh went mini-Pakistan. One group of Army officers killed Mujibur Rehman and his family on 15th August 1975. From that point to 1991, it was a paradise of religious fanaticism and open anti-India rhetoric.For want of good communication facility, entire North Eastern region of seven states of India was gradually becoming economically backward relative to rest of India. The problem became even acute during 1970s and 1980s. One of the solutions was to use Bangladeshi ports for North East India. But Bangladesh resisted citing growing Indian influence as a security concern. Instead it joined up with Nepal and demanded from India transit facility for Nepal through Indian territory to Bangladeshi ports.Now we have come to the ultimate point. Bangladesh wants to use India as a transit corridor for Nepali goods, but won't allow India to use Bangladesh as a transit corridor for North East India. The country who gains the most if India allows this is Bangladesh and to some extent Nepal, but in return India won't even get to develop it's interior states. Diplomacy is not conducted this way where the country in position of power is the ultimate loser. That country will always try to gain something. Here India is in position of power and she wants quid pro quo i.e. access to North East through Bangladesh. Bangladesh either accepts the proposal and gains by doing business with Nepal and as an added bonanza North East India or loses even the option of doing business with Nepal.Left red line is proposed Vizag-Nepal corridor. Middle red line is proposed Bangladesh-Nepal corridor. Right red line is proposed Bangladesh-North East India corridor. Top yellow line is the corridor used to supply North East India currently.So OP here is the answer: India has no problem in allowing Nepal to use Bangladesh as transit corridor. But it is Bangladeshi government's refusal in past in allowing India to access India's North East through Bangladesh that had led to India's refusal to allow that same facility to Nepal as the country which is going the gain the most is Bangladesh, not Nepal. It's pure diplomacy.However after coming to power of Narendra Modi in India and Sheikh Hasina in Bangladesh, the Indo-Bangla relations improved and as a proof of that on 31 January 2015 India, Bangladesh, Bhutan and Nepal signed an agreement to facilitate cross border business and transit facility for all four countries in their respective territories. So in effect the problem you have mentioned in the question is being actively solved as of now.https://en.m.wikipedia.org/wiki/Bangladesh–Nepal_relationshttps://en.m.wikipedia.org/wiki/Bangladesh–India_relationshttps://en.m.wikipedia.org/wiki/BBIN

I was a fuel transport driver for about ten years before I retired. Bulk gasoline comes generic from the refineries. Fuel loading terminals often have agreements with various national brands to load fuel onto any certified transport tanker by any authorized driver. The differences come in the brand’s additives that are injected as the product is loaded.For example, Chevron gasoline can be loaded, complete with Techron II, in any terminal that might have another name brand on their sign, if they carry an agreement, the equipment, the additives and computerization to pump Chevron brand out of their bulk generic fuel.Even the octane grade of gasoline usually is done by automatically mixing the required gallons of high octane gasoline with the required gallons of low octane gasoline to make the finished load a mid-grade gasoline. I have been to some older loading terminals where the driver had a chart to calculate how many gallons of high and low octane to mix into mid-grades but those facilities are less common now.I once worked for a fuel transport company that delivered branded BP to the BP stores. We also delivered a basic generic fuel to the local truck stops. Whether unbranded fuel came from BP, Conoco-Phillips or Williams terminals usually depended more upon bulk fuel price at a given terminal at the time than a name on the truck or terminal sign.***EDIT: In reviewing some the comments, it occurred to me that I may not have precisely understood what was being asked. All of the above information is still applicable to the question. Following is additional information.One truck could deliver to one retail store and then cross the street to deliver to another store of a different brand. This is possible because most tankers have 3–5 individual compartment. The compartments range from 500 gallons to 5000 gallons in size. This allows them to carry different grades of fuel or carry a separate delivery fit separate stores.Some of the older retail stores have smaller storage capacity than modern stores. Therefore, they might have capacity to accept a partial load and still need the storage as near as possible to 90%.Depending on the grade of fuel and season of the year, a tanker trailer can hold 7000–9000 gallons and still be under legal gross and axle weights. Fuel weighs heavier in the winter cold. Diesel fuel is heavier than gasoline.I was once cited for being overweight, by the Florida DOT during an unseasonally cold winter night in Florida, while hauling a full load of diesel. Had I cut the order load by just a 100 gallons, my weight would have been legal.Occasionally, I delivered a partial load to a store that had, maybe, space for 4000 gallons in 10,000 gallon capacity tank for a particular grade of fuel. The remainder of the tanker trailer was usually loaded with a fuel for delivery at another nearby location.Separate compartments on the trailer, allowed the two deliveries to be kept apart, even if they were the same grade. The shipping documentation was also separated to indicate different deliveries.

Pro of having borders controlsAllows the UK and the EU to have the necessary customs controls, enabling the UK government to fullfill the Brexit goal of an independent trading policy.Allows the UK and the EU to have the necessary passport controls, enabling the UK government to fulfill the Brexit goal of an immigration policy independent of the EU’s freedom of movement.Cons of having controlsThere are 208 crossings along the length of the 310 mile/499 km irish border. More crossings than the EU has on its entire eastern border with Russia, Belarus and Ukraine combined. Each one of these would need customs and immigration facilities on both sides: for UK and for Irish authorities. Closing any one of these crossings would need consultation and would anger people on either side of the border.There are 6,000 daily lorry crossings. Any or all of these would need to be stopped and checked to fulfill varying customs paperwork. Delays and disruption would follow.Local installations could be subject to paramiliarty attacks as confirmed by the former Northern Ireland police cheif Sir Hugh Order. Local people might simply ignore the crossings and smuggle themselves or their goods across the open fields on either side.Border controls will create hostility. The Good Friday Agreement, the EU single market and EU customs unions allow for an open, invisible border. This means that Nationalist and Unionist communities in Northern Ireland can either be British or Irish or both. Everybody across the island of Island can ignore the border with all geopolitical, economic, social and international well being which goes with it.Border controls will re-introduce political damaging partition of Ireland, something which Irish Nationalist community objects to. Notice how all the areas next to the border voted to remain in the EU.Northern Ireland in the June 2016 EU referendum.