Steroids Essay - 572 Words

Steroid use in Major League Baseball is a topic of growing concern. Over the past few months, different allegations toward certain superstars and their involvement with illegal anabolic steroids have surfaced. From books written by ex-ballplayers to accusations by ex-trainers of the players, steroids are clearly all over the teams clubhouses when it shouldn’t be. Steroids connection with Major League Baseball today should clearly not be allowed because it gives the users a decisive edge over the clean players, it sets a bad example for the children that look up to the ball players, and most importantly it will eventually kill you. Steroids are a drug that increases the body mass and strength of a person by a large amount when used†¦show more content†¦Cottiers 2 With high-schoolers all across America striving for a chance at the Major Leagues, the risk of steroids seems minimal when you see the people you look up to using them. There is a reason steroids is banned from baseball-because it is very dangerous to your body if taken. Just like cocaine and heroine are illegal across America because of its harming effects on the body, steroids is also illegal because it can kill you in the long run. A high school athlete recently committed suicide because of a side effect from using steroids. It doesn’t get much simpler than the fact that steroids do kill. Other muscle gaining supplements such as Creatine are accepted in the Major Leagues because it doesn’t have the harming effects on the body as steroids do. Steroids is a drug that has an endless list of damaging side effects which is what causes the drug to be banned from all clubhouses in the Major Leagues, as well as all professional sports. Of course it is easier to take the easy way out, which is why the popularity of steroids is growing. Instead of working twice as hard in the weightroom, players are sticking a needle in their body to help them become twice as big without requiring as much work. This is what the youth of America sees, the men they watch on television every summer, taking a drug that allows them to gain an edge over other athletes by cheating. Steroids is an illegal drug that has invaded the clubhouses of Major League Baseball and the housesShow MoreRelatedSteroid Use Of Bodybuilding And Steroids889 Words   |  4 PagesSteroid Use in Bodybuilding Chayla Vines Clover Park Technical College Abstract [The abstract should be one paragraph of between 150 and 250 words. It is not indented. Section titles, such as the word Abstract above, are not considered headings so they don’t use bold heading format. Instead, use the Section Title style. This style automatically starts your section on a new page, so you don’t have to add page breaks. Note that all of the styles for this template are available on the Home tabRead MoreAnabolic Steroids And Steroids Use1525 Words   |  7 Pagesbeans and hype (Steroids and their). All of these words are slang for the illegal substance known more commonly as anabolic steroids and HGH (human growth hormone). The controversy surrounding anabolic steroids and HGH in sports has stormed to the forefront of the many problems that plague America today. Anabolic steroids are synthetic chemicals that mimic the effects of the male sex hormone testosterone. 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I knew that it would not be hard to find information on the issue. I also needed to have a topic that relates to my service learning project. This is helping coach a high school track and field team. And as you will read later, I talk about steroids with high school athletes. I also wanted to improve my knowledge on theRead MoreAnabolic Steroid Abuse666 Words   |  3 Pages Anabolic steroid abuse has become a huge concern among high school athletes. There has been a dramatic increase in the number of athletes using performance enhancing drugs in high school, almost double the number since the 1980s. Student athletes feel that steroids give them a competitive edge that they think they need to boost themselves past competition. Athletes, whether they are young or old, professional or amateur, are always looking to gai n an advantage over their opponents to come away

The Industrial Revolution And Its Impact On Society And...

The industrial revolution had a significant impact upon society and the business world. This impact is keenly felt throughout Bartleby as Herman Melville tries to illustrate the strong sense of tension and dread that manifests during the industrial revolution. The source of these sensations comes from the growing influence of technology. The industrial revolution hailed a plethora of new technology all centered on business, commerce, and productivity. However, with the increasing efficiency of technology, individuals preforming the same tasks are expected to work with the same mechanical efficiency, thus sacrificing humanity within the workplace for efficiency. This aspect of dehumanizing work and tension between humanity and technology is seen throughout Bartleby. The character of Bartleby in Melville’s Bartleby, is a deeply unsettling character because he exposes the negative side to the industrial revolution that results from the tension between humanity and technology. He also represents an unknown chaotic potential deriving from his isolation from humanity. Bartleby initially gives the illusion that he is the perfect worker. He completes his job with unparalleled efficiency, identical to the results a machine would produce. However, Melville has written a character that is too precise and too efficient. He fits in seamlessly completing his work quietly. He does not interact with anyone nor does he respond in any emotional way. Bartleby does not resemble the humanShow MoreRelatedIndustrial Revolution : Impact On Society1092 Words   |  5 PagesIndustrial Revolution: Impact on Society Chernyka Love HIST112 Professor Adam Howard American Military University 15 March 2015 The Industrial Revolution is a term used to describe a period characterized by a transition from old to new processes of manufacturing. This period occurred during the 18th and 19th century. The transition was seen to include movement from primitive hand production to the same type of production using faster more efficient means by use of machines. The era also featuredRead MoreThe Effects of the Industrial Revolution on Society Essay770 Words   |  4 PagesFrank Garrido THE EFFECTS OF THE NDUSTRIAL REVOLUTION ON SOCIETY The Industrial Revolution changed the ways by how the world produced its goods. It was the era when the use of power-driven machines was developed. It also changed our societies from a mainly agricultural society to one in which industry and manufacturing was in control. This had many effects on people’s lives. The Industrial Revolution first got its start in Great Britain, during the 18th century. It was inevitable thatRead MoreThe Industrial Revolution And The American Revolution1452 Words   |  6 PagesThe industrial revolution was not only technological revolution but a social one that would lie foundation that would grow the word â€Å"revolution† exponentially. The industrial revolution brought with it change, whether that change was positive or negative is questionable however it did change the world as it was known. In both England and the United States of America strong industrial revolutions struck, the revolutions would change roles in the household and society for both women and me and theRead MoreSteam Engines By Katelyn Warga 2nd Period947 Words   |  4 Pagesproved its worth. Invented in the industrial revolution, â€Å"this heat engine performs mechanical work using steam as its working fluid.† Throughout its time the steam engine has had many uses, and b een modified many times to change its pronounced task. This had led to the steam engine being a very important invention in the industrial revolution, changing life in social and economic ways that still impact today. The steam engine drove the world into an era of â€Å"big business† and production that is stillRead MoreThe Industrial Revolution : A Social Change1279 Words   |  6 PagesThere is no doubt that a technological change brings about a social change. The Industrial revolution saw many people displaced from their land, finding work in crowded city factories. Serfdom was abolished and the population shifted from villages to the cities. Strong family ties, self-sufficiency and the right to occupy land were replaced with uncertain tenancy of land, dependency on trade and a weakening of the family unit. Economically, goods and money abounded, and trade flourished. The merchantRead MoreIndustrial Revolution After The Civil War956 Words   |  4 Pages The Inusterial Revolution after the Civil War Between 18-19th centuries after the Civil War, a chain of events occurred that brought about several changes in the way that people lived and worked in the United States.This period ranges from the time when cities started growing rapidly because human hand labor was drastically changed to machine labor. These events started the American Industrial Revolution, which later affected African American socially, economically and politically. However, manyRead MoreThe Invention Of The First Industrial Revolution1391 Words   |  6 PagesFirst Industrial Revolution Envision living in a society dominated by factories that just recently transformed from arable land and farms. Imagine constantly hearing about brand new inventions and ideas that were deemed impossible only a few years ago. Visualize working long hours in cramped factories, in exchange for low pay and contagious diseases. For some people that lived during the age of industrialization, this was their reality of life. During the 18th and 19th century, the world was exponentiallyRead MoreAndrew Carnegie s Impact On The Industrial Revolution1703 Words   |  7 PagesIn the movie, The Richest Man in the World, Andrew Carnegie played a major role in influencing the Industrial Revolution, which changed the economy of the US and the world forever. This era brought upon significant changes through economic developments that would not only change the ways of the economy but also the social aspect of society, especially within the cities where this growth was located. The shift from hand-made to machine-made products increased productivity and decreased costs. ThroughRead MoreHow Did Labor Change After The American Revolution?1626 Words   |  7 Pagesafter the American Revolution? THINK ABOUT: How did technology impact the older, artisan labor system, slave labor and industrial labor to 1877? What ideologies were in conflict over â€Å"free labor†? How did gender and regionalism impact attitudes toward labor in American society? The American Revolution was not the only revolution to take place in America. The Industrial revolution was happening all across America in the times leading up to the Civil War. The Industrial Revolution, which came to theRead MoreEssay on The Second Industrial Revolution1444 Words   |  6 Pagesof the Civil War, the technologies upon which the First Industrial Revolution was based were established in the United States. In the years following the war, the nations industrial energies were focused on completing the railroad and telegraph networks of the North, rebuilding those of the South, and expanding those of the West. Once the devastating depression of the 1870’s depleted, the stage was set for the Second Industrial Revolution. New inventions came about to ease the production of goods

Journal Indian Academy Applied Psychology -Myassignmenthelp.Com

Question: Discuss About The Journal Indian Academy Applied Psychology? Answer: Introduction Organizational Behaviour refers to the study of an individual along with group performance in an organization. It examines the human behaviour in the working environment and analyses how the structure of the job and motivation have an influence on the performance of an employee within an organization (Shin and Konrad 2017). This research essay discusses in detail how designing of jobs, working conditions, goal setting, motivation and reward affects the performance of an individual in the company. Discussion Job Designing is indicative of the process that puts together different elements and bears in mind the individual worker requirement. Job designing refers to the kind of task, how the tasks should be done, in which order are the tasks to be done and the factors that affect work. The employees should have the option to try out different activities on the basis of the personal needs and that of the circumstances within an organization. Training is a significant part of a job design and training can help the employees in understanding the demands of the job. The modern behavioural scientists like that of Maslow, Likert and Herzberg has said that work should be challenging and complex so that it can satisfy the higher order needs of an individual (Kim, Liu and Diefendorff 2015). This is referred to as job enrichment and it lays stress on the psychological growth with the help of work. Job enrichment can improve the efficiency of an individual and provide the individuals with satisfaction that can augment their performance in the organization (Barrick et al. 2015). It creates a greater scope for that of personal achievement along with recognition. It provides more opportunity for the growth of an individual. An improvement in the job context factors can motivate the employees and improve the performance of the employees. The working environment comprises of three important factors: technical, human and the organizational environment. The technical environment is indicative of the tools and infrastructure that helps the employees in carrying out their respective job role. Human environment is indicative of the peers, team, leadership and management with whom the employees have to interact (Armstrong and Taylor 2014). The environment should be designed in such a manner that encourages informal interaction in the workplace and creates opportunity for the sharing of ideas. This can help in attaining maximum productivity. The organizational environment is inclusive of the practices and procedures within an organization. Management can control the environment of an organization. A measurement system in which people are rewarded solely on the basis of the quantity of work that is produced will not help the workers in improving their quality (Petrou, Demerouti and Schaufeli 2015). According to the Herzberg t heory, there are different factors in the workplace that lead to job satisfaction of the employees. The various factors that motivate people changes through the course of life time of an individual. Respect is an important which if meted out to the employees can lead to positive satisfaction. The Motivator Hygiene Theory of Herzberg points out to the two factors- motivation and hygiene that has an important bearing on the performance of employees within an organization (Vijayakumar and Saxena 2015). High motivation along with high hygiene can help in creating the perfect state that motivates the employees to give their best for the organization (Lazaroiu 2015). People will aim at achieving the hygiene needs as they feel unhappy without them but if they are satisfied then the effect will wear off very soon. Satisfaction is conceived to be temporary in this case (Kim, Liu and Diefendorff 2015). According to Herzberg, the organizations that are poorly managed fails in understanding tha t people do not feel motivated on addressing the hygiene needs. People feel truly motivated in an organization if the real motivator like achievement and development is satisfied that represents a deeper level of fulfilment (Shimazu et al. 2015). The goals that are established by an individual in the organization play a significant role in motivating the employees so that they can produce superior performance. The employees should be engaged in relation to role setting and their role expectations should be clarified to them. Regular performance feedback within an organization can also help in the process of setting of goal (Barrick et al. 2015). In order to excel time along with energy should be devoted in providing the employees with performance incentive and adequate resources. The managers should put out in front the human face of the company. The key is human-to-human interaction by providing the employees with individualized support along with encouragement (Jain and Kaur 2014). Employee performance is a construct that is multi-dimensional that can help in achieving results and it has a strong link with that of the planned goal of the organization. The main multi character factor is performance that can help the employee s in attaining the outcome that has connection with that of planned goal of the organization (Welsh and Ordez 2014). The Goal setting theory of Edwin Locke thinks that the creation of a work environment that is attractive and satisfactory can help in motivating the employees so that the employees get a sense of pride in what they are doing. Victor Vroom has propounded the Expectancy Theory that dwells on the concept of motivation. This theory highlights that the strength to act in a particular manner is dependent on strength of expectation that the particular act will be followed by that of a given outcome (Petrou, Demerouti and Schaufeli 2015). It is found that of the outcome is attractive then the individual will be able to give their best for the organization. An employee of an organization will be motivated to improve performance if they believe that better performance will pave the path for a good performance appraisal. It can help in the realization of the personal goal of an individual in the form of some kind of reward future event. It is found that the individuals in an organization will be able to perform in a better manner based on the anticipated satisfaction in relation to the valued goals (Berson et al. 2015). The workplace goals of an employee should be aligned with that of the mission of the organization . It can then help in making the employees highly motivated and improve the performance of the employees in an organization (Shimazu et al. 2015). This can pave the path for higher productivity of the employees. It can thus improve the performance of employees and reduce any kind of chances of low morale of the employees. It can help in fostering and encouraging team work of the employees. It can imbibe a kind of positive attitude in times of challenge. Intrinsic rewards refer to those rewards that one can find within the job like that of receiving appreciation and recognition that can increase the confidence of the person who is being mentored. Extrinsic reward is inclusive of promotion opportunity and workplace environment that motivates an individual to give their best for the organization (Van Iddekinge, Aguinis and Mackey 2014). Extrinsic reward system is based on the performance structure that determines the compensation of the employees. Salary and wages can enhance the performance of the employees up to a certain extent (Howard, Turban and Hurley 2016). It is found that once the threshold is reached then salary is no longer deemed to be motivational and does not have the capacity to improve the performance of the employees in an organization. When the employee feels financially secure then wage can no longer motivate the employees. Salary can place an organization at a more competitive level if it is found that the salary th at is offered by the organization is more as compared to that of other organisations (Cerasoli, Nicklin and Ford 2014). Rewards in the form of paid vacation and paid leave can improve the performance of the employees within an organization. There are many organizations that have developed Key Performance Indicator (KPI) that is tied to that of external benefit. Performance based incentive in the form of yearly bonus can improve the performance of the employees. The employees receive a definite percentage of the annual salary as bonus. Conclusion The work that an individual does in an organization should be challenging so that it can provide satisfaction to that of higher needs of a person. Job enrichment contributes in improving the efficiency of an individual and augments the performance of an individual. Informal interaction in the organisation should be encouraged that can maximise the productivity of the workers. The role expectations should be clear to the employees from the very outset that can help the employees in giving their best to the organization. Performance feedback guides the employees in setting their goal and performance appraisal helps in keeping the employees motivated. The individual can set his personal goal and reward will help him in achieving the goal and pave the way for organizational excellence. Salary and wages provided to the employees can improve the performance of employees up to a certain point but performance based incentives can further play an effective role in boosting the performance of the employees within an organization. References: Armstrong, M. and Taylor, S., 2014.Armstrong's handbook of human resource management practice. Kogan Page Publishers. Barrick, M.R., Thurgood, G.R., Smith, T.A. and Courtright, S.H., 2015. Collective organizational engagement: Linking motivational antecedents, strategic implementation, and firm performance.Academy of Management Journal,58(1), pp.111-135. Berson, Y., Halevy, N., Shamir, B. and Erez, M., 2015. Leading from different psychological distances: A construal-level perspective on vision communication, goal setting, and follower motivation.The Leadership Quarterly,26(2), pp.143-155. Cerasoli, C.P., Nicklin, J.M. and Ford, M.T., 2014. Intrinsic motivation and extrinsic incentives jointly predict performance: A 40-year meta-analysis.Psychological bulletin,140(4), p.980. Howard, L.W., Turban, D.B. and Hurley, S.K., 2016. Cooperating teams and competing reward strategies: Incentives for team performance and firm productivity.Journal of Behavioral and Applied Management,3(3). Jain, R. and Kaur, S., 2014. Impact of work environment on job satisfaction.International Journal of Scientific and Research Publications,4(1), pp.1-8. Kim, T.Y., Liu, Z. and Diefendorff, J.M., 2015. Leadermember exchange and job performance: The effects of taking charge and organizational tenure.Journal of Organizational Behavior,36(2), pp.216-231. Lazaroiu, G., 2015. Employee Motivation and Job Performance.Linguistic and Philosophical Investigations,14, p.97. Petrou, P., Demerouti, E. and Schaufeli, W.B., 2015. Job crafting in changing organizations: Antecedents and implications for exhaustion and performance.Journal of occupational health psychology,20(4), p.470. Purvis, R.L., Zagenczyk, T.J. and McCray, G.E., 2015. What's in it for me? Using expectancy theory and climate to explain stakeholder participation, its direction and intensity.International Journal of Project Management,33(1), pp.3-14. Shimazu, A., Schaufeli, W.B., Kamiyama, K. and Kawakami, N., 2015. Workaholism vs. work engagement: the two different predictors of future well-being and performance.International Journal of Behavioral Medicine,22(1), pp.18-23. Shin, D. and Konrad, A.M., 2017. Causality between high-performance work systems and organizational performance.Journal of Management,43(4), pp.973-997. Van Iddekinge, C.H., Aguinis, H. and Mackey, J.D., 2014, January. A meta-analysis of the relative and interactive effects of ability and motivation on performance. InAcademy of Management Proceedings(Vol. 2014, No. 1, p. 13911). Academy of Management. Vijayakumar, V.S.R. and Saxena, U., 2015. Herzberg revisited: Dimensionality and structural invariance of Herzberg's two factor model.Journal of the Indian Academy of Applied Psychology,41(2), p.291. Welsh, D.T. and Ordez, L.D., 2014. The dark side of consecutive high performance goals: Linking goal setting, depletion, and unethical behavior.Organizational Behavior and Human Decision Processes,123(2), pp.79-89.

Role in Enhancing International Trade Competitiveness free essay sample

Indias export import growth has grown around 24 per cent during 2002-07. Its impact on container traffic growth could be higher, since a greater share of trade is moving towards finished goods requiring containerization. Presently, containerized cargo represents about 30% by value of Indias external trade, and this proportion is likely to grow as containerization increasingly penetrates the general cargo trades and increases its share from the current 68 per cent to nearer international levels of around 75-80 per cent [World Bank, 2007]. Considering various growth scenarios and studies, it appears that international trade growth and penetration would result in 21 mTEUs by 2015-16. Looking at the container traffic growth in the past few years, there seems to be scope for hub operations in India, possibly one each on the east and west coast. As per the projections made by a study of the Jawaharlal Nehru Port Trust, 9 mTEUs of the Indian traffic of 21 mTEUs will be hubbed in 2015-16 [JNPT, 2006]. We will write a custom essay sample on Role in Enhancing International Trade Competitiveness or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page If 50 per cent hubbing were to take place in India, then 4. 5 mTEUs will be hubbed in India, implying transhipment handling of 9 mTEUs. This requires port handling capacity of 30 mTEUs, with 9mTEUs as transhipment at hub ports. Further, shipping trends will play an important role in deciding whether the Indian ports have potential for hub operations. Hinterland connectivity is a critical area to ensure a seamless flow of containers and improved port productivity. Currently, 30% of the traffic is expected to move hinterland by rail and the remaining is expected to move entirely by road, mostly to nearby CFSs, and some to the interior Inland Container Depots (ICD) [PC, 2006]. There are also issues with respect to evacuation of containers from ICDs. There is a lot of road based congestion due to insufficient infrastructure. Interfacing with customs is another issue. This paper focuses on issues in marine and port operations, hinterland connectivity, and ICDs; in short, the entire supply chain of container movement for building global trade competitiveness. 1. Introduction India has 12 major and 187 non major ports along its 7517 km coastline. The compounded annual growth rate (CAGR) of container traffic in TEUs for the period 2001-06 was 15. %, which is higher than the worlds average for this period. Given the growing economy and international trade, a lot of future potential is seen in this sector. This however would be contingent on the maritime sector being equipped to take the challenges emerging from (i) large shipping vessels and deeper draft at ports (ii) hub and feeder operations at ports and along the coast respectively (iii) hinterland connectivi ty between port and Inland Container Depot (ICD)/Container Freight Station (CFS) and (iv) terminal development on ports and in the hinterland. Other issues relate to use of Information Technology (IT) and better systems to coordinate with bodies like customs and industrial location policy (especially with respect to Special Economic Zones (SEZs). 2. Objectives i. To understand and map the current and future trends of containerization in India’s international trade. ii. To correlate the growth of containerization with other variables i. e. , growth in International Trade (export-import) and growth in GDP 3. Hypothesis With the current growing economic growth rate of India which is second only to China, there has been consistent increase in foreign trade. In the absence of a hub port in India, a majority of the countrys containers are currently transshipped through other ports i. e. Colombo (just south of India), Singapore (east), Dubai and Salalah (west). Handling these through the Indian transshipment terminal would result in savings of between Rs 6,000 and Rs 16,000 per TEU for the Indian exporter. The reasons for a hub port not evolving in India are * insufficient traffic * cabotage law * insufficient infrastructure including draft requirement for a mainline ship Table 2 gives the container traffic and transshipment at Indian ports. As can be seen, the percentage of transshipment is a very small share of the total traffic, implying that Indian ports are really not providing hub services. Table 2: Container Traffic and Transshipment at Major Ports| Year| Total Container Traffic| Transshipment| | 000 TEUs| Growth (%)| 000 TEUs| %| 2000-01| 2468| 13. 0| 25| 1. 0| 2001-02| 2886| 16. 9| 169| 5. 9| 2002-03| 3366| 16. 6| 187| 5. 6| 2003-04| 3900| 15. 9| 208| 5. 3| 2004-05| 4233| 8. 5| 162| 3. 8| 2005-06| 4613| 9. 0| 181| 3. 9| 2006-07| 5437| 17. 9| | | [IPA, 2006]| Given the above three drivers of container growth, we can get an insight into the breakup of the traffic across various port clusters, as per a World Bank study. Relevant excerpts of this are given in Annexure 1. The ports in the western region (Mumbai and Gujarat) would handle at least 66% container throughputs in the country, followed by the ports in the southern region at 27% and the balance at the eastern region ports. 2) Potential of Container Traffic India handled 649 million tons (mt) (569 mt) of cargo traffic in 2006-07 (2005-06). The total container traffic in 2006-07 (2005-06) was 80. mt (67. 1 mt). In terms of Twenty-foot Equivalent Units (TEUs), it was 6. 0 mTEUs (5. 0 mTEUs) in 2006-07 (2005-06). Growth rate of container traffic is outstripping the national Gross Domestic Product (GDP) growth rate. Table 3 gives the growth trends of national GDP, total port and container traffic. Table 3: Port Traffic| Year| National GDP| Total| Major Ports| Non-Major Ports| Container| | | | | | Major Ports| Total| | US Sb1| Growth2 (%)| mt| Growth| mt| Growth (%)| mt| Growth (%)| mt| 000 TEUs| Share**| 000 TEUs| Growth| 2000-01| 409| 4. 4| 368| 10. | 281| 3. 3| 87| 39. 3| 32| 2468| 11. 5| 2468| 13. 0| 2001-02| 441| 4. 8| 384| 4. 3| 288| 2. 5| 96| 10. 3| 37| 2886| 12. 9| 2886| 16. 9| 2002-03| 467| 3. 8| 419| 9. 1| 314| 9. 0| 105| 9. 4| 44| 3366| 13. 9| 3366| 16. 6| 2003-04| 554| 8. 5| 466| 11. 2| 345| 9. 9| 121| 15. 2| 51| 3900| 14. 8| 3900| 15. 9| 2004-05| 633| 7. 5| 522| 12. 0| 384| 11. 3| 138| 14. 1| 55| 4233| 14. 3| 4502*| 15. 4| 2005-06| 725| 9. 0| 569| 9. 0| 423| 10. 2| 151| 9. 4| 62| 4613| 14. 6| 4998*| 11. 0| 2006-07| 827| 9. 3| 649| 14. 1| 464| 9. 7| 185#| 22. 5| 73| 5437| 15. 8| 5964*| 19. | [CMIE, 2007; IPA, 2006]1At current market prices2At factor cost (constant prices)#132 mt from GMB ports*Includes traffic from Mundra and Pipavav**Share of container traffic wrt total port traffic| 3) Shipping Trends Looking at the current as well as the future shippin g trends that are likely to emerge, it would be the era of large mother vessels, with a minimum of 6000-8000 TEU, and a few as big as 12,000-14,000 TEU. These ships would make only a few calls at mega hub ports to/from where cargo movement would be by transshipment and feedering through the present age ships of 4000 TEU and below. These future generation vessels would require drafts between 13-15. 5 mtrs. These ports would also need the infrastructural facilities like wide berthing, high crane handling capacity, quicker and safe loading and unloading capabilities, and direct shift of containers to the feeder vessels. Table 4, which gives the evolution of container shipping vessels in different periods, clearly indicates that the size of the vessels along with their draft requirement are on the increasing trend. Therefore, the ports should be geared up for deepening their draft for accommodating such types of vessels. Table 4: Evolution of Container Shipping Vessels| Generation| Period| Length (meter)| Draft (meter)| Size (TEU)| Post Suezmax| 2006-| 397| 15. 5| gt;12,000| Suezmax| 2005-06| | 15| 10,000-12,000| Post Panamax Plus| 2000-05| 335| 13-14| 5,000-10,000| Post Panamax| 1988-00| 275-305| 11-13| 4,000-5,000| Panamax class| 1980-88| 250-290| 11-12| 3,000-4,000| Cellular Containership| 1970-80| 215| 10| 1,000-2,500| Converted Cargo Vessel/Tanker| 1956-70| 135-200| lt;9| 500-800| [http://www. solentwaters. co. uk]| 4) Potential Hub Ports in India Given the reality of transshipment and feedering, it is important to focus on few ports on both the coasts with deep draft. The key requirements of a transshipment terminal are its strategic location, potential to reduce total transport cost using hub and spoke arrangement, financial savings in terms of lower land values, less need for dredging and the facility to receive higher-capacity vessels to reduce overall fleet costs. Table 5 shows the container traffic handled at ports (including the non-major ports of Mundra and Pipavav) in 2006-07 and 2005-06. Table 6 provides a comparative analysis of various ports in terms of their physical and efficiency parameters for hub operations. Table 5: Port-wise Container Traffic| | | | 2006-07| 2005-06| S No| Port| Operating Company| Total(000 TEUs)| %| Total(000 TEUs)| %| 1| JNPT| 1. Port2. DP World3. AP Moller/Concor| 3298| 55. 3| 2667| 53. 4| 2| Chennai| 1. DP World2. PSA International/SICAL| 798| 13. 4| 735| 14. 7| 3| Mundra* (MPSEZ)| DP World| 393| 6. 6| 299| 6. 0| 4| Tuticorin| PSA International/SICAL| 377| 6. 3| 321| 6. 4| 5| Kolkata| Port| 240| 4. 0| 203| 4. 1| | Cochin| DP World/Concor| 227| 3. 8| 203| 4. 1| 7| Kandla| ABG| 177| 3. 0| 148| 3. 0| 8| Pipavav*| AP Moller| 135| 2. 3| 86| 1. 7| 9| Mumbai| Port| 128| 2. 1| 156| 3. 1| 10| Haldia| Port| 110| 1. 8| 110| 2. 2| 11| Visakhapatnam| DP World| 50| 0. 8| 47| 0. 9| 12| New Mangalore| Port| 17| 0. 3| 10| 0. 2| 13| Mormugao| Port| 12| 0. 2| 9| 0. 2| 14| Paradip| Port| 2| 0. 0| 4| 0. 1| | Total| | 5964| 100. 0| 4998| 100. 0| [CI Magazine, 2007; Indian Infrastructure, 2007; IPA, 2006] *Non-major and private ports, both under GMB| Table 6: Hub Operation Readiness| Readiness Level| West| South| East| High| JNPT, Mundra, Pipavav| Cochin, Chennai| Visakhapatnam| Medium| Kandla, Mumbai| Tuticorin| | Low| | New Mangalore, Mormugao| Kolkata, Haldia, Paradip| [CRISIL, 2006]| The readiness level is based on the maximum vessel size at berth, high speed equipment, average turnaround time, average pre-berthing time and average parcel size. As per the CRISIL Infrastructure Advisory study, hub ports could be Mundra, Pipavav, JNPT, Cochin, Chennai and Visakhapatnam. About 50% of the containers exported through Indian ports are transshipped at some point prior to reaching their overseas destination. Approximately 30% of containers are transshipped in either Colombo or Singapore/Klang and another 5% in Dubai or Salalah. About 50% of the container traffic is not transshipped and moves on the same vessel to the final destination port. In the case of JNPT, this proportion is above 80%. Of Indian containers transshipped in Singapore/Klang, Chennai and Kolkata account for 68%, while for Colombo the eastern and southern ports account for 87% [World Bank, 2007]. Table 7 gives the share of direct and hub shipments for JNPT and the other ports in the country. Table 7: Direct and Hub Shipments Per cent | JNPT| Other Ports| Total| Share of Container Traffic| 55| 45| 100| Direct| 80| 13| 50| Through Hub| 20| 87| 50| It is useful to note that while 80% of JNPT traffic is direct, 87% of all the other ports is through a hub. Overall, water depths are low in Indian ports compared to those of neighbouring regional hubs. Table 9 gives the draft available in the various ports. In contrast, Colombo, for example, one of the main hubs for transshipping Indian container cargo, has a draft of 15 metres. This is proposed to be increased further to 17 metres and eventually 20 metres. JNPT, the largest container port in the country has a draft of only 12 metres. JNPT currently handles vessels of upto 4000 TEUs compared to 8500 TEUs at Colombo. Despite handling a higher volume of traffic than Colombo (Exhibit 3), JNPT is constrained by its deficient draft from offering cheaper and higher quality services, i. e. higher frequency and lower transit times. Other ports in the region like Singapore, Dubai, Port Klang etc have drafts of at least 15 meter and can accommodate vessels upto 11,000 TEUs. 5) Hinterland Connectivity Hinterland connectivity is probably the most critical area to ensure a seamless flow of containers and improved port productivity. It is an essential part of a world class logistics system that India needs to develop with a strategic focus. JNPT is the most efficient container port in the country and is the preferred port for a majority of the countrys container traffic, presently accounting for about 55% of the total. Table 10 presents the distance, travel time and cost of moving a container from the Delhi area to JNPT and to alternate ports. As shown in the table, even though the Gujarat ports are located a little closer, they take almost twice as long to reach. The east coast ports not only take much longer, but also cost more than twice as much in inland haulage charges. These differences restrict competition, and JNPT therefore enjoys a dominant position on account of both its better overall shipping service offerings and its superior hinterland connectivity. The Gujarat ports on the other hand, continue to lose out to JNPT due to their relatively poor connectivity, despite enjoying a closer proximity to the north-western hinterland which generates a majority of the container traffic. Even cargo destined for China or other south east Asian countries prefers to be routed through JNPT, rather than ports like Chennai on the east coast which though closer to the destination offer poor connectivity to the northern hinterland [World Bank, 2007]. Table 8: Inland Haulage Costs for Delhi Container Traffic to JNPT vs Other Ports| Port| Distance from Delhi (Km)| Rail Transit Time (Hrs)| Haulage Costs(Rs/TEUs)| | | | Rail*| Road| JNPT| 1388| 48| 18750| 32000| Mundra| 1295| 80| 16650| 20000| Pipavav| 1333| 70| 17000| 24000| Visakhapatnam| 1700| 67| 22450| 66000| Chennai| 2100| 90| 30000| 70000| World Bank, 2007]*Excludes terminal charges of roughly 30%| Rail Evacuation Currently, 30% of the JNPT traffic is expected to move hinterland by rail and the remaining moves entirely by road, mostly to nearby CFSs, and some to interior ICDs. Rail capacity is barely sufficient for current demand. As per discussions in CENTRUM 2006, CONCOR monopoly has been a deterrent to quality service. Competition has now been permitted and 15 licenses have been issued, as listed in Table 9. However, many of the licensees have signed up with CONCOR to have access to their wagons and ICDs, as required by the license conditions. This has distorted the competition to an extent. Name of Company Associated with| Category I: Rs 50 Crore (can operate on all routes)| 1. | Adani Logistics| Adani Group| 2. | CWC (own ICD)*| | 3. | CONCOR (own ICD)*| | 4. | Dinesh/ETA| | 5. | Gateway Rail Freight (own ICD)*| Gateway Distriparks| 6. | Hind Terminals and MSC Agency*| Hind Terminals (subsidiary of Sharaf Group, UAE), Mediterranean Shipping Company (Geneva)| 7. | India Infrastructure and Logistics*| APL India (subsidiary of NOL, Singapore), Hindustan Infrastructure Project and Engineering| 8. Container Rail Road Services**| DP World| 9. | Reliance Infrastructure Leasing| Reliance (ADAG)| 10. | SICAL Logistics (own ICD)| | 11. | KRIBHCO| | Category II: Rs 10 Crore (can operate on all routes except JNPT/Mumbai NCR)| 1. | Delhi Assam Roadways| | 2. | Innovative B2B Logistics Solutions*| Bagadiya Shipping and Bothra Brothers| 3. | Boxtrans (India) Logistics Services*| JM Baxi amp; Co| 4. | Pipavav Rail Corporation| | Table 9: List of Players for Rail Container Operation *Out of the 15 licensed operators, seven have started operations **Will start in September, 2007 Presently, for instance, it is estimated that the transport cost of a container from Delhi to Mumbai Port is almost half the total logistics costs of delivering it to a destination in Europe. Inadequate capacities in the hinterland transport modes often lead to higher costs and delays on account of sub-optimal mode choices, circuitous routing and congestion in the hinterland transport links. The Tughlakabad-JNPT (Delhi-Mumbai) line, one of the most highly trafficked corridors in the country is a case in point (Figure 1). With an average line capacity of 50 trains per day, it has been handling over 67 trains per day, operating at a capacity utilization of 135%t, and several sections are being operated at 160% utilization levels. Roughly 40 trains on this corridor are passenger trains, leaving a limited capacity for freight trains, which have a lower priority. Congestion at the railways Tughlakabad ICD near Delhi and on the line itself has resulted in a poor reliability of service, and high value cargo such as containers, which form the majority of the traffic on this corridor, is increasingly shifting to road transport. Presently, less than one-third of the containerized cargo in this corridor is being carried by the Railways. On average, 9,000 loaded trucks move over this corridor everyday, aggregating around 30 mt annually of road freight traffic [World Bank, 2007]. Figure 1: Rail Connectivity Mumbai to North-Western Hinterland [World Bank, 2007] The overall data related to hinterland flows at JNPT in Table 10. JNPT faced an acute congestion in 2004. Since then, a third container terminal has been commissioned, bringing the total throughput capacity to 4 mTEUs. A fourth terminal being considered is likely to double the capacity. This will impose serious constraints on the facilities around the port, unless they are addressed concurrently [Raghuram, 2006]. Table 10: Hinterland Flows at JNPT| Per cent| Import| ICD by Rail| 33. 3| ICD by Road| 4. 0| En Bloc CFS| 59. 7| Green Channel| 3. 0| Export| ICD by Rail| 22. 6| ICD by Road| 7. 5| CFS by Road + Buffer Yard| 26. 5 + 7. 7| Factory Stuffed under Excise Seal RTS| 35. 7| [Chaudhuri, A, 2006] To provide for the rail based evacuation, the Dedicated Freight Corridor Corporation of India Ltd (DFCCIL) has been set up in 2006, with its first phase being the JNPT to Tughlakabad/Dadri and Ludhiana to Son Nagar via Dadri corridors. The western corridor will have container trains as its driving traffic. Road Evacuation To provide for the road based evacuation, while the National Highways Development Programme is providing inter-regional connectivity with some success, not all port based connectivity projects have been successful. Three such project contracts were recently annulled. Beyond just the four laning of highways, expressway connectivity to the ports to service major flows would be essential. The currently envisaged future phases of NHDP do not provide for this. In terms of local road connectivity around ports and ICDs, there is no explicit planning for consequential trailer movements for empty containers and empty trailer movements. Recent studies show that these could be as high as six to seven movements per TEU [Raghuram, 2006]. Similarly, there is no planning for trailer parking, maintenance, facilities for drivers etc. These could lead to avoidable congestion and first/last mile problems. Coastal Shipping and Inland Waterways The potential of coastal shipping and inland waterways is untapped and needs to be developed to lessen the load on the railways and road networks and bring down the costs since cost of cargo movement by sea is significantly less than the cost by road and rail. Feedering from an Indian transshipment port would naturally be a coastal movement. The possibility of a dedicated sea corridor with inter-port connectivity needs to be explored. Integration with coastal and inland water transport for evacuation needs proactive consideration. ICD/CFS Infrastructure Given that ICD/CFS business is open to anybody, there would not be a concern regarding the supply. The concepts of SEZs and Free Trade Warehousing Zones would only further facilitate such infrastructure. The conditions imposed on the private rail container operators reinforce the same direction. However, the following would need intervention. Location and access, giving consideration to distance to manufacturing units, local connectivity with minimum traffic interference * Customs and bonded warehouse * Rail connection to gateway ports * Parking spaces and maintenance facility ) Other Issues Information Technology (IT) While IT use for container logistics would be commercially driven, policy and industry level interventions would be necessary to develop standards, networking and information sharing, and even knowledge products. Technologies such as Radio Frequency Identification Device (RFID) and Global Positioning System (GPS) should be leveraged to achieve effectiveness and efficie ncy. Domestic Traffic While container movement has been primarily viewed in the context of international trade, domestic container movement is slowly picking up and needs focus for development. Most of the domestic container movement is expected to be by rail (Concor). During 2006-07, out of over 2 mTEUs moved by Concor, nearly 0. 4 mTEUs were for the domestic market (Table 11). Table 11: CONCOR TrafficIn TEU Year| International| Domestic| Total| Annual Growth (%)| 1996-97| 424,741| 278,801| 703,542| -| 1997-98| 491,481| 230,238| 721,719| 2. 6| 1998-99| 576,790| 225,156| 801,946| 11. 1| 1999-00| 664,490| 243,329| 907,819| 13. 2| 2000-01| 755,670| 291,304| 1,046,974| 15. 4| 2001-02| 905,058| 326,775| 1,231,833| 17. 7| 2002-03| 1,031,925| 351,238| 1,383,163| 12. 3| 003-04| 1,251,618| 350,501| 1,602,119| 15. 8| 2004-05| 1,376,516| 351,460| 1,727,976| 7. 9| 2005-06| 1,556,714| 373,848| 1,930,562| 11. 7| 2006-07| 1,715,661| 389,605| 2,105,266| 9. 0| [CI Magazine, 2007] This would also create an opportunity for customised containerization. For example, while the standard container does not permit double stacking under electric traction wires, specially designed lower height conta iners for automobiles have permitted double stacking under wire. Opportunities in customized containerization should be leveraged, as specific segment volumes increase. Leasing and Manufacture Availability of containers, wagons, tractor/trailers and cranes as support equipment is critical. India does not have enough manufacturing base for such equipment. China is currently the world leader in this domain. There is big opportunity for India to develop a manufacturing base, not only to cater to our requirement, but also for the export market. In the context of containers, leasing by non-shipping line owners has been leveraged internationally for efficient use of containers. However, the share of the leased fleet has dropped from 50% in 1981 to 40% in 2006 (Exhibit 6). With better IT for container tracking, the leased fleet has utilizations over 90%, with the cost of leasing showing a decreasing trend (Table 12). Table 12: Global Lease Fleet| Year| Fleet Size* (TEU)| Utilization (%)| Per Diem Rate** (US $)| 1966| 5,000| 95. 0| 1. 50| 1970| 120,000| 85. 0| 1. 50| 1974| 465,000| 78. 0| 1. 20| 1978| 1,030,000| 85. 0| 1. 80| 1982| 2,050,000| 80. 0| 1. 85| 1986| 2,315,000| 75. 0| 1. 40| 1990| 2,755,000| 90. 0| 1. 80| 1994| 4,350,000| 87. 0| 1. 35| 1998| 6,190,000| 81. 0| 0. 85| 2002| 8,010,000| 83. 5| 0. 60| 2006| 10,290,000| 92. 0| 0. 70| CI Magazine, 2007]* Year-end**New build 20ft placed on five year term| Location Policy of Industries Including SEZs As part of evolving world class export and import logistics, the government has embarked on the policy of developing SEZs. As on July 31, 2007, 135 SEZs had been notified under the SEZ Act apart from the 19 that were operational prior to the SEZ Act of 2005. Of the 154 SEZs (Table 13), 67 are manufacturi ng driven while the rest are IT and IT enabled services based. Of the 67, 39 are coastal and the rest 28 are away from the coast and would hence require focus on connectivity. Table 13: Location of SEZs | Coastal| Non-Coastal| Total| Manufacturing| 39| 28| 67| IT/ITES| 24| 63| 87| Total| 63| 91| 154| As far as possible, it would be a good idea to locate SEZs near ports. The same would apply for industries, where a focus on appropriate zoning of industrial development to minimize connectivity requirements with planned linkages including by Inland Water Transport would be essential. Gujarat has been proactive in this through a policy of port led industrial development. Regulation It is important to ensure appropriate regulation for the following: Licensing Issues of ensuring sufficient competition, along with capability to deliver with appropriate national security would be key criteria in licensing. There have been debates on private sector monopoly, when Pamp;O Australia won the bids and operated many terminals in the South Asian region. Pamp;O Australia has now been taken over by DP World and the same issue continues. Exhibit 10 provides an insight into the concentration of terminals (62% of throughput in 2006) operated by the top five terminal operating companies. There are guidelines on there being at least two operators in a port and no more than two terminals per operator. These guidelines need to be reviewed and linked with TEU capacity and not number of terminals. Security Security was a matter of concern in the context of Hutchison bidding for Chennai Even DP World had to give up some of its US acquisitions due to perceived security concerns. Operational security at ports including screening of containers has gained significance after 9/11. Port Tariffs While India has a Tariff Authority for Major Ports (TAMP), the question has often been raised as to whether we need the TAMP, and even if so, whether the regulation should be cost based. Recently the PSA International operated container terminal at Tuticorin port resisted the reduction in tariffs imposed by TAMP and consequently reduced their throughput. It would appear that with the number of terminals that India has and is developing, competition is increasing and the market itself can regulate the tariffs. Shipping Line Conferences In the container shipping business (which is a hangover of liner business), cartel like conferences of shipping lines operated in route based markets to control schedules and tariffs. While these were frowned upon, they were ever regulated. Recently, the Competition Commission of India raised the issue that such conferences were anti competitive and that shipping lines should set tariffs and compete independently. Independent of conferences, there is an increasing market concentration in the container shipping business. Table 14 gives a perspective on the concentration of container shipping among the top 20 carriers, which has increased from 38. 8% in 1990 to 72. 7% in 2006. This is reflective of the mergers and acquisitions, which seem to be a rather continuous activity of this business. Table 14: Top 20 Ocean Carriers| | Carrier Traffic (TEU)| Carrier Traffic (TEU)| | 1990| 2006| 1. | Evergreen| 130,916| AP Meller-Maersk [1]| 1,600,012| 2. | Sea-Land Service| 115,367| Mediterranean Shipping Co| 937,145| 3. | Maersk| 94,703| CMA CGM [2]| 597,677| 4. | NYK| 78,148| Evergreen [3]| 539,801| 5. | Mitsui OSK Lines| 70,338| Hapag-Lloyd| 448,840| 6. | APL| 66,380| Cosco| 385,368| 7. | OOCL| 58,117| China Shipping Container Lines| 339,545| 8. | K Line| 55,462| Hanjin Shipping [4]| 328,307| . | Cosco Shanghai| 54,505| APL| 323,319| 10. | Hapag-Lloyd| 53,178| NYK [5]| 313,049| 11. | Hanjin Shipping| 49,621| Mitsui OSK Lines| 284,848| 12. | P amp; O Containers| 49,368| OOCL| 268,502| 13. | Yangming| 46,817| CSAV [6]| 249,885| 14. | Zim Israel Navigation| 44,916| K Line| 241,772| 15. | Nedlloyd Lines| 40,335| Yangming| 223,192| 16. | Baltic Shipping Co| 36,760| Hamburg Sud [7]| 217,018| 17. | Neptune Orient Lines| 35,294| Zim Integrated Shipping Services| 213,795| 18. | ScanDutc h| 32,948| Hyundai Merchant Marine| 153,850| 19. CGM| 29,040| Pacific International Lines [8]| 141,391| 20. | Delmas Vieljeus| 31,204| Wan Hai Lines| 117,767| | Total| 1,173,413| Total| 7,925,083| | Top 20 Share| 38. 8%| Top 20 Share| 72. 7%| [CI Magazine, 2007]1 includes Portlink and Safmarine; 2 includes ANL, Delmas, FAS, MacAndrews, OT Africa Line; 3 includes Hatsu, Italia Marittima; 4 includes Senator Lines; 5 includes TSK; 6 includes CSAV Norasia, Libra, Montemar; 7 includes Alianca, Ybarra; 8 includes Advance Container Line| Customs Customs need to become more process friendly with increased usage of green channel. The data gathered by customs, especially with Electronic Data Interchange, can be used to create much required Origin Destination (OD) data for traffic profiling. Cabotage The cabotage rules of not allowing foreign flag vessels for coastal shipping need to be reviewed. The main trade of is between protection for Indian flags versus more competition and supply. In todays world of liberalization led growth, it would appear that cabotage must be lifted as a matter of long term policy. An attendant measure would be to provide the same concessions to coastal shipping as international shipping. As was voiced in CENTRUM 2006, cabotage should not become a sabotage! Other Areas of Regulation (which are not being elaborated) * Environment and conservation * Safety * Quality of service * Dispute resolution 6. Concluding Issues Based on the above analysis, the following issues need consideration: o Landlord port with privately operated terminals would be the way forward. Existing ports should be empowered for this There should be clear delineation of roles between landlord and operator. This does not exist at JNPT presently (JNPT vs JNPCT) o The public port authority will focus more on landlord function such as long-term planning, infrastructure development, asset management * regulatory function such as maritime safety, environment protection and fair competition, and * co-ordination function such as coordination among governmental agencies, maritime organizations, decision-making authorities and planners of the city, under the commonly shared long- range policy and planning * f acilitation/promotion function such as provision of port EDI, inter-port cooperation and strategic marketing o There is not enough focus on scale of container terminals. This is necessary to drive down costs. o Tendering and bidding should be done in a time definite manner. There should be a flexible framework in place for terminal development by private parties under a landlord port. There are significant beauracratic delays (eg second terminals in Tuticorin and Chennai). Labor is not always in favour and needs to be dealt with. o Global tendering would be essential to get the most competitive supply. Dredging is an example. o Acts governing ports and related activities need to be reviewed and liberalized (MS Act, IP Act, Maritime Trade Practices Act, etc). Training to bring in a supply chain and marketing mind set among executives of all stakeholders in this sector is critical. OD data on port traffic should be systematically gathered and published. IPA should drive this with support from Customs and Concor. EDI based data would help. o Top management stake holding, especially through the civil service, is not compatible with strategizing port deve lopment. Technocrats, with appropriate incentives and accountability should be brought in. The largest increases in container traffic are expected to occur in the western region, with the Mumbai and Gujarat port clusters together requiring capacity additions on the order of 10 mTEUs, from about 4 mTEUs now to over 14 mTEUs by 2015. Of this about 6 mTEUs of capacity is expected to be needed in the Mumbai cluster, and another 4 mTEUs in the Gujarat cluster. The other cluster where a large increase in container traffic is expected is in the Cochin/Tuticorin cluster where an additional 4 mTEUs of capacity will be needed. These three port clusters would then account for 14 mTEUs of the 16 mTEUs of additional capacity needed for container traffic through the year 2015. Achieving this level of capacity increases in the Mumbai, Gujarat and Cochin/Tutitcorin clusters would largely address the container traffic requirements through the year 2015. The 191 mt or 15 mTEUs capacity shortfall for container traffic projected for 2015 would only partially be filled by capacity expansions planned under the NMDP. The NMDP envisages the creation of an additional 11 mTEUs of container handling capacity in the near term. The remainder would need to be developed in the State ports sector primarily through private investments, and some of these are already being planned or under implementation such as at Mundra and Rewas. The investments proposed under the NMDP include large expansions of container handling capacity at Tuticorin, Cochin, JNPT and Mumbai port. This appears to fit well with the strategy of developing container facilities where the demand is greatest (the western and southern ports) and in the southern cluster which has proximity to international shipping routes [World Bank, 2007]. For 30 mTEUs per annum, as per normal international standards of 1000 TEUs per annum per mt of berth length, we need 30 km of berth length. By JNPT standards where demand is continuously available and productivity is high, this could be as low as 15 km. However, providing for a reasonable 70% occupancy, we need 21 km. At 300mts per berth, this translates to 70 berths. Currently we have 27 berths. An additional nine berths have been signed up as stated earlier in this paper. So there is a need for atleast 30 more berths. While this is a target, market forces will drive the actual berth development. The additional investment required could be of the order of US $7. 5 billion based on a 300 mts berth cost of US $250 million (Rs 1000 crore). With JNPT standards, and focusing on Suezmax vessels at hub ports, berth productivity can be doubled and the investment requirements brought down. A detailed cost benefit analysis, keeping in view the costs of accommodating large vessels and benefits of increased productivity including due to hubbing in India needs to be carried out. Indian infrastructure for logistics is poor compared to world class and at best reactive to demand. There is need for continued focus on quality infrastructure development with speed. Commercialization and private involvement through PPP contracts is the key for building global trade competitiveness through containerization. References 1. Chaudhuri, A (2006). De-regulation within the Rail Market, Presentation. 2. CI (2007). Containerization International, 40th Anniversary Issue, 2007. 3. CI (2007a). Containerization International, May, 2007. 4. CMIE (2007). Centre for Monitoring Indian Economy 5. CRISIL (2006). CRISIL Infrastructure Advisory Study. 6. Drewry (2006). Container Shipping Services from Asian Ports, Drewry Maritime Services, New Line, December 2006. 7. i-maritime and IPA (2006). India P ort Sector Strategy Demand and Capacity Assessment Study, Draft Final Presentation, May 08, 2006. . IPA (2006), Major Ports of India, Indian Ports Association, New Delhi. 9. Levinson, Marc (2006). The Box, Princeton University Press, New Jersey. 10. Raghuram, G (2006). A Diagnostic Study of Jawaharlal Nehru Port Trust, Working Paper No 2006-04-09, Indian Institute of Management, Ahmedabad, April 2006 11. World Bank (2007). India: Port Sector Development Possibilities for Accelerating Growth, June 26, 2007. 12. http://en. wikipedia. org 13. http://www. solentwaters. co. uk 14. http://www. public-freight. com

Hoang Vinh Case Study essays

Hoang Vinh Case Study essays Hoangs interpretation of education is one that relies on the understanding of the concepts rather than that of his homeland, Vietnam, which is the memorization of every word that the teachers spoke. He has some problems with his English and therefore does a much better job understanding when he works in groups. Hoang wants to get his education to make him a better person rather than get an education to get a job that can earn him lots of money in the future. He does understand that it takes an education to get a job and that is a part of it, but the monetary concept is not as great as many of his American peers. His wish is to make enough money to support his family, but also to help those less fortunate; he seems to be a very selfless person. Another example of Hoangs selflessness is the fact that he does not want to ask his guidance counselor for help in getting his college preparation because his counselor has so many other students that need help and he doesnt want to bother him. It is very admirable, but at the same time I feel he needs to help himself as well. Hoangs family and heritage is extremely important to him. He strongly supports the fact they only speak Vietnamese at home and eat traditional Vietnamese meals. It does somewhat surprise me that he does support the Vietnamese language to the extent that he does because he often criticizes himself for not speaking good English and the more he would speak the better he would become. His heritage is more important. And extending that spirit of heritage along to his siblings is important as well. He encourages the writing of letters to their parents in Vietnam and the speaking of their native tongue at home. ...

List of Organs Damaged by Smoking Expanded

List of Organs Damaged by Smoking Expanded Smoking causes diseases in nearly every organ of the body, according to a comprehensive report on smoking and health from the Department of Health and Human Services (HHS). Published 40 years after the surgeon generals first report on smoking which concluded that smoking was a definite cause of three serious diseases this newest report finds that cigarette smoking is conclusively linked to diseases such as leukemia, cataracts, pneumonia, and cancers of the cervix, kidney, pancreas, and stomach. Weve known for decades that smoking is bad for your health, but this report shows that its even worse than we knew, said U.S. Surgeon General Richard H. Carmona in a press release. The toxins from cigarette smoke go everywhere the blood flows. Im hoping this new information will help motivate people to quit smoking and convince young people not to start in the first place. According to the report, smoking kills an estimated 440,000 Americans each year. On average, men who smoke cut their lives short by 13.2 years, and female smokers lose 14.5 years. The economic toll exceeds $157 billion each year in the United States $75 billion in direct medical costs and $82 billion in lost productivity. We need to cut smoking in this country and around the world, HHS Secretary Tommy G. Thompson said. Smoking is the leading preventable cause of death and disease, costing us too many lives, too many dollars, and too many tears. If we are going to be serious about improving health and preventing disease we must continue to drive down tobacco use. And we must prevent our youth from taking up this dangerous habit. In 1964, the Surgeon Generals report announced medical research showing that smoking was a definite cause of cancers of the lung and larynx (voice box) in men and chronic bronchitis in both men and women. Later reports concluded that smoking causes a number of other diseases such as cancers of the bladder, esophagus, mouth, and throat; cardiovascular diseases; and reproductive effects. The report, The Health Consequences of Smoking: A Report of the Surgeon General, expands the list of illness and conditions linked to smoking. The new illnesses and diseases are cataracts, pneumonia, acute myeloid leukemia, abdominal aortic aneurysm, stomach cancer, pancreatic cancer, cervical cancer, kidney cancer and periodontitis. Statistics indicate that more than 12 million Americans have died from smoking since the 1964 report of the surgeon general, and another 25 million Americans alive today will most likely die of a smoking-related illness. The reports release comes in advance of World No Tobacco Day, an annual event on May 31 that focuses global attention on the health hazards of tobacco use. The goals of World No Tobacco Day are to raise awareness about the dangers of tobacco use, encourage people not to use tobacco, motivate users to quit and encourage countries to implement comprehensive tobacco control programs. Impacts of Smoking on Overall Health The report concludes that smoking reduces the overall health of smokers, contributing to such conditions as hip fractures, complications from diabetes, increased wound infections following surgery, and a wide range of reproductive complications. For every premature death caused each year by smoking, there are at least 20 smokers living with a serious smoking-related illness. Another major conclusion, consistent with recent findings of other scientific studies, is that smoking so-called low-tar or low-nicotine cigarettes does not offer any health benefit over smoking regular or full-flavor cigarettes. There is no safe cigarette, whether it is called light, ultra-light, or any other name, Dr. Carmona said. The science is clear: the only way to avoid the health hazards of smoking is to quit completely or to never start smoking. The report concludes that quitting smoking has immediate and long-term benefits, reducing risks for diseases caused by smoking and improving health in general. Within minutes and hours after smokers inhale that last cigarette, their bodies begin a series of changes that continue for years, Dr. Carmona said. Among these health improvements are a drop in heart rate, improved circulation, and reduced risk of heart attack, lung cancer, and stroke. By quitting smoking today a smoker can assure a healthier tomorrow. Dr. Carmona said it is never too late to stop smoking. Quitting smoking at age 65 or older reduces by nearly 50 percent a persons risk of dying of a smoking-related disease. Unexpected Organs Damaged by Smoking Aside from the major organs- heart, lungs, brain, stomach, etc.- cigarette smoking and excessive exposure to secondhand smoke can cause damage to some unexpected parts of the body, according to the National Heart, Lung, and Blood Institute (NHLBI). Ears: By reducing the flow of oxygen to the cochlea, a snail-shaped organ in the inner ear, smoking can damage the cochlea, resulting in mild to moderate hearing loss.   Eyes: Besides increasing the risk of blindness from cataracts, nicotine from cigarettes reduces the body’s ability to produce the chemical necessary for being able to see at night, especially dangerous when driving after dark. Mouth: Long known for causing disfiguring and potentially fatal oral cancers, cigarette smoke is now known to cause smokers to have more mouth sores, ulcers and gum diseases than non-smokers. In addition, smokers are more likely to have tooth decay and lose their teeth at a younger age. Skin and Face: By causing the skin to become dry and lose its elasticity, smoking can lead to stretch marks and wrinkles. By their early 30s, many regular smokers have already developed deep wrinkles around their mouth and eyes. According to the NHLBI, quitting smoking can protect the skin from premature aging.

Learning outcomes of Statistics for Managers Research Paper

Learning outcomes of Statistics for Managers - Research Paper Example It is important for people to put statistics in practice even if they do not understand statistical methods well (Anderson, Sweeney & Williams, 2011). Descriptive statistics are numbers that are used to explore data in a more meaningful way such that a person can understand the data with no need of explanation. In descriptive, data more explained in such a way that images or patterns may emerge from the data presented. This helps those that cannot read and understand what the data means to study the image or patterns well so that they can be able to understand the data well. Descriptive statistic is of more importance if the data was to presented in a raw data it could be difficult for some of us to understand the data especially if one has a lot of data to go through. According to Leblanc (2004), descriptive statistics enables people to present their data in a more meaningful way for easy interpretation of the data. For example, a certain number of students in school sit for an exam then their teacher want to take the overall performance of those students. He or she will have to apply descriptive statistics to get the overall of his or her students. Inferential statistics is more concerned in making inference or predictions of a give population through analyses and observation of the sample. In inferential statistics the data is generalized together as opposed to descriptive statistics where data is more interpreted in a meaningful way. As such, analysts can take the results obtained from an analysis using a study sample, and then generalize this information for use in the larger population represented by the sample. Silverman (1986), argues that it is imperative to use a representative sample of the group being generalized in order to achieve this fete effectively. Some of the key tests of significance considered under the issue of generalization include a T-test or a Chi-square, which explores the probability of the results

The French Revolution Research Paper Example | Topics and Well Written Essays - 500 words

The French Revolution - Research Paper Example deas included unfair taxation, the gap that existed between the poor and the rich social groups and the American Revolution and finally independence declaration of America (Noonan, 1999). The people in the third estate social group had very little rights whether socially or politically. However, some of the educated persons such as doctors and lawyers, belonging to third estate social class were in a position to read all the upcoming new ideas made by the government from some philosophers such as John Lacke, Rousseau, and Montesquieu. These philosophers talked about a democratic government possessing freedoms and natural rights. Eventually, the people belonging to the third estate social group began questioning the France government using the standards stated by the philosophers and began to demand for equality and democracy in the country (Noonan, 1999). Unfair taxation was an economic cause of the revolution. Third estate comprised of doctors, lawyers, merchants, and peasants who faced heavy taxation in many things while the richest estates paid little or no taxes. This was unfair treatment considering that people from the richest estates had a lot of money, large plots of land and positions in the government and good interaction with the government. This unfair treatment of the third estate people angered them and made a prompt of the revolution. The social cause of the revolution was the large gap that existed between the rich people and the poor people. There were few members belonging to the first and second estates while third estate made up of the biggest population. However, the rich owned biggest portions of land while the poor had little portions of land yet they made the biggest population in the country. Prove of the gap between the rich and the poor, was unequal taxation for the rich and the poor. Politically, third est ate people did not have privileges and right to contribute in the then government yet the nobles and clergies had the right. The

Flamingo Essay Essay Example for Free

Flamingo Essay Essay Bonny Sim Flamingo Essay July 12, 2012 Did you know that flamingos were the inspiration for the phoenix? Pheonicopterus is another name for flamingos in Latin, which means crimson wing. Flamingos live in warm places like South Africa. They are usually near salty lakes or rivers. Flamingos are one of the most amazing creatures on Earth. Flamingos’ bodies are mostly pink. Their beaks are brownish black and the inside parts of their wings are black feathers. However, their eyes, legs, and feet are all pink. They have long, pink chopstick like legs, and big, webbed feet. Flamingos are usually 120cm in height, and weigh 2~5 kg, with an average wingspan of 140cm. Flamingos are pretty tall, mostly because of their long legs and neck. What do flamingos eat? What eats the flamingos? Flamingos have a very special tool for eating: their beaks. They stamp their large feet in the mud of the lake or river to stir up food from the bottom. They usually eat brine shrimp and blue-green algae, filter fed. Also, flamingos are very sociable birds that group in communities that can reach into the thousands. Flamingos group together for predator avoidance maximizing food intake, and finding the best nesting sites. They can be eaten by mongooses and marabous. The unique thing about flamingos is that they are crimson colored. However, the baby flamingos are born with grey feathers. There are carotenoid proteins in aqueous bacteria and beta carotene that causes this pink and reddish coloration. Female flamingos are more attracted to vividly colored, healthy, and enchanting males, when they are finding their mates. The flamingo dance, as we call it, is for finding a mate. They raise their neck high, and twist their heads from side to side. Randomly, they flap their wings. First, the flamingos divide themselves into groups of 15~50 birds. When they find their mate, their female chooses a spot for the nest. Next, they build the nest out of mud and salt. Another pair sometimes tries to steal the other couple`s nest spot if they want it. The female flamingo lays the egg, and it hatches after a month. Thee chicks are born gray, with spots of white. Because the flamingos have a hormone called prolactin, they create crop milk to feed their chicks. The crop milk contains red and white blood cells. The family stays in the nest with the chicks for six days, but after 7~12 days, the chicks venture around. Two weeks later, the chicks become a part of microcreches, and their parents leave them in these groups. Soon, the microcreches come together to form creches, which can consist of thousands of chicks. Creches are meant to protect the chicks from getting eaten by the predators. In conclusion, the life cycle of flamingos, is so awe-inspiring. The way they filter feed, and how they group themselves, is so unbelievable. Did you know that flamingos were the inspiration for the phoenix? The chicks that learn to walk really fast are amazing, too. Let`s protect them from being endangered, by keeping the lakes and rivers clean. Also, it might help the flamingos if we stop the global warming.

Conformity Essay -- essays research papers

According to Leon Mann, conformity means ‘yielding to group pressures’. Everyone is a member of one group or another and everyone expects members of these groups to behave in certain ways. If you are a member of an identifiable group you are expected to behave appropriately to it. If you don’t confirm and behave appropriately you are likely to be rejected by the group. Like stereotypes, conforming and expecting others to conform maintains cognitive balance. There are several kinds of conformity. Many studies of conformity took place in the 1950’s which led Kelman to distinguish between compliance, internalisation and identification. Compliance is the type of conformity where the subject goes along with the group view, but privately disagrees with it. Internalisation is where the subject comes to accept, and eventually believes in the group view. Identification is where the subject accepts and believes the group view, because he or she wants to become associated with the group. Leon Mann identifies normative conformity which occurs when direct group pressure forces the individual to yield under the threat of rejection or the promise of reward. This can occur only if someone wants to be a member of the group or the groups attitudes or behaviour are important to the individual in some way. Apart from normative conformity there is informational conformity which occurs where the situation is vague or ambiguous and because the person is uncertain he or she turns to others for evidence of the appropriate response. Thirdly, Mann identifies ingratiational conformity which occurs where a person tries to do whatever he or she thinks the others will approve in order to gain acceptance (if you make yourself appear to be similar to someone else, they might come to like you). The first major research into conformity was conducted in 1935 by Sherif who used a visual illusion, known as the auto-kinetic effect. Sherif told his subjects that a spot of light which they were about to see in a darkened room was going to move, and he wanted them to say the direction and distance of the movement. In the first experimental condition the subjects were tested individually. Some said the distance of movement wasn’t very far in any directio, others said it was several inches. Sherif recorded each subjects response. In the second experimental condition, Sherif gathered his subject... ... and Willis give some criticisms of the early research into conformity. Firstly the studies do not identify the motive or type of conformity. Do the subjects conform in order to gain social approval? Are they simply complying? Do they really believe that their response is correct? Secondly Hollander and Willis claim that the experiments do not identify whether the subjects are complying because they judge that it’s not worth appearing to be different, or because the actually start to believe that the groups judgement is correct. Hollander and Willis also claim that the studies cannot show whether those who do not conform do so because they are independant thinkers or because they are anti-conformists. And Lastly, they claim that the studies seem to assume that independance has to be good and conformity has to be bad. However conformity is often benificial. Sherif and Asch have each conducted fairly artificial laboritory experiments which showed that about 30% of responses can be explained by the need or desire of the subjects to conform. These experiments may not accurately reflect real life when conformity might be benificial and sometimes contribute to psychological well-being.

Drinks that Influenced History and Civilization Essay

The author describes the origin of six drinks that greatly influenced history and civilization around the world: beer, wine, spirits, coffee, tea, and cola. He explains how each drink was the defining drink during a historical period from antiquity to present day. The fluids are vital because each had a role of shaping the modern world. They have been used as currencies, in religious rites, as a political symbol, sources of philosophical and artistic inspiration. Some have served to highlight the power of the elite, and appease the downtrodden. They connected world cultures by impacting trade, economy, religion, and politics. Beer was discovered through different methods of cooking and storing cereal grains. When the ice age ended, lands such as the Fertile Crescent provided abundant cereal grains. Such grains provided a reliable source of food, and the ability to store cereal grains began to encourage people to stay in one place. This resulted in permanent settlements as societies transitioned from hunting and gathering to farming. Although the residents of such villages continued to hunt, skeletal evidence suggests that they subsisted mostly on plant-based diets. Beer was shared, and it was symbol of hospitality and friendship. To Neolithic drinkers, beer’s ability to intoxicate and ferment seemed magical, and it was concluded that it was a gift from the gods. Beer-drinking cultures tell stories and myths of how it was discovered. Mesopotamians and Egyptians saw beer as an ancient, god-given drink that supported their existence, formed part of their cultural and religious identity, and had great social importance. It was consumed by anyone regardless of status, age, or gender. Beer impacted the growth and diffusion of the earliest civilizations greatly. The emergence of complex societies, the need to keep written records, and the popularity of beer all followed from the surplus of grain. It was also used as a form of currency and payment. Beer also had a direct link to health. Mesopotamians and Egyptians used it medicinally. The Egyptians used bread and beer in funerals. Without the discovery of beer, the earliest civilizations of Southwest Asia and Egypt would not have been as prosperous.

Sample Persuasive Message

In this paper the subject to identify is three behaviors inherent in e-tailing, explain how each medium enables e-commerce, and analyze each behavior using the communication process. The three behaviors to be discussed are independent variables, intervening variables, and dependent variables. Two types of independent variables are personal characteristics and environmental variables (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Personal characteristics refer to the demographic factors, internal individual factors, and behavioral characteristics (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Environmental refers to social, cultural, community, and other environmental variables such as available information, government regulations, legal constraints, and situational factors (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Intervening variables controlled by vendors, as in pricing, advertising, branding, physical environment, and promotions. The physical environment includes in store displays, logistic support, technical support, and customer services all are important to the consumer (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). By showing a company’s product online for the consumer it fulfills the intervening variable. The dependent variable is the buying decision, the consumer ask several questions such as, â€Å"How much to buy? † â€Å"Where to buy the product? † and â€Å"When to buy the product? † These decisions depend on the independent and intervening variables (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). By using personalization in e-commerce a company is referring to matching service, products, and advertising to individuals and their preferences based on what the company knows about the individual user (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). The three steps, services of personalization are: personalized services are built on a one-on-one communication channel, individual service built on the sequence of clicks, page request, or items added to shopping carts. The third universal services are the product search function or reading of customer reviews. These three strategies will increase satisfaction, build relationship, generate lock-in situations, and realize greater produce or service turnover (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Under independent variable the company must know itself the services and products they are providing to the customers. Then the company has to determine how it will arrive at the information to the customer through websites or mailers. The company must determine who will receive the massages. This hypothetical company has to determine where it is obtaining its products from. So advertising can be put into place around those products. Thus, informing the customer/receiver through varies technology where the product comes from (University of Phoenix, 2011). The dependent variable sets the companies course to who, what, when, where, why, and how. With personalization the company must match all services and products to different demographics. These demographics are the targets for the products and services the company is advertising. Using detailing in this manner should permit growth and larger profit margins. Part of existing in e-tailing is customer satisfaction. Given the changes in the world with more people going online for product maintaining customer satisfaction in the online shopping experience is more important. The high levels of customer satisfaction are associated with repeat purchases and positive word-of-mouth (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). The customer needs to trust the e-tailer that the product he or she receives will be like the one in the picture on the web page. Trust is particularly important in e-commerce transactions because of the difficulties of taking legal action (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). The buyers and sellers must trust the e-commerce’s computing environment and the infrastructure. If they do not feel comfortable or trust security of the infrastructure he or she will not buy the product he or she was looking to buy (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). There are two ways to increase trust in e-commerce the following are: 1. ) Affiliate with an objective third party. This builds trust by putting hypertext links on their website to other trusted reputable companies. 2. ) Establish trustworthiness through these key elements integrity, competence, and security (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). The organizational behaviors are similar, to individuals with a few differences, the individual is more the business-to-consumer where family and Internet communities can have an influence. The organizational is more the business-to-business concept where family and Internet communities have no influence on purchases (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Marketing and advertising processes for organizations are different. The traditional way to market goods was through trade shows, magazines, newspapers, and salespeople calling. With the digital world or e-commerce an organization could use online directory, matching, the marketing and advertising service of exchanges, co-branding or alliances, affiliate programs, online marketing, or e-communities (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). Some organizations that venture into the e-wholesalers, this kind of intermediary sells directly to businesses exclusively online (Turban, King, McKay, Marshall, Lee, & Viehland, 2008). With all the new technology coming out in the world a large amount of individuals and organizations are turning to the Internet to buy and sell products and services all over the world. References Internal Revenue Service (2011) Electronic Payment Options for Businesses and Individuals. Retrieved from http://www.irs.gov/efile/article/O,,id=101316,00.html Turban, E., King, D., McKay, J., Marshall, P., Lee, J., & Viehland, D. (2008) Electronic Commerce 2008: A Managerial Perspective (5th ed.). Upper Saddle River, NJ: Pearson Prentice Hall. University of Phoenix (2011) University of Phoenix Material: COMM470 Version 3 Appendix A

How to Use a My Service Canada Account

How to Use a My Service Canada Account The My Service Canada Account (MSCA) is available from Service Canada, the federal department charged with delivering a wide variety of government services. The account provides secure online access to view and update your personal information on Employment Insurance (EI), the Canada Pension Plan (CPP), and Old Age Security (OAS). How to Obtain an Access Code Before you can register for a My Service Canada Account, you need an access code- either an EI access code if you are applying for EI benefits or a Personal Access Code, which you must request. The four-digit EI Access Code is printed in the shaded area on the benefit statement mailed to you after you apply for Employment Insurance. To request a seven-digit Personal Access Code (PAC), read the information on the Request a Personal Access Code page. Read and print the Privacy Notice Statement for your records. Select continue, provide the following information, and submit your: Social Insurance NumberFirst nameLast nameDate of birthMothers maiden namePostal code and address information It will take five  to 10 days to receive your PAC by mail. Once you have an access code, you can register for a My Service Canada Account online. How to Register and Log In At the MSCA website, you can choose between logging in with CGKey using a Government of Canada User ID and password or using credentials you may already have with a Sign-In Partner, such as those you use for online banking. When you use a Sign-In Partner, Service Canada will not share personal information with the partner about the government services you access and the partner will not provide personal information it holds to Service Canada during the login process. Service Canada will not know which partner you are using. If you are a first-time user, follow the registration instructions to complete the sign-up process before logging in. GCKey Registration First, read and accept the terms and conditions. Be prepared to: Create a User IDCreate recovery questions, answers, and hintsCreate and confirm a password Sign-In Partner Registration Read and agree to the terms and conditionsSelect a Sign-In Partner Employment Insurance (EI) Once you are logged in, you can use the My Service Canada Account tool to view your electronic Records of Employment (ROEs) and information on your EI claim, including your weekly benefit rate, the start and end date of your claim, the start and end of your waiting period, your allowable earnings, the number of weeks you will be entitled to receive EI benefits, the number of weeks of EI benefits you have already received, payment dates, and details about payment deductions. This account tool also allows you to: View information on past EI claimsSubmit an Absence From Canada formSubmit a Course or Training formPrint your T4E tax slip for EI benefits to use when filing your income tax returnStart or stop the mailing of your T4E tax slipsRegister to pay EI premiums on your self-employment incomeChange your address or telephone informationSign up for direct deposit or change your banking information Canada Pension Plan (CPP) The My Service Account allows you to view information about your Canada Pension Plan (CPP) benefits and view and print your CPP Statement of Contributions. You can also use this tool to: Get an estimate of your CPP retirement benefitsPrint your T4A(P) tax slip for CPP benefits to use when you file your income taxesStart or stop the mailing of your T4A(P) tax slipsChange your address or telephone information (some exceptions apply)Sign up for direct deposit or change your banking information Old Age Security (OAS) Information on Old Age Security (OAS) benefits is also available in the My Service Account. The details of your benefits- including payment dates and monthly amounts- is found here. The tool also allows you to: Print your T4A (OAS) tax slip for OAS income for your income tax returnChange your address or telephone information (some exceptions apply)Sign up for direct deposit or change your banking information Questions and Assistance If you have difficulty using the My Service Canada Account tool, visit the nearest Service Canada Office. Experienced government personnel will be available to answer questions and provide assistance.

Importance of Wait Time in Education

Importance of Wait Time in Education Wait time, in educational terms, is the time that a teacher  waits before calling on a student in class  or for an individual student to respond. For example,  teacher presenting a lesson on presidential terms of office, may ask the question, How many years can a president serve as president? The amount of time that a teacher gives students to think of the answer and raise their hands is called wait-time, and research published over forty years ago is still used to show that wait-time is a critical instructional tool. The term was first coined by Mary Budd Rowe in her research paper, Wait-time and Rewards as Instructional Variables, Their Influence in Language, Logic, and Fate Control (1972). She noted that on average, teachers paused only 1.5 seconds after asking a question; some wait only a tenth of a second. When that time was extended to three seconds, there were positive changes to students and teachers behaviors and attitudes. She explained that wait-time gave students a chance to take risks. Exploration and inquiry require students to put together ideas in new ways, to try out new thoughts, to take risks. For that they not only need time but they need a sense of being safe (4). Her report detailed several of the changes that came about when students were provided wait-time: The length and correctness of student responses increased.The number of no answers or I dont know responses by students decreased.The number  of students who volunteered answers increased greatly increased.Academic achievement test scores tended to increase. Wait Time is Think Time Rowes study had focused on elementary science teacher using data recorded over five years. She had noted a change in teacher characteristics, flexibility  in their own responses, when they purposefully allowed wait-time of three to five seconds, or even longer. In addition, the variety of questions asked in class became varied. Rowe concluded that wait-time influenced teacher expectations, and their rating of students they may have considered slow changed. She suggested that more work should be done concerning direct training of students to take time both to frame replies and to hear other students. In the 1990s, Robert Stahl from Arizona State University took up Rowes suggestion and followed up on her research. His study Using Think-time Behaviors to Promote Students Information Processing, Learning, and On-task Participation: An Instructional Model explained that wait-time was more than a simple pause in instruction. He determined that the three seconds of wait time of uninterrupted silence offered in questioning and answering was an opportunity for intellectual exercise. He found that during this uninterrupted silence, both the teacher and all students can both complete appropriate information processing tasks, feelings, oral responses, and actions. He explained that wait-time should be renamed as think-time because, Think-time names the primary academic purpose and activity of this period of silenceto allow students and the teacher to complete on-task thinking (8). Stahl also determined that there were eight categories of uninterrupted periods of silence that comprised wait-time. These categories described the wait-time immediately following a teachers question to a dramatic pause a teacher may use to emphasize an important idea or concept. Practicing Wait-time in the Classroom Despite the undisputed research, wait-time is a teaching tool that is often not practiced in the classroom. One reason may be that teachers are uncomfortable with silence after asking a question. This pause may not feel natural to wait to call on students. Taking three to five seconds, however, before calling on a student is not a lot of time. For teachers who may feel pressured to cover content or want to get through a unit, that uninterrupted silence can feel unnaturally long, especially if that pause is not a classroom norm. Another reason that teachers may feel uncomfortable with uninterrupted silence could be a lack of practice. More veteran teachers may already set their own pace for instruction which would need to be adjusted, while teachers entering the profession may not have had the opportunity to try wait-time in a classroom environment. Implementing an effective wait-time of three to five seconds is purposeful and takes practice. To better practice wait-time, some teachers implement a policy of only selecting students who raise a hand. This can be hard to enforce, especially if other teachers in the school are not requiring students to raise their hands. If a teacher is consistent and reinforces the importance of hand-raising in response to a question, students will eventually learn. Of course, teachers should realize that it is much harder to make students raise their hands if they have not required to do so from the first day of school. Other teachers may use a student lists or popsicle sticks or cards with student names to ensure that every student is called upon or that one student does not dominate the responses. Teachers also need to be aware of student expectations when implementing wait time. Students who are in competitive, upper-level courses and who may be used to quick-fire questions and answers might not initially find a benefit from wait time. In these cases, teachers would have to use their expertise and varying the amounts of time before calling on students to see if it does make a difference to either the number of students involved or the quality of the answers. Like any other instructional strategy, a teacher may need to play with wait-time to see what works best for students. While wait-time may be an uncomfortable strategy for teachers and students at first, it does get easier with practice. Teachers will notice a better quality and/or an increase in the length of responses as students to have the time to think of their answer before raising their hands. Finally, student-to-student interactions may increase as students become better able to formulate their answers. That pause of a few seconds called wait-time or think-time can make a dramatic improvement in learning.