Dumping Of Steel Essays - Trade Policy, International Trade

Dumping Of Steel INTRODUCTION Foreign steel producers plague the U.S. steel industry with unfair competitive practices. This practice is referred to as dumping. Dumping of foreign steel has been a problem throughout the history of the U.S. steel industry. In the 1990s dumping has become more of a problem, due to the breakdown of the Russian economy and its transition from Capitalism to a free-market economy. According to Microsoft Encarta 98 (1998), Free-Market Economy, is an economic system in which individuals, rather than government, make the majority of decisions regarding economic activities and transactions. In addition, the Asian financial crisis has led to another round of dumping into the U.S. markets by many Asian countries. The effects of dumping have a positive as well as a negative impact on the health of the overall U.S. economy. On the positive side, steel-using industries enjoy lower prices for steel used in the manufacture of their products. Turning to the negative side, the U.S. steel industry has suffered tremendously through layoffs and a collapse of a number of steel makers. Should the U.S. Government provide protection against dumping? The debate on protectionism has gone on for years. Protection of one industry by the U.S. Government has come at the cost of another including the U.S. consumer. BREIF HISTORY OF THE STEEL INDUSTRY The steel industry grew out of the need for stronger and more easily produced metals. During the last half of the 19th century, many technological advances in steelmaking played an important role in creating modern economies. These economies depended on the steel industry to supply rails, autos, girders, bridges, and many other steel products. Iron making can be traced as far back as 3,500 b.c. in Armenia. The Bessemer process, created independently by Henry Bessemer in England and William Kelly in the United States during the 1850s, allowed the mass production of low-cost steel; the open hearth process, first introduced in the United States in 1888, made it easier to use domestic iron ores. By the 1880s, the growing demand for steel rails made the United States the world's largest producer. The open-hearth process dominated the steel industry between 1910 and 1960, when it converted to the oxygen process, which produces steel faster, and the electric furnace process, which makes it easier to produce alloys such as stainless steel. After World War II, the U.S. steel industry faced increased competition from Japanese and European producers, who rebuilt and modernized their industries. Later, many Third World countries such as Brazil built their own steel industries and large U.S. steelmakers faced increased competition from smaller, nonunion mills. The U.S. produced about half of the world's steel in 1945; by 1991 it was the third largest producer, with only 11% of the world market, behind the former Soviet Union and Japan. Since the 1970s, growing competition and the increasing availability of alternative materials, such as plastic, slowed steel industry growth; employment in the United States steel industry dropped from 2.5 million in 1974 to 1.6 million in 1991. Global production stood at 736 million tons in1991, down from 786million tons in 1988 (The Columbia Encyclopedia, 1993). DUMPING Columbia Encyclopedia, (1993) defined dumping as the selling of goods at less than normal price, usually as exports in international trade. It may be done by a producer, a group of producers, or a nation. However, dumping is usually done to drive competitors off the market and secure a monopoly, and/or to hinder foreign competition. Nations, in an effort to counterbalance international dumping, often resorted to flexible tariffs. International trade through acute competition from foreign producers often leads to dumping infractions of law. A policy regarding dumping, depends on its effectiveness in maintaining separate domestic and foreign markets, the monopolistic mechanism that influences the stability of high prices in the home market, on export bounties, or on low import duties in the foreign market help maintain economic balance. Dumping disturbs those markets that receive dumped goods and it may drive local producers out of business. Governments may condone, even sponsor, dumpi ng in other markets for political reasons and/or to achieve more favorable balance of payments. In the late 19th century, dumping became part of the trade policy of great European cartels, especially German cartels. Britain, France,

How Do You Calculate Your GPA Step by Step Instructions

How Do You Calculate Your GPA Step by Step Instructions SAT / ACT Prep Online Guides and Tips How exactly do you take a document as complicated as your transcript and shrink it all down to one number? If you are wondering how to take all the final grades you've gotten in high school and figure out your GPA, then this article will show you exactly how to make that calculation. I'll take you through step by step. What Is a GPA? Most likely, in your high school classes, your final grades are given as letters (A-, B+, etc.) or as percents (92, 85, etc. out of 100). A GPA, or grade point average, first converts those letters or percents into numbers, then averages these numbers together. Because it's made up of all your grades, your GPA is one of the most important factors for college admission. It is a good indicator of your intelligence, work ethic, perseverance, and willingness to push yourself. GPAs are useful for colleges to easily compare you to other students who graduated from your school, and to all the other applicants. Why? Well, imagine you're an admissions officer who is looking at thousands of college applications. Would you rather go through each transcript, add up all the A's and all the B's, and then compare that to the next person, and so on forever? Or would you rather just have an easy summary number that could be used for a quick comparison across the board? Your GPA is that quick summary number. // Turn the hard to eat ingredients of your transcript into the gooey smore deliciousness of a GPA. Probably not with an open flame, though. The Difference Between Weighted and Unweighted GPA There are two main types of GPAs: weighted and unweighted. When schools use unweighted GPAs, they use a scale that goes from 0.0 to 4.0 and doesn't take the difficulty level of classes into account. However, some schools use a weighted GPA model, which takes class difficulty into account by using a scale that goes from 0.0 to 5.0. This gives higher numerical values to grades earned in honors/AP/IB classes. Suppose Jeremy gets an A in standard-level US History while Lakshmi gets an A in AP US History. With unweighted GPAs, both A’s are treated the same- each becomes a 4.0. On the other hand, with a weighted GPA, Jeremy's A would convert to a 4.0, while Lakshmi’s A would convert to a 5.0 to show that her class took a lot more effort to ace. // This article focuses primarily on explaining and calculating unweighted GPAs. For more information on weighted GPAs, check out our other article. Sure, you can pick them up, but doesn't it help to know how much each weighs? How Do You Calculate Your Unweighted GPA? The first thing to do in order to calculate a grade point average is to convert each of the final class grades you’ve gotten so far in high school into the right decimal. Here is the standard unweighted scale for doing this: Letter Grade Percentile GPA A+ 97-100 4.0 A 93-96 4.0 A- 90-92 3.7 B+ 87-89 3.3 B 83-86 3.0 B- 80-82 2.7 C+ 77-79 2.3 C 73-76 2.0 C- 70-72 1.7 D+ 67-69 1.3 D 65-66 1.0 F Below 65 0.0 Then, perform the following calculation: Add all the converted decimal grades together – this is your sum. Count the number of classes you’ve taken. Divide the sum by the number of classes, and you have your unweighted GPA // In the next section, we'll go through an example calculation of an unweighted GPA. Want to build the best possible college application? We can help. PrepScholar Admissions is the world's best admissions consulting service. We combine world-class admissions counselors with our data-driven, proprietary admissions strategies. We've overseen thousands of students get into their top choice schools, from state colleges to the Ivy League. We know what kinds of students colleges want to admit. We want to get you admitted to your dream schools. Learn more about PrepScholar Admissions to maximize your chance of getting in. Step of an Unweighted GPA Calculation Let me show you an example of how to calculate an unweighted GPA so you can see how this will look inpractice. (To see how to calculate a weighted GPA, check out our other article.) We'll use a sample transcript for incognito CIA operative John Doe. #1: Convert Grades Into Decimals In order to learn how to calculate a GPA, let’s first convert John's letter grades into numbers: 9th Grade 10th Grade th Grade 12th Grade 3.0 4.0 4.0 3.0 4.0 3.0 2.7 3.0 3.3 3.7 3.7 4.0 3.7 4.0 3.0 3.0 3.0 4.0 3.3 3.0 3.3 3.3 4.0 3.7 4.0 4.0 4.0 3.7 4.0 3.0 3.0 2.7 4.0 3.0 // Let’s also count how many classes he took each of those years: 9th Grade 10th Grade th Grade 12th Grade 10 classes 10 classes 8 classes 6 classes #2: Calculate Individual Year GPAs To get each individual year’s GPA, all we need to do is divide the sum by the number of classes. If this division ends up with a long decimal, simply round to the nearest tenth: 9th Grade 10th Grade th Grade 12th Grade 35 / 10 = 3.5 35.7 / 10 = 3.57 27.7 / 8 = 3.46 19.7 / 6 = 3.28 #3: Calculate Cumulative High School GPA To get a cumulative GPA for John’s entire high school career, we add up the sums for all the years and divide by the number of classes he took over all those years: 35 + 35.7 + 27.7 + 19.7 = 8.1 (sum of all final grades) 10 + 10 + 8 + 6 = 34 (total number of classes taken) 8.1 / 34 = 3.47 (GPA) So, his GPA for all of high school is 3.47. Pro tip:the cumulative GPA is NOT an average of each year because the number of classes taken each year is different. // #4: Calculate GPA Submitted to Colleges (Optional) Finally, if we wanted to figure out the GPA that John would send out on his college applications, we would do the same process, but leave off senior year. Since applications go out in the beginning of 12th grade, those final grades don't make it into the application GPA: 35 + 35.7 + 27.7 = 98.4 (sum of final grades from 9th to th grade) 10 + 10 + 8 = 28 (number of classes taken from 9th to th grade) 98.4 / 28 = 3.5 (college application GPA) John’s application GPA is 3.5. Is nicely done, John! What’s Next? // Interested in diving even deeper into the differences between weighted and unweighted GPA? Check out our guide to the benefits and drawbacks of both. Want to see step-by-step weighted GPA calculation? Let us show you how it’s done. Curious how your GPA compares? See what a good or bad GPA score is, and how you stack up against the average high school student. Want to improve your GPA?Check out our in-depth guide to raising your grades, from a writer who got a perfect 4.0 GPA. Read it for free now:

Discuss the use of monetary policy to influence the levels of Essay

Discuss the use of monetary policy to influence the levels of inflation and unemployment in an economy - Essay Example Reserves of commercial bank are one from of liabilities of federal bank .the imposition of reserve requirement from federal bank results this liability. Treasury deposits are also a liability for federal bank since there are the deposits made by treasury department of states. Federal Reserve notes are the notes circulated by federal bank in the country in the form of paper money. They are the claims against the assets of federal bank and hence become liability for federal bank. Since, we know that one of the core functions of federal bank is the creation and control of money in the economy, the monetary policy acts as an action plan for this purpose. The federal bank has three core tools to control the money supply in the market Since bonds are floated in the market by government and other organization to raise money, they can be used by the federal bank to increase or decrease the money supply. The federal bank can either buy or sell bonds with commercial bank or general public. Buying securities from commercial banks the reserve of commercial bank are increased while the assets base of federal bank increases. Same thing happens when the federal bank buys securities from public, the asset base of the federal bank increases as well as that of commercial bank. Overall the money at the disposal of federal bank increase which increases the money supply n the market. Reserve ratio is the amount of reserve of commercial bank that they are required to keep with the federal bank. This reserve is not allowed to be loaned to the public. A federal bank, when want to increase money supply in the market decreases the reserve ratio which in turn decreases the reserve of commercial bank kept with federal bank. With the increase money at the disposal of commercial bank they are able to load out more money in the market which increases the money supply. Similarly if the federal bank wants to decrease the money supply it increases the

Gander and society Essay Example | Topics and Well Written Essays - 750 words

Gander and society - Essay Example Females mature earlier compared to males is a fact that faces refute on so many levels in modern society and is a true statement. This is seen by then desire women show for older men in relationships and life. This is just an example of ways in which the fact can be proved through actual observation on a social aspect in a natural environment. Then fact that, women mature faster than men is also seen on so many other levels such as the vale they attach to education on their formative stages of live, as compared to men who tend to pay attention to their academic requirements much later in life. This also reflects on graduation rates of the said women, where females drop out of school at a lower rate than that of their male counterparts. Moreover, this is mainly due to the differences the two parties have in their genetic structure. In this case, it refers to their chemical balance and hormonal differences in the two. Mentally, this is seen by the early myelination of the brain, where the nerves of the brain are coated at a faster rate in females to allow snappy conductivity of electrical impulses to and from the brain (Hodgins 6). This is what makes women develop sooner than males as the myelination process is complete by over twelve to eighteen months as opposed to the male, which continues to develop into their early twenties. The above can also be shown in the case of language development, where females mature in terms of language earlier than males. This is due to the development of the female brain in an advanced rate. In relation to this, vocabulary is learnt and reading skills are acquired earlier than males. As a result, males learn verbal skills at a lower rate and learn verbal communication slowly. Still on brain maturity, females tend to have improved chemical secretions for a balanced personality. This is due to the amounts of serotonin that the female brain secretes; thus, influencing the female personality in relation to impulsiveness. This is as o pposed to the male brain that produces lower levels making males have rash personalities that act on impulse. The above is, in addition to the production of oxytocin in males and females, where in females it is continually produced to work on their responses to other people’s pain as opposed to males (Hodgins 6). This can be seen in cases where males, in the society, look more after their own interests in spite of other people’s suffering. However, this occurs only if the parties involved are not that close to the male in question. As a result, females respond appropriately to the needs and pain of other people despite the lack of personal or relationship ties. The emotional aspect in males and females in the society is the issue at hand due to the act that females mature faster in all other aspects except emotionally. In this regard, emotional maturity for both parties in question is almost at par if males are not more advanced than the females. This is due to the abi lity of males to compartmentalize that which they would like to have as adults, as opposed the principle applied by females. On the other hand, females relate their emotional aspects, where they cling to the emotional ties of a relationship that they would like to have as adults. This translates to the concept of males having stronger and effective control over their emotions, as opposed to females. This puts male emotional maturity at a higher level than that of women as maturity is in emotion is defined to be full

Export Cycle Of A Shipping Line Economics Essay

Export Cycle Of A Shipping Line Economics Essay Shipping Industry has always been subject to vagaries of different factors, such as, ocean monsoon, political and economical factors etc. Nowadays when the world economy is undergoing recession, its all the more necessary to study this integral line of transportation, which connects the globe through water. The objective of the project undertaken was to study the problems of the upcountry exporters with particular reference to ICD. When in late 70s and early 80s, the concept of containerized cargo and delivery at doorstep started getting popular the world over, a need was felt to set up an Inland Container Depot to cater to the needs of trade and industry of the Northern part of India.   With this background in mind and with a view to bringing the facilities of transportation and Customs clearance of import and export cargo at the doorstep of importers and exporters, an Inland Container Depot was set up at Pragati Maidan in 1983 under the control of an Assistant Collector of Customs.   Indian Railways were nominated the custodian of the goods.   In 1984, a Container Freight Station (CFS) was also opened at Patparganj, which was an extension of ICD, Pragati Maidan, and Central Warehousing Corporation was nominated as its custodian.   This was a new experience for the trade and in dustry of North India and the institution of ICDs caught their imagination.   Soon, the importers/exporters who earlier used to clear their goods from one of the ports, started using ICD: Pragati Maidan and CFS : Patparganj for the clearance of their import and export goods.   In 1988, a public sector enterprise, M/s. Container Corporation of India Ltd. (CONCOR) was set up which took over the responsibilities of custodian from Indian Railways for ICD: Pragati Maidan.   Within a decade of its inception, the volume of work at ICD had increased to such an extent that it became difficult to handle it at Pragati Maidan.   It was then decided (in 1983) to shift the venue of ICD from Pragati Maidan to its present location i.e. at Tughlakabad.   In 1995, the CFS : Patparganj was upgraded to a full fledged ICD with C.W.C. continuing as custodian of the goods.   Movement of containers by road was also permitted in addition to the movement of containers by rail through Tughlakabad.    Almost all commodities are being imported through ICD, major items being machinery, electronic goods, plastic, chemicals, motor vehicles and parts and metal and metal scrap.   On export side major items being exported through ICD are leather garments and leather products, readymade garments, machinery, agricultural products especially rice The project was majorly focused on ICD and the problems faced by the exporters with reference to the ICD. OBJECTIVE To study the problems of the upcountry exporters with particular refrence to ICD To study the workings of the study. To study the role of ICD in India. To study the role of Multimodal Transport Operators in the International Trade transactions. METHODOLOGY DATA SOURCE: The data was collected from primary and secondary sources. Primary data was collected through interactive sessions with exporters importers, Export Import managers, Commercial managers, Managing Directors, General Managers, Logistics managers and Supply chain managers. Secondary data was collected from internet, EXIM newsletter, Libraries and FIEOs directory. RESEARCH APPROACH: The approach adopted was survey of exporters and interactive sessions with various people. The presidential areas that were surveyed include Okhla Industrial area, NOIDA, Udyog Vihar, and Global Business Park etc. RESEARCH INSTRUMENT: Research instruments used were interactive sessions with various executives. CONTACT METHOD: Personal interviews were used to collect information because they are more authentic and the researcher can easily know and describe the attitudinal behavior of the respondents, which cannot be done by using other survey methods LINER REPRESETATION THE LINER INDUSTRYS CHALLENGE: There is no doubt that the challenges and opportunities facing the container liner shipping business get bigger as each year passes. As the years after 1999 passed half the way the future of those companies involved in providing container transport services seemed to hinge on two massive opportunities or challenges securing cost advantage and satisfying the need of customers. The consensus is that failure to seize either or both of these opportunities will ultimately condemn carriers, whatever their specialist niche or global coverage to commercial oblivion in a trading environment that each year becomes ever more competitive. The first analysis of the containerization international, published in May 1983 entrants which do not figure in the latest 1998 ranking, are Wilhelmsen Lines, Polish Ocean Lines, Hoegh Lines and Star Shipping, all of which unlike US Lines, are still operating. Number one shipping line, Maersk was ranked fifth in 1983, Mediterranean Shipping Co., fourth in the year was nowhere to be seen. Of course, back then Nedloyd and PO (then called OCL) were listed separately, as were APL and CGM, while the companies, which have recently acquired them, respectively NOL and CMA, did not even make the top 20 in 1983. Neither did Ships, Safmarine/CMBT, nor any of the South Korean carriers. What was also different was the number of non-cellular vessels and converted to cellular ships 1983 stop carriers had deployed. Only just over half their fleet in terms of TEU capacity were purpose-built, fully cellular ships. Also, most of their ships were less than 2,000 TEU, the notable exception being those of US Lines. It had 14*4, 4,148 TEU ships in the pipeline. Capacity growth is largely attributable to expansion by leading players. For, such is the maturity of the market and so high the price of entry that the days of major new operations appearing on the scene are long since gone. The problem of underutilization of assets also exists. This problem doesnt vary only from trade to trade, but also from route segment to route segment. Similarly its impact on pricing is patchy. Container liner services rates continue to decline in real terms in many markets, despite considerable improvements in the level and range of services being offered by carriers. Some analysts suggest that rate levels will soon start to edge up in certain trades as careers seed to recoup the substantial investment they have made in vessels, boxes and information systems. It is argued that there is a limit to how long they can continue to survive in such tight margins. However, a rise in rates presupposes a level of discipline among carriers, which the industry has rarely displayed, often preferring instead to try and secure volume by buying market share. And with the conference system in terminal decline in the face of shipper and regulatory antipathy, there are few structures left to encourage price discipline with in the industry. Carriers will also continue to secure cost advantage by forming strategic alliances with other operators. Such partnerships are now a recognized means of achieving better results for carriers and their customers. On most trades such arrangements are now the norm and barring any regulatory ruling which might impede their progress they will continue to flourish. One of the advantages of such alliances is that thy enable participants o improve the coverage and service frequency they an offer their customers. Such considerations assume greater importance as lines seek to be more responsive to the needs of their customers. Increasingly operators are becoming less asset-focused and more customer-driven. This presents a host of opportunities for an industry which has only relatively recently realized it is in the service business. For the global operators the challenge is to think globally, but at the same time act locally, by providing services which are appropriate for local as well as global shipping needs. WORKINGS OF SHIPPING LINE Contract of shipment Booking space in a ship. Getting confirmation from the agent. Picking up of the cargo (according to the terms of the shipment). Warehousing, if required. The carrier issues the bill of lading when he receives the goods. Ones the ship sails the master informs the agent. Informing the principal about the shipment. Delivery according to the terms of shipment. Export Cycle Of A Shipping Line Shipping line negotiates freight terms, etc with the client and upon finalization of deal; client agrees to use MISC for export shipment. The client then approaches the Shipping Line. Operations office/counter at the ICD for the allotment of the container. Container is allotted to the client upon the presentation of a copy of shipping bill/invoice. There are three modes of operation. Factory stuffing: If the container is being taken to the factory for stuffing, the client organizes his own transportation and removes the container for house stuffing. After stuffing, the central excise puts a seal in the container and Line seal is also put by the shipper. The container is moved to ICD, where a customs inspection takes place, and after inspection Customs seal is put. After the sealing, the container moves to the railhead for further movement to Nhava Sheva. ICD stuffing: The cargo is brought to the ICD by the shipper and a container is allowed based on shipping bill a container is allotted. Cargo is stuffed at ICD and after the seals are put in the container, the container moves to the railhead for further movement to Nhava Sheva. CFS stuffing: The cargo is brought to the CFS by the shipper. After the customs formalities, the container is stuffed by the shipping line. After stuffing, a line seal and customs seal is put, and the container is moved to ICD railhead for further movement to Nhava Sheva. Many a times the shipper stuffs the container in his factory and instead of bringing it back to the ICD, hands it over directly to Nhava Sheva. Customs inspection of seal is done at Nhava Sheva. Last but not the least payment is collected from the concerned shipper. FLOW CHART OF THE EXPORT CYCLE OF A SHIPPING LINE EXPORT  ¯ FACTORY STUFFING ICD STUFFING CFS STUFFING  ¯  ¯  ¯ BROUGHT TO FACTORY FOR STUFFING BY SHIPPER CARGO IS BROUGHT TO ICD AND CONTAINER IS ALLOWED AGAINST S/B CARGO IS BROUGHT BY THE SHIPPER TO THE CFS  ¯  ¯  ¯ CENTRAL EXCISE AND LINE SEAL BY SHIPPER CARGO STUFFED AT ICD CONTAINERS STUFFED AFTER CUSTOMS FORMALITIES BY S/L  ¯  ¯  ¯ CONTAINER BROUGHT TO ICD AFTER CUSTOMS INSPECTION SEAL IS PU PUTTING OF SEALS PUTTING OF LINE CUSTOMS SEAL  ¯  ¯  ¯ CONTAINER MOVED TO RAILHEAD CONTAINER MOVED TO RAILHEAD CONTAINER MOVED TO ICD RAILHEAD ICD TUGLKABAD When in late 70s and early 80s, the concept of containerized cargo and delivery at doorstep started getting popular the world over, a need was felt to set up an Inland Container Depot to cater to the needs of trade and industry of the Northern part of India.   With this background in mind and with a view to bringing the facilities of transportation and Customs clearance of import and export cargo at the doorstep of importers and exporters, an Inland Container Depot was set up at Pragati Maidan in 1983 under the control of an Assistant Collector of Customs.   Indian Railways were nominated the custodian of the goods.   In 1984, a Container Freight Station (CFS) was also opened at Patparganj, which was an extension of ICD, Pragati Maidan, and Central Warehousing Corporation was nominated as its custodian.   This was a new experience for the trade and industry of North India and the institution of ICDs caught their imagination.   Soon, the importers/exporters who earlier used to clear their goods from one of the ports, started using ICD: Pragati Maidan and CFS : Patparganj for the clearance of their import and export goods.   In 1988, a public sector enterprise, M/s. Container Corporation of India Ltd. (CONCOR) was set up which took over the responsibilities of custodian from Indian Railways for ICD: Pragati Maidan.   Within a decade of its inception, the volume of work at ICD had increased to such an extent that it became difficult to handle it at Pragati Maidan.   It was then decided (in 1983) to shift the venue of ICD from Pragati Maidan to its present location i.e. at Tughlakabad.   In 1995, the CFS : Patparganj was upgraded to a full fledged ICD with C.W.C. continuing as custodian of the goods.   Movement of containers by road was also permitted in addition to the movement of containers by rail through Tughlakabad.   ICD : Tughlakabad (TKD) caters to the need of importers and exporters based in Northern India.   It is situated near Okhla Industrial Area and is spread over 44 hectares of land.   It has three storied Administrative block housing Offices of Customs, CONCOR, Bank, Shipping Lines, CHAs and Surveyors.   Four full length rail lines are available in the Customs area which bring the containers by train from Gateway ports such as Mumbai, Nhava Sheva, Chennai, besides bringing the containers by road from other ports such as Haldia, Calcutta and Kandla, etc.   ICD:TKD is equipped with most modern facilities such as rail mounted gantry of 40 metric empty lifting capacity, rubber tire diesel powered cranes, billoties and lift trucks, etc.   two covered sheds, one for import and another for export with a total area of 16,000 sq. mts. has been provided in the Customs area for stuffing and de-stuffing of import and export   goods.   With these ultra-modern facilities, ICD:TKD, New D elhi, has developed into the largest hub of multi-modal centre in the Indian sub-continent.   Containers meant for ICDs: Patparganj, Faridabad and Gari Harsaru are first brought at TKD by rail and then transported to their respective destinations.   Almost all commodities are being imported through ICD, major items being machinery, electronic goods, plastic, chemicals, motor vehicles and parts and metal and metal scrap.   On export side major items being exported through ICD are leather garments and leather products, readymade garments, machinery, agricultural products especially rice The ICD Tughlakabad is the largest dry port in South Asia and the leading centre for importers and exporters of the Northern Region.   This ICD began functioning at Tughlakabad in 1993, prior to which it was located at Pragati Maidan.   The Custodian of this ICD is Container Corporation of India Ltd (CONCOR), which is the Public Sector Undertaking.   CONCOR are also the carriers, through rail, of import and export containers between ICD Tughlakabad and the Gateway Ports of Mumbai, Nhava Sheva and Chennai.   This ICD is the focal Port for the ICDs at PPG,   Faridabad and Garhi Harsaru and the movement of the containers between the ICDs to and fro takes place by road.   The Customs area houses two covered Sheds, one for import and the other for exports.   The main CONCOR building houses the administrative staff of Customs and CONCOR as well as the offices of CHAs and Shipping lines.   The staff working at ICD Tughlakabad is the regular Departmental staff and not on cost recovery basis.   The traffic as well as the revenue from this port has been going up over the year which can be seen in the charts below: Containers Handled: CONTAINERIZATION INFRASTRUCTURE IN INDIA Worldwide, the containerization of cargo has steadily been gaining popularity because of the several advantages it provides to manufacturers and exporters. Some of these are listed below: Lower transit time Safety of cargo from pilferage and in-transit damage Ability to avoid sales tax and Octroi checks at each state border crossed. In India, however, the proportion of total internal trade that is containerized is still quite insignificant. The total annual volume of internal trade is estimated to be 650 million tonnes, of which 250 million tonnes are moved by rail and the remaining 400 million tonnes by road. The volume of containerized cargo movement is less than 5 million tonnes (of which 3-4 million tonnes are handled by the railways). There is thus substantial potential for growth in the containerization sector. CONTAINER CORPORATION OF INDIA The Container Corporation of India, or CONCOR, was established in 1987, under the Ministry of Railways. Its stated objectives were to promote containerization and thereby boost Indias domestic as well as international trade. CONCOR is the monopoly service provider for containerization via railways. Present infrastructure Since taking over the Railways container handling facilities, CONCOR has developed a vast network of container terminals at prime locations across India. It has 31 Exim terminals. While most CONCOR terminals are rail linked, road is preferred in some cases depending on local conditions. (E.g.: some hubs like Tughlakabad are fed by satellite locations like Agra and Panipat by road). Growth As a pioneer in this field of containerized transportation, CONCOR has grown impressively since it was established in1987. The cargo throughput has grown from only about 74,890 TEUs in 1990-91 to over 8,01,000 TEUs in 1998-99. In the first ten years of its existence, its throughput has seen an average growth of 20% per annum. EXIM traffic Only about 30% of port traffic originates from and terminates at places within 300 km from the port. The remaining 70% is to and from the hinterland, representing a potentially large demand for CONCORs services. CONCOR provides transport linkages between ports and the hinterland. Regular container trains are run to and from ports to CONCOR terminals in the hinterland. Some of these terminals are also served by road. Future Terminal Development plans Plans are afoot to embark on a large-scale terminal development programme. Region-wise plans have been drawn up. The 31 existing Exim terminals are to be increased to about 50 by 2002-03. CONCOR would then be located in almost all cargo receiving/generating areas of the vast hinterland. Terminals would also be expanded. Presence in the hinterland as also in the port towns would tie up both end-points of the shipment route, facilitating control over the entire logistics chain. 3800 high-speed flat wagons are being procured with the help of a US$94 million World Bank loan. These wagons will be put to use in all EXIM streams and subsequently in domestic streams. As these container trains will run at the speed of mail/express trains, the transit time between ports and hinterland will be substantially reduced. WORKINGS OF ICD IN INTRNATIONAL BUSINESS ICD is a common user facility with public utility authority status, equipped with fixed installations and offering services for handling and temporary storage of any kind of good (including containers) carried under Customs Control and with Customs and other agencies competent to clear goods for home use, warehousing, temporary admission, re-exports, temporary storage for onward transit and out right exports. Facilities at a dry port : Export and import warehouse: They are used for international trade and are located near dry ports. They are provided transit storage facilities for goods awaiting onward movement; separate provisions for break bulk, packaging inspection of goods, marking, etc. Container handling equipment for ISO container. Container yard (storage place of containers) It is provides space of offices of the shipping agents, customs clearance and freight forwarder agents, banks,road vehicles operators(transporter), packing service, consolidation service, fumigation, weightage of cargo and marshalling and train information service etc. Export procedure : Export of goods from India moving in containers is usually done through road and rail from ICD to Gateway ports. Types of shipping bill: White shipping bill (for duty free goods) Green shipping bill (for duty drawback) Blue shipping bill (for duty entitlement passbook scheme) Yellow shipping bill (for eatable goods. It depends on goods) GRI (Guarantee Remittance Forms) This is prepared in duplicate, the original is retained by the customs and the duplicate is sent to the RBI by the customs after processing of documents and finalization of shipping bill. Type of bill of entry: White bill of entry for home consumption goods. Blue bill of entry for goods are to be deposit in a customs bonded warehouse Green bill of entry fro goods are cleared from the customs bonded area Yellow bill of entry for eatable goods. Concept of customs : Custom procedure through out the world is similar so it is a valuable e source of assistance of administration involved in the modernization of National Customs Legislation. Hence allowing easy identification of out of date procedure Customs Act as a requirement for a financial guarantee to be established in the transit country by the party responsible for transit operation to meet possible claims by the customs. Customs also acts as a watchdog as it physically examines the goods being exported or imported out/in the country for their quality and also appropriateness. SHIPPING POLICY OF DEVELOPING COUNTRIES Globalization of trade and industrial production on the scale presently observed is not only affecting maritime transport in different ways, but has also been decisively shaped by shipping developments. Globalization in the widest sense has dramatically changed the demand for transport and related services and has forced all transportation companies to better adapt the services rendered to the requirements of the trading community. At the same time, important technological developments in maritime transport created the precondition for the expansion of world trade based on an intensified international division of labor. Changes in the provision of shipping services have been brought about by market driven forces, but their realization was largely made possible through policy reforms. Countries have relaxed or removed protective legislation and have started a process of renegotiating or renouncing bilateral agreements providing for market access restrictions. In parallel there has been a general move towards privatization of state-owned shipping companies and the opening of the market for shipping and related services to private sector competition. These policy reforms have been the more remarkable as shipping has been generally considered a strategic industry and lines a national asset. Liberalization of market access has led to increased competition among shipping lines and to greater commercial flexibility with regard to capacity management, pricing and entry into trade routes. At the same time, however, liberalization has also provided the basis for concentration processes, which perpetually chan ge the structure of the industry. A policy Environment Conducive to the Development of Shipping Markets: In order to ensure that development objectives are being met, Governments must give higher priority to transport issues, must review and revise the regulatory framework to allow greater participation of the private sector, introduce reform measures to make providers of transport service more responsive to user demands, streamline administrative procedures, introduce a system of transport performance indicators, promote the use of information technology and strengthen training programs in this sector. At the international level, it is important that policies and regulatory regimes be harmonized and Governments be assisted in devising the necessary policy measures required to ensure that transport supply capacities in developing countries be created or strengthened and to ensure that traders be placed in a position to effectively take advantage of transport opportunities offered in liberalized and globalized ocean transport markets. While general frameworks are being elaborated at the global level, it is also important that parallel efforts are pursued by governments towards market and policy reforms in the context of regional integration arrangements. Policy Principles: Problems faced by developing countries relate both to supply-side dynamics and to protection of users interests in transport markets. In many developing countries shipping and transport were considered to be strategic industries calling for public ownership in line with generally pursued economic policies. In order to increase the efficiency of the sector in general, programs of commercialization, privatization and liberalization have been set in motion. These programs are an integral part of a policy reform program which involves a shift in policies away from market access restrictions to a fleet development policy based on strengthening of commercial capabilities of national service suppliers and to support policies increasing the competitiveness of the maritime services sector. This shift is important to note, as it underlines the fact that shipping policy is not only a matter of market access policy. Market access is only one facet, with others, such as policies relating to fleet development and sector efficiency being equally important. This aspect is particularly relevant as it shows the need to complement WT O negotiations in the context of GATS. At the same time, developing countries need high-level and specific advice both in negotiating and implementing liberalization instruments. Liberalization and privatization are the two main pillars of maritime policy reform programs of developing countries. While restructuring of State-owned companies is necessary to ensure market orientation, it may not be a sufficient condition for successful privatization. Support measures need to be put in place that would give a concrete meaning to the notion of progressive liberalization. These measures would aim at improving the capabilities of developing countries operators to produce transport services and to create a level playing field enabling operators to compete successfully in the new transport markets. For developing countries to gain or to maintain a significant position as producers of transport services in a competitive environment, where ownership and nationality are o longer central elements, it is crucial, that competitive and exportable services be produced that can be offered in an increasingly international market. In order to arrive at such a situation it is essential that policies are being pursued that aim at capacity building and removing obstacles for national operators. These policies of competitiveness and thereby of raising the efficiency are intrinsically linked to liberalization processes. At the same time it is important that local suppliers benefit from an environment that creates a level playing field and gives them a reasonable chance of success. This need for a level playing field, however, is not to be confused with a call fro restrictive or discriminatory measures that would impede on the freedom of choice of the users of transport services. It does, howev er, call for a certain amount of harmonization of the administrative and regulatory environment, such as conditions for ship registration, taxation, labor movement, etc. Modern and efficient ports are necessary and powerful tools of facilitating and fostering trade and development and more so at a time of globalization of trade. Nowadays, ports must offer efficient and reliable services to ships and cargo, including communication systems, documentation and customs procedures, to allow the timely flow of goods through the transport chain. To assist in this flow, some countries have developed distribution or logistics centers in the port areas, which are used for the storage, preparation and transformation of cargo. Therefore, ports are no longer simply a place for cargo exchange but are a functional element in the dynamic logistics chains through which commodities and goods flow. An efficient transport system is also a prerequisite to attract foreign direct investment. Ports can be crucial element in developing a competitive advantage for a country and therefore Governments and port authorities need to adopt suitable port policies to allow the nation to reap this potential benefit. It is of the greatest importance that an environment is created where Governmental and intergovernmental activities on the legislative, regulatory and institutional fronts are discussed with the inputs of all users. Market Access Policies-National Policies and GATS: Maritime Transport- The successful employment of larger vessels and fleets, be they single company fleets or joint ones in the consortia or other cooperative arrangements is dependent on the existence of and the unimpeded access to sufficiently large cargo flows. Such flows rarely exist in bilateral trades but can only be assured by a mix of home and cross trades. Rationalization of services thus achieved requires planning security based, inter alia, on a predictable regulatory policy framework. A high degree of liberalization of trade in maritime services and the existence of multilateral rules establishing the framework within which lines operate are clearly in the interest of these service providers. Similarly, the extension of activities into logistics services requires access to inland transport and so-called auxiliary services, either as service providers or as users with guaranteed and unconditional access to such services, which might raise a great deal of opposition. The General agreement on Tr ade in Services (GATS) partly addresses these issues in the sectoral agreement on maritime transport. Port and Auxiliary Services: Modern and efficient ports are necessary and powerful tools for facilitating and fostering trade and development and more as at a time of globalization of trade. Nowadays, ports must offer efficient and reliable services to ships and cargo, including communication systems, documentation and customs procedures, to allow the timely flow of goods through the transport chain. To assist in this flow, some countries have developed distribution of logistics centers in the port area, which are used for the storage, preparation and transformation of cargo. Therefore, ports are no longer simply a place for cargo exchange but are a functional element in the dynamic logistics chains through which commodities and goods flow. An efficient transport system is also a pre-requisite to attract foreign direct investment. Ports can be crucial element in developing a competitive advantage for a country and therefore Governments and port authorities need to adopt suitable port policies to allow the nation to reap this potential benefit. It is of the greatest importance that an environment is created where Governmental and intergovernmental activities on the legislative, regulatory and institutional fronts are discussed with the inputs of all users. Port infrastructure developments, for example, involve a closely coordinated partnership between the private and public sectors. Governments should therefore

Death Penalty :: essays research papers fc

1st Negative case You have heard from the affirmative side and you may disagree or agree with some of their points, but the reality is that their plan will not and cannot succeed in today’s society. True, on paper the plan looks very good, but it will not work. Today’s present system, with the death penalty is much better off then without it. The negative side, which my partner and I represent, feels that the death penalty should not be abolished and that today’s system, which allows states to choose if they want to impose the death penalty, should continue to be used. It is true that innocent people have been executed, but that number is miniscule compared to the amount of â€Å"true† criminals that are rightfully executed. There is 28-step procedure necessary before any person can be given a death sentence. By having the process consist of numerous steps and involving many different people, human error is greatly reduced. The death penalty is not raciall y or gender bias, much to the contrary of what the affirmative team believes. The fact is that men commit more crimes, so they will be convicted at a greater rate then women. The ratio of men to women on death row and executed is 68:1 or 3400:50 (NAACP Spring 1996). From 1976-1994, men committed 7 times as many murders as women or a 7:1 ratio (Sourcebook ’94). Therefore, it may be statically shown that men are, by a 70:1 ratio, more likely to be on death row then are women. Like gender bias, racial bias is nonexistent in the rulings involving the death penalty. Whites represent 56% of those executed, and blacks 38% (NAACP Summer of 1996). The other 6% are other minorities. The death penalty is not bias to any race, but by just looking at the numbers it may seem that it is. The total populations of each race will give the illusion of bias, but that is not true. The affirmative side also argues that the cost of life in prison without parole is much cheaper then the cost of the death penalty, but this, like their charge of bias, is also untrue. The death penalty is millions cheaper then life without parole in the long run, but when our numbers are compared to the affirmative’s numbers no right or wrong conclusion can be reached. No one team can give impartial numbers since studies by both sides are bias.

History of Djing Essay

How to DJ History of DJing: DJing began with the invention of the phonograph in 1857. It allowed people to create and record sounds on the device to let others listen to. In 1906, Reginald Fessenden played the first music record over the air. Then shortly after, came the disk jockey. As music became more popular, night clubs began to spring up creating a social environment around the uprising. Then came the implementation of music in school dances and other small venues, however, the quality of the equipment meant that the sound quality was often unbearable and distorted. As equipment began to get better, the rise of the modern DJ began. (Dave) In general terms, a DJ’s job is to play a series of records or music in front of an audience for their enjoyment. However, a club DJ is one who approaches the music in a much more creative way by carefully hand picking certain tracks to create a seamless, flowing mix, otherwise known as a set. Every DJ has his or her own technique that they apply when mixing. (Nelo) To be a DJ, one must be a true performer and have the ability to feel the crowd. The DJ should be able to feel the music and have the necessary skills to blend tracks together. Armin van Buuren is perhaps the most famous DJ worldwide. In his early years, his DJ career did not work out so he set out to get a traditional degree. In his last years of school, his productions took off. After creating chart topping remixes, he wanted to try being a DJ. He has used his talent to create the phenomenon known as A State of Trance which is at its 500th episode. He has DJed at the biggest venues in the world and has had countless sell out raves. Armin van Buuren is just one of the many DJs in the world who have taken the art to the masses. How to DJ: For my first DJ set, I chose to do a multiple genre mix, the hardest type of mixing. To create a set, you need a pair of turntables and a mixer. To use effects and to be able to create a more creative mix, you need software such as Traktor or Serato on your computer. I am going to use the Traktor S4 (Figure 1) which is a top of the line DJ controller. First, I chose a track list that I felt would create a good vibe in a club or party environment. The genres range from Pop, RnB, to Drum and Bass. I started the mix using a custom intro blended with a remix of a Katy Perry song. Then, I blended in the next track by beat matching the two tracks and adding a swoosh sound while transitioning to the next track making sure to keep the flow the same. (Figure 2) I then brought in a beat that slowly raised the bass creating a hard beat. Nearing the end of the track, I transitioned into a remix of a classic club song that everyone would know how to dance to making sure that everyone in the crowd would enjoy the music. After the classic, I transitioned into a portion of Satisfaction by Benny Benassi that had an electro vibe that would allow me to seamlessly transition into another dance classic that had a vastly different beat, keeping the flow going. After Bonkers by Dizzy Rascal, I transitioned to a intermission drum and bass beat, building the beat for the future track. This track would be used to pump up the crowd and get them ready to dance to the high paced final track. For the final track, I chose a drum and bass remix of a UK chart topper, Pass Out by Tinie Tempah remixed by Netsky. (Figure 3) Nearing the end of the set, I made sure to end the song by slowly dropping the bass levels, then trebles, and finally the mids. This allowed me to slowly fade out the track without creating a messy set. To create the set, it took four hours.