Online Shopping vs Brick and Mortar Shopping Essay Example for Free

Online Shopping vs Brick and Mortar Shopping Essay Brick and mortar shopping and online shopping compare and contrast in many different ways. Some of the ways are obvious such as one is online and one is an actual store, but there are others that many different people would not even think about if they didn’t shop in both settings regularly. Knowing the benefits of online shopping and shopping in store can not only save a person the hassle of getting out when something may be better to get online, but it can also save a person tons of money knowing which setting to buy certain things from. For instance, during certain times of the year store may offer exclusive savings on certain products if you buy them online and buy them together. This kind of promotion can save you massive amounts of money. Brick and mortar shopping and online shopping compare and contrast by sales, convenience, and coupon use. Brick and mortar shopping and online shopping compare and contrast by sales. When shopping online, stores sometimes offer exclusive sales for online only shoppers. When shopping online a person can save money on top of sales by shopping through a cash back service such as www. bates. com. Www. ebates. com will offer you a percentage of what you spend at certain stores online to encourage you to shop online at that store. When shopping online a person can take advantage of a good deal without having to justify themselves to a sales associate. Sometimes a sales associate will not agree with someone getting the great deal that their company is plainly offering. At least a computer will not argue with someone or try to make it seem like someone is trying to take advantage of the system. When shopping in store, stores also sometimes offer exclusive sales for in store shoppers only. When shopping in store a person can sometimes match prices at stores such as Wal-Mart. Wal-Mart offers to let a person match a price from another local store just by showing the cashier the print add therefore extending your savings. Some other stores like CVS also offer store cards that shoppers can use for even bigger savings and exclusive deals. Sales like these can really drop your bills! Brick and mortar shopping and online shopping compare and contrast by convenience. When shopping online, a person can shop from the convenience of their own home. Another great advantage of shopping online is that you don’t have to take the time to put in makeup, fix your hair, or even change out of your pajamas. When online shopping a person does not have to spend gas money to get out and go to the store. Also, when shopping online a person can compare items from different stores to see which items are of better quality and value. In retrospect when shopping in a brick and mortar store associates can help a person with their purchase. When shopping in store with an associate a person can ask questions about the items that they are buying. A store associate can answer any questions about what a person is shopping for that they may have been curious about. This can be very helpful in choosing just the right products for your family. One other difference about shopping in store is that there are no shipping fees that need to be paid. There is also no wait between when a person purchases their items and when they get them. This effectively saves you both time and money. Brick and mortar shopping and online shopping compare and contrast by coupon use. When shopping online a store will sometimes offer exclusive coupon codes that are only good for online use. Sometimes the coupons that are offered online will have a higher value than a coupon that you will use in store. Stores will sometimes do this to encourage you to try shopping online as opposed to a brick and mortar setting. Also, when shopping online with coupons you do not have to deal with an associate during the checkout process. Sometimes an in store associate will argue with you about whether or not your coupon is legitimate or if that coupon can be used on the item in your cart. When shopping in store you can use paper coupons and sometimes printed coupons. Also, some stores will let you stack a manufactures coupon with a coupon put out by that particular store. This means that you can use two coupons towards the purchase of one item. The store coupon is considered the same as an in store promotion therefore allowing you to use a manufactures coupon as well. This can increase your savings dramatically. Online shopping and shopping in a brick and mortar setting compare and contrast by sales convenience, and coupon use. Online shopping and brick and mortar shopping have many different elements associated with each of them that many different people do not realize. Writing them down in an organized manner helps one to see all of the great differences and comparatives between the two. When shopping online there are great benefits such as exclusive sales, the convenience of not having to leave the house to get what you need, and that you can use exclusive online coupons. In comparison to this when shopping in a brick and mortar setting you can take advantage of in store exclusive sales and promotions, you can ask the store associates questions about the products you are buying, you don’t have to wait for the product to be delivered to you, and you can sometimes stack manufactures coupons with store coupons. These are all great comparisons and contrasts of online shopping and brick and mortar shopping, hopefully you can make an informed decision about which is best for you.

Automobile Scenario of India Essay Example for Free

Automobile Scenario of India Essay The Automotive industry in India is one of the largest in the world and one of the fastest growing globally. India manufactures over 17. 5 million vehicles (including 2 wheeled and 4 wheeled) and exports about 2. 33 million every year. It is the worlds second largest manufacturer of motorcycles, with annual sales exceeding 8. 5 million in 2009. Indias passenger car and commercial vehicle manufacturing industry is the seventh largest in the world, with an annual production of more than 3. 7 million units in 2010. According to recent reports, India is set to overtake Brazil to become the sixth largest passenger vehicle producer in the world, growing 16-18 per cent to sell around three million units in the course of 2011-12 In 2009, India emerged as Asias fourth largest exporter of passenger cars, behind Japan, South Korea, and Thailand. As of 2010, India is home to 40 million passenger vehicles and more than 3. 7 million automotive vehicles were produced in India in 2010 (an increase of 33. 9%), making the country the second fastest growing automobile market in the world. According to the Society of Indian Automobile Manufacturers, annual car sales are projected to increase up to 5 million vehicles by 2015 and more than 9 million by 2020. By 2050, the country is expected to top the world in car volumes with approximately 611 million vehicles on the nations roads. The dominant products of the industry are two wheelers with a market share of over 75% and passenger cars with a market share of about 16%. Commercial vehicles and three wheelers share about 9% of the market between them. About 91% of the vehicles sold are used by households and only about 9% for commercial purposes. The industry has attained a turnover of more than USD 35 billion and provides direct and indirect employment to over 13 million people. The supply chain of this industry in India is very similar to the supply chain of the automotive industry in Europe and America. This may present its own set of opportunities and threats. The orders of the industry arise from the bottom of the supply chain i. e. , from the consumers and go through the automakers and climbs up until the third tier suppliers. However the products, as channeled in every traditional automotive industry, flow from the top of the supply chain to reach the consumers. Interestingly, the level of trade exports in this sector in India has been medium and imports have been low. However, this is rapidly changing and both exports and imports are increasing. The demand determinants of the industry are factors like affordability, product innovation, infrastructure and price of fuel. Also, the basis of competition in the sector is high and increasing, and its life cycle stage is growth. With a rapidly growing middle class, all the advantages of this sector in India are yet to be leveraged. Note that, with a high cost of developing production facilities, limited accessibility to new technology and soaring competition, the barriers to enter the Indian Automotive sector are high. On the other hand, India has a well-developed tax structure. The power to levy taxes and duties is distributed among the three tiers of Government. The cost structure of the industry is fairly traditional, but the profitability of motor vehicle manufacturers has been rising over the past five years. Major players, like Tata Motors and Maruti Suzuki have material cost of about 80% but are recording profits after tax of about 6% to 11%. The level of technology change in the Motor vehicle Industry has been high but, the rate of change in technology has been medium. Investment in the technology by the producers has been high. System-suppliers of integrated components and sub-systems have become the order of the day. However, further investment in new technologies will help the industry be more competitive. Over the past few years, the industry has been volatile. Currently, India’s increasing per capita disposable income which is expected to rise by 106% by 2015 and growth in exports is playing a major role in the rise and competitiveness of the industry. Tata Motors is leading the commercial vehicle segment with a market share of about 64%. Maruti Suzuki is leading the passenger vehicle segment with a market share of 46%. [18] Hyundai Motor India and Mahindra and Mahindra are focusing expanding their footprint in the overseas market. Hero Honda Motors is occupying over 41% and sharing 26%[18] of the two wheeler market in India with Bajaj Auto. Bajaj Auto in itself is occupying about 58% of the three wheeler market. Consumers are very important of the survival of the Motor Vehicle manufacturing industry. In 2008-09, customer sentiment dropped, which burned on the augmentation in demand of cars. Steel is the major input used by manufacturers and the rise in price of steel is putting a cost pressure on manufacturers and cost is getting transferred to the end consumer. The price of oil and petrol affect the driving habits of consumers and the type of car they buy. The key to success in the industry is to improve labour productivity, labour flexibility, and capital efficiency. Having quality manpower, infrastructure improvements, and raw material availability also play a major role. Access to latest and most efficient technology and techniques will bring competitive advantage to the major players. Utilising manufacturing plants to optimum level and understanding implications from the government policies are the essentials in the Automotive Industry of India. Both, Industry and Indian Government are obligated to intervene the Indian Automotive industry. The Indian government should facilitate infrastructure creation, create favourable and predictable business environment, attract investment and promote research and development. The role of Industry will primarily be in designing and manufacturing products of world-class quality establishing cost competitiveness and improving productivity in labour and in capital. With a combined effort, the Indian Automotive industry will emerge as the destination of choice in the world for design and manufacturing of automobiles. History The first car ran on Indias roads in 1897. Until the 1930s, cars were imported directly, but in very small numbers. Embryonic automotive industry emerged in India in the 1940s. Mahindra Mahindra was established by two brothers as a trading company in 1945, and began assembly of Jeep CJ-3A utility vehicles under license from Willys The Company soon branched out into the manufacture of light commercial vehicles (LCVs) and agricultural tractors. Following the independence, in 1947, the Government of India and the private sector launched efforts to create an automotive component manufacturing industry to supply to the automobile industry. However, the growth was relatively slow in the 1950s and 1960s due to nationalisation and the license raj which hampered the Indian private sector. After 1970, the automotive industry started to grow, but the growth was mainly driven by tractors, commercial vehicles and scooters. Cars were still a major luxury. Japanese manufacturers entered the Indian market ultimately leading to the establishment of Maruti Udyog. A number of foreign firms initiated joint ventures with Indian companies. In the 1980s, a number of Japanese manufacturers launched joint-ventures for building motorcycles and light commercial-vehicles. It was at this time that the Indian government chose Suzuki for its joint-venture to manufacture small cars. Following the economic liberalisation in 1991 and the gradual weakening of the license raj, a number of Indian and multi-national car companies launched operations. Since then, automotive component and automobile manufacturing growth has accelerated to meet domestic and export demands. [21] Following economic liberalization in India in 1991, the Indian automotive industry has demonstrated sustained growth as a result of increased competitiveness and relaxed restrictions. Several Indian automobile manufacturers such as Tata Motors, Maruti Suzuki and Mahindra and Mahindra, expanded their domestic and international operations. Indias robust economic growth led to the further expansion of its domestic automobile market which has attracted significant India-specific investment by multinational automobile manufacturers. [22] In February 2009, monthly sales of passenger cars in India exceeded 100,000 units[23] and has since grown rapidly to a record monthly high of 182,992 units in October 2009. [24] Objectives of study: Since the Auto Component industry is growing substantially, it is very important to know and identify how the industry is growing and creating its own place in the industrial sector helping the economy to grow. So the objectives of the study are: 1. To understand and analyse the current status of Indian Automobile Industry. 2. To Analyse the trends in the automobile industry in India. 3. To study the growth potential and challenges faced by automobile industry in India. Market and its Growth. The automotive industry of India is categorized into passenger cars, two wheelers, commercial vehicles and three wheelers, with two wheelers dominating the market. More than 75% of the vehicles sold are two wheelers. Nearly 59% of these two wheelers sold were motorcycles and about 12% were scooters. Mopeds occupy a small portion in the two wheeler market however; electric two wheelers are yet to penetrate. The passenger vehicles are further categorized into passenger cars, utility vehicles and multi-purpose vehicles. All sedan, hatchback, station wagon and sports cars fall under passenger cars. Tata Nano, is the world’s cheapest passenger car, manufactured by Tata Motors a leading automaker of India. Multi-purpose vehicles or people-carriers are similar in shape to a van and are taller than a sedan, hatchback or a station wagon, and are designed for maximum interior room. Utility vehicles are designed for specific tasks. The passenger vehicles manufacturing account for about 15% of the market in India. Commercial vehicles are categorized into heavy, medium and light. They account for about 5% of the market. Three wheelers are categorized into passenger carriers and goods carriers. Three wheelers account for about 4% of the market in India. Domestic Market Share for 2010-11(%)| Passenger Vehicles| 16. 25| Commercial Vehicles| 4. 36| Three Wheelers| 3. 39| Two Wheelers| 76. 00| Source: Society of Indian Automotive Manufacturing (SIAM) GROSS TURNOVER OF THE AUTOMOBILEINDUSTRY IN INDIA| Year| (IN USD MILLION)| 2004-05| 20,896| 2005-06| 27,011| 2006-07| 34,285| 2007-08| 36,612| 2008-09| 38,238| The production of automobiles has greatly increased in the last decade. Automobile Production. Automobile Production Trends (Number of Vehicles)| Category| 2004-05| 2005-06| 2006-07| 2007-08| 2008-09| 2009-10| 2010-11| Passenger Vehicles| 1,209,876| 1,309,300| 1,545,223| 1,777,583| 1,838,593| 2,357,411 | 2,987,296 | Commercial Vehicles| 353,703| 391,083| 519,982| 549,006| 416,870| 567,556 | 752,735 | Three Wheelers| 374,445| 434,423| 556,126| 500,660| 497,020| 619,194 | 799,553 | Two Wheelers| 6,529,829| 7,608,697| 8,466,666| 8,026,681| 8,419,792| 10,512,903 | 13,376,451 | Grand Total| 8,467,853| 9,743,503| 11,087,997| 10,853,930| 11,172,275| 14,057,064 | 17,916,035 | Automobile Sales. Automobile Domestic Sales Trends(Number of Vehicles)| Category| 2004-05| 2005-06| 2006-07| 2007-08| 2008-09| 2009-10| 2010-11| Passenger Vehicles| 1,061,572| 1,143,076| 1,379,979| 1,549,882| 1,552,703| 1,951,333 | 2,520,421 | Commercial Vehicles| 318,430| 351,041| 467,765| 490,494| 384,194| 532,721 | 676,408 | Three Wheelers| 307,862| 359,920| 403,910| 364,781| 349,727| 440,392 | 526,022 | Two Wheelers| 6,209,765| 7,052,391| 7,872,334| 7,249,278| 7,437,619| 9,370,951 | 11,790,305 | Grand Total| 7,897,629| 8,906,428| 10,123,988| 9,654,435| 9,724,243| 12,295,397 | 15,513,156 |. Automobile Exports Automobile Exports Trends(Number of Vehicles)| Category| 2004-05| 2005-06| 2006-07| 2007-08| 2008-09| 2009-10| 2010-11| Passenger Vehicles| 166,402| 175,572| 198,452| 218,401| 335,729| 446,145 | 453,479 | Commercial Vehicles| 29,940| 40,600| 49,537| 58,994| 42,625| 45,009 | 76,297 | Three Wheelers| 66,795| 76,881| 143,896| 141,225| 148,066| 173,214 | 269,967 | Two Wheelers| 366,407| 513,169| 619,644| 819,713| 1,004,174| 1,140,058 | 1,539,590 | Grand Total| 629,544| 806,222| 1,011,529| 1,238,333| 1,530,594| 1,804,426 | 2,339,333 | Supply Chain of Automobile Industry. The supply chain of automotive industry in India is very similar to the supply chain of the automotive industry in Europe and America. The orders of the industry arise from the bottom of the supply chain i. e. , from the consumers and go through the automakers and climbs up until the third tier suppliers. However the products, as channelled in every traditional automotive industry, flow from the top of the supply chain to reach the consumers. Automakers in India are the key to the supply chain and are responsible for the products and innovation in the industry. The description and the role of each of the contributors to the supply chain are discussed below. Third Tier Suppliers: These companies provide basic products like rubber, glass, steel, plastic and aluminium to the second tier suppliers. Second Tier Suppliers: These companies design vehicle systems or bodies for First Tier Suppliers and OEMs( Original Equipment Manufacturers). They work on designs provided by the first tier suppliers or OEMs. They also provide engineering resources for detailed designs. Some of their services may include welding, fabrication, shearing, bending etc. First Tier Suppliers: These companies provide major systems directly to assemblers. These companies have global coverage, in order to follow their customers to various locations around the world. They design and innovate in order to provide â€Å"black-box† solutions for the requirements of their customers. Black-box solutions are solutions created by suppliers using their own technology to meet the performance and interface requirements set by assemblers. First tier suppliers are responsible not only for the assembly of parts into complete units like dashboard, breaks-axel-suspension, seats, or cockpit but also for the management of second-tier suppliers. Automakers/Vehicle Manufacturers/Original Equipment Manufacturers (OEMs): After researching consumers’ wants and needs, automakers begin designing models which are tailored to consumers’ demands. The design process normally takes five years. These companies have manufacturing units where engines are manufactured and parts supplied by first tier suppliers and second tier suppliers are assembled. Automakers are the key to the supply chain of the automotive industry. Examples of these companies are Tata Motors, Maruti Suzuki, Toyota, and Honda. Innovation, design capability and branding are the main focus of these companies. Dealers: Once the vehicles are ready they are shipped to the regional branch and from there, to the authorised dealers of the companies. The dealers then sell the vehicles to the end customers. Parts and Accessory: These companies provide products like tires, windshields, and air bags etc. to automakers and dealers or directly to customers. Service Providers: Some of the services to the customers include servicing of vehicles, repairing parts, or financing of vehicles. Many dealers provide these services but, customers can also choose to go to independent service providers. Indian automotive companies †¢Chinkara Motors: Beachster, Hammer, Roadster 1. 8S, Rockster, Jeepster, Sailster †¢Hindustan Motors: Ambassador †¢ICML: Rhino Rx †¢Mahindra: Major, Xylo, Scorpio, Bolero, Thar, Verito, Genio †¢Premier Automobiles Limited: Sigma, RiO †¢San Motors: Storm Tata Motors: Nano, Indica, Indica Vista, Indigo, Indigo Manza, Indigo CS, Sumo, Venture, Safari, Xenon, Aria. Foreign automotive companies in India Vehicles manufactured or assembled in India †¢BMW India: 3 Series, 5 Series, X1. †¢Fiat India (in collaboration with Tata Motors): Grande Punto, Linea. †¢Ford India: Figo, Ikon, Fiesta, Endeavour. †¢General Motors India †¢Chevrolet: Spark, Beat, Aveo U-VA, Aveo, Optra, Cruze, Tavera. †¢Honda Siel: Jazz, City, Civic, Accord. †¢Hyundai Motor India:Santro, i10, i20, Accent, Verna Transform, Sonata Transform. †¢Land Rover:Freelander 2 †¢Maruti Suzuki: 800, Alto, WagonR, Estilo, A-star, Ritz, Swift, Swift DZire, SX4, Omni, Versa, Eeco, Gypsy. †¢Mercedes-Benz India: C-Class, E-Class. †¢Mitsubishi[80] (in collaboration with Hindustan Motors): Lancer, Lancer Cedia, Pajero †¢Nissan Motor India: Micra. †¢Renault India:Fluence †¢Toyota Kirloskar: Etios, Corolla, Innova. †¢Volkswagen Group Sales India: †¢Audi India: A4, A6, Q5. †¢Skoda Auto India: Fabia, Laura, Superb, Yeti. †¢Volkswagen India: Polo, Vento, Jetta, Passat. Opel was present in India until 2006. As of 2011, Opel only provides spare parts and vehicle servicing to existing Opel vehicle owners. Vehicles brought into India as CBUs †¢Aston Martin: Vantage, Rapide, Virage, DB9, DBS, One-77. †¢Audi: A7, A8, S4, S6, S8, Q7, TT, R8, RS5. †¢Bentley: Arnage, Azure, Brooklands, Continental GT, Continental Flying Spur, Mulsanne. †¢BMW: 5 Series GT, 6 Series, 7 Series, X3, X5, X6, X6 M, M3, M5, M6 and Z4. †¢Bugatti: Veyron. †¢Chevrolet: Captiva. †¢Ferrari: California, 458 Italia, 599 GTB Fiorano, FF. †¢Fiat: 500, Bravo. †¢General Motors: Hummer H2, Hummer H3. †¢Honda: Civic Hybrid, CR-V. †¢Hyundai: Santa Fe. †¢Jaguar: XF, XJ, XK. †¢Koenigsegg: CCX, CCXR, Agera. †¢Lamborghini: Gallardo, Murcielago. †¢Land Rover: Discovery 4, Range Rover, Range Rover Sport. †¢Maserat: Quattroporte, GranTurismo, GranCabrio. †¢Maybach: 57 and 62. †¢Mercedes-Benz: CL-Class, GL-Class, M-Class, R-Class, CLS-Class, S-Class, SL-Class, SLK-Class, Viano, G-Class, SLS. †¢Mitsubishi: Montero, Outlander, Evo X. †¢Nissan: Teana, X-Trail, 370Z, GT-R. †¢Porsche: 997, Boxster, Panamera, Cayman, Cayenne, Carrera GT. †¢Rolls Royce: Ghost, Phantom, Phantom Coupe, Phantom Drophead Coupe. †¢Skoda: Yeti, Superb. †¢Suzuki: Grand Vitara, Kizashi. †¢Toyota: Prius, Camry, Fortuner*, Land Cruiser, Land Cruiser Prado. †¢Volkswagen: Beetle, Tiguan, Touareg, Phaeton. †¢Volvo: S60, S80, XC60, XC90. *Toyota Fortuner is imported as a CKD kit from Toyota Motor Thailand Commercial vehicle manufacturers in India Indian brands †¢Force †¢Hindustan Motors †¢Premier †¢Tata †¢AMW †¢Eicher Motors Joint Venture Brands †¢VE Commercial Vehicles Limited VE Commercial Vehicles limited A JV between Volvo Groups Eicher Motors Limited. †¢Ashok Leyland- originally a JV between Ashok Motors and Leyland Motors, now 51% owned by Hinduja Group †¢Mahindra Navistar a 51:49 JV between Mahindra Group and Navistar International †¢Swaraj Mazda originally a JV between Punjab Tractors and Mazda, now 53. 5% owned by Sumitomo Group †¢Kamaz Vectra A JV between Russias KaMAZ and the Vectra Group Foreign brands †¢Volvo †¢Tatra. †¢MAN as a JV with Force Motors, makes MAN Trucks in India †¢Mercedes-Benz sells luxury buses in India †¢Daimler AG manufactures BharatBenz, a brand of trucks based on the Fuso and the Mercedes Benz truck platforms, which Daimler AG owns †¢Scania †¢Iveco †¢Hino †¢Isuzu †¢Piaggio †¢Caterpillar Inc. Electric car manufacturers in India †¢Ajanta Group †¢Mahindra †¢Hero Electric †¢REVA †¢Tara International †¢Tata Opel was present in India until 2006. As of 2011, Opel only provides spare parts and vehicle servicing to existing Opel vehicle owners.. *Toyota Fortuner is imported as a CKD kit from Toyota Motor Thailand. Market Characteristics Market Size The Indian Automotive Industry after de-licensing in July 1991 has grown at a spectacular rate on an average of 17% for last few years. The industry has attained a turnover of USD 35. 8 billion, (INR 165,000 crores) and an investment of USD 10. 9 billion. The industry has provided direct and indirect employment to 13. 1 million people. Automobile industry is currently contributing about 5% of the total GDP of India. India’s current GDP is about USD 650 billion and is expected to grow to USD 1,390 billion by 2016. The projected size in 2016 of the Indian automotive industry varies between USD 122 billion and UDS 159 billion including USD 35 billion in exports. This translates into a contribution of 10% to 11% towards India’s GDP by 2016, which is more than double the current contribution. Demand Determinants Determinants of demand for this industry include vehicle prices (which are determined largely by wage, material and equipment costs) and exchange rates, preferences, the running cost of a vehicle (mainly determined by the price of petrol), income, interest rates, scrapping rates, and product innovation. Exchange Rate: Movement in the value of Rupee determines the attractiveness of Indian products overseas and the price of import for domestic consumption. Affordability: Movement in income and interest rates determine the affordability of new motor vehicles. Allowing unrestricted Foreign Direct Investment (FDI) led to increase in competition in the domestic market hence, making better vehicles available at affordable prices. Product Innovation is an important determinant as it allows better models to be available each year and also encourages manufacturing of environmental friendly cars. Demographics: It is evident that high population of India has been one of the major reasons for large size of automobile industry in India. Factors that may be augment demand include rising population and an increasing proportion of young persons in the population that will be more inclined to use and replace cars. Also, increase in people with lesser dependency on traditional single family income structure is likely to add value to vehicle demand. Infrastructure: Longer-term determinants of demand include development in Indian’s infrastructure. India’s banking giant State Bank of India and Australia’s Macquarie Group has launched an infrastructure fund to rise up to USD 3 billion for infrastructure improvements. India needs about $500 billion to repair its infrastructure such as ports, roads, and power units. These investments are been made with an aim to generate long-term cash flow from automobile, power, and telecom industries. Price of Petrol: Movement in oil prices also have an impact on demand for large cars in India. During periods of high fuel cost as experienced in 2007 and first –half of 2008, demand for large cars declined in favour of smaller, more fuel efficient vehicles. The changing patterns in customer preferences for smaller more fuel efficient vehicles led to the launch of Tata Motor’s Nano – one of world’s smallest and cheapest cars. Key Competitors Tata Motors:Market Share: Commercial Vehicles 63. 94%, Passenger Vehicles 16. 45%. Tata Motors Limited is India’s largest automobile company, with consolidated revenues of USD 14 billion in 2008-09. It is the leader in commercial vehicles and among the top three in passenger vehicles. Tata Motors has winning products in the compact, midsize car and utility vehicle segments. The company is the worlds fourth largest truck manufacturer, and the worlds second largest bus manufacturer with over 24,000 employees. Since first rolled out in 1954, Tata Motors as has produced and sold over 4 million vehicles in India. Maruti Suzuki India: Market Share: Passenger Vehicles 46. 07% Maruti Suzuki India Limited, a subsidiary of Suzuki Motor Corporation of Japan, is Indias largest passenger car company, accounting for over 45% of the domestic car market. The company offers a complete range of cars from entry level Maruti-800 and Alto, to stylish hatchback Ritz, A star, Swift, Wagon-R, Estillo and sedans DZire, SX4 and Sports Utility vehicle Grand Vitara. Since inception in 1983, Maruti Suzuki India has produced and sold over 10 million vehicles in India and exported over 500,000 units to Europe and other countries. The company’s revenue for the fiscal 2010-2011 stood over Rs 375,224 million and Profits After Tax at over Rs. 22,886 million. Hyundai Motor India:Market Share: Passenger Vehicles 14. 15% Hyundai Motor India Limited is a wholly owned subsidiary of world’s fifth largest automobile company, Hyundai Motor Company, South Korea, and is the largest passenger car exporter. Hyundai Motor presently markets 49 variants of passenger cars across segments. These includes the Santro in the B segment, the i10, the premium hatchback i20 in the B+ segment, the Accent and the Verna in the C segment, the Sonata Transform in the E segment. Mahindra Mahindra: Market Share: Commercial Vehicles 10. 01%, Passenger Vehicles 6. 50%, Three Wheelers 1. 31% Mahindra Mahindra is mainly engaged in the Multi Utility Vehicle and Three Wheeler segments directly. The company competes in the Light Commercial Vehicle segment through its joint venture subsidiary Mahindra Navistar Automotives Limited and in the passenger car segment through another joint venture subsidiary Mahindra Renault. In the year 2009, on the domestic sales front, the Company along with its subsidiaries sold a total of 220,213 vehicles (including 44,533 three wheelers, 8,603 Light Commercial Vehicles through Mahindra Navistar Automotives and 13,423 cars through Mahindra Renault), recording a growth of 0. 6% over the previous year. Mahindra Mahindra is expanding its footprint in the overseas market. In 2009 the Xylo was launched in South Africa. The company formed a new joint venture Mahindra Automotive Australia Pty. Limited, to focus on the Australian Market. Ashok Leyland: Market Share: Commercial Vehicles 16. 47% Against the backdrop of the sharp slump in demand for commercial vehicles, during 2008-09, Ashok Leyland registered sales of 47,118 medium and heavy commercial vehicles (MHCV), 37. 5% less than in the previous year. This includes 16,049 MHCV buses and 31,069 MHCV trucks respectively, 8. 7% and 46. 3% less than in the previous year. Hero Honda Motors: Market Share: Two Wheelers 41. 35% Hero Honda has been the largest two wheeler company in the world for eight consecutive years. The company crossed the 15 million unit milestone over a 25 year span. Hero Honda sold more two wheelers than the second, third and fourth placed two-wheeler companies put together. Bajaj Auto: Market Share: Two Wheelers 26. 70%, Three Wheelers 58. 60% Bajaj Auto is ranked as the worlds fourth largest two and three wheeler manufacturer and the Bajaj brand is well-known across several countries in Latin America, Africa, Middle East, South and South East Asia. Despite falling demand in the motorcycle segment, the company has succeeded in maintaining an operating EBITDA (earnings before interest, taxes, depreciation and amortisation) margin of 13. 6% of net sales and other operating income. From 1. 66 million motorcycles in 2007-2008, the company’s domestic sales fell by 23% to 1. 28 million units in 2008-2009. Key Success Factors The key to success in the industry is to improve labour productivity, labour flexibility, and capital efficiency. Having quality manpower, infrastructure improvements, and raw material availability also play a major role. Access to latest and most efficient technology and techniques will bring competitive advantage to the major players. Utilising manufacturing plants to optimum level and understanding implications from the government policies are the essentials in the Automotive Industry of India. Effective cost controls Close relationship with supplies and goods distribution channels. Establishment of export markets Growth of export markets Having an extensive distribution/collection network Goods distribution channels Successful industrial relations policy Ethical and tactical industrial relations Both, Industry and Indian Government are obligated to intervene the Indian Automotive industry. The Indian government should facilitate infrastructure creation, create favourable and predictable business environment, attract investment and promote research and development. The role of Industry will primarily be in designing and manufacturing products of world-class quality establishing cost competitiveness and improving productivity in labour and in capital. With a combined effort, the Indian Automotive industry will emerge as the destination of choice in the world for design and manufacturing of automobiles. Growth Potential: 1. Increasing demand for vehicles: Increase of disposal income ,easily availability of finance,invreasing consumer awareness and close linkage with global automobile trends. 2. Stable economic policies adopted by successive Governments: The Government of India has continuously made several reforms for the groeth of automobile sector in India. It has lowered the excise duties and have relaxed many policies to boost the local demand . Implemeentation of VAThas helped India to position itself as one of the leading low cost manufacturing sources . 3. Availability of low cost skilled manpower: The cost of quality manpower in India is one of the lowest in the world . Each year the huge number of engineering graduates are produced who provide their skill at comprising salaries . 4. Quality standards: Manufactured in India or â€Å"Made in India† brand is rapidly getting associated with quality. The Indian manufacturer have focussed on quality and most of the leading automobile manufacturer are ISO certified Key Challenges Faced by Indian Automobile Industry Indian auto industry is one of the most promising and growing auto industries across the world. But at this juncture the Indian auto industry is facing various challenges catering to the growing domestic market. Recently, SIAM (Society of Indian Automobile Manufacturers) organized an Annual Convention in association with the Ministry of Heavy Industries and Public Enterprises to discuss the current scenario of the auto industry as well as to define the key challenges faced by the industry. The meeting focused to pave a way to transform challenges into business opportunities and boost the status of automotive industry in India. Some of the key challenges discussed faced by auto industry are fuel technology and nurturing talented manpower. These challenges are explained below in detail: Fuel Technology: Technology is significant and needed to ignite the growth of auto industry. Whether it’s a two-wheeler or a car, technology drives the growth. The challenge of alternative fuel technology ensures a brighter vision of the auto industry in the country. The increasing environmental pollution has become a concern for manufacturers and all associated with the industry. All of them are struggling hard to come up with a holistic and integrated approach to reduce carbon dioxide emission. Some of the initiatives to reduce the level of automotive emission include introduction of fuel-efficient cars, obligatory periodic maintenance, and inspection of automotives, designing automotives with recyclable materials, use of alternative fuels like CNG, LPG, biodiesel, and introduction of electric and hybrid cars. Car manufacturer like Maruti Suzuki has already introduced the new concept of using recyclable substance for car production in its dazzling car Maruti Suzuki A-Star. After the production of Maruti Suzuki A-Star, the company thrives to apply the same concept in all its future car models. In addition, it is believed that the Bharat IV Emission Norms are stringent and are to become mandatory in the next couple of years. The growing industry is hunting for more advanced ways and measures to meet the stringent norms. Some of the cars and other automotives may even be phased out during that period. Nurturing Talented Manpower: Manpower and human resources has always been a key growth driver in any industry including the automobile industry. Though India has a vast pool of talented and skilled professionals, the country needs initiatives and support to treasure these resources to excel in all arenas of the industries. Automobile industry is no exception and highly skilled manpower will further become the most reliable source of competitive advantage across the global as well as Indian automobile industry. More than even before creativity, innovative ideas, and expertise in different areas have become an asset these days. Talking about cars, car designers infuse their creativity in their designed car models and that’s something which attracts car customers Further to that, the industry has to foster the talent for servicing and maintenance as well.

Anthropology Reflection on Death

Anthropology Reflection on Death Vado Tergum In Vicis â€Å"Vado Tergum In Vicis† I hear him mumble as I cradled him and watched him close his eyes, inhale a deep breath one last time before dozing off in a deep unending slumber. Those were his last words. It has been weeks since my grandfather passed away but his words still echo in my head, as if those were only said yesterday. I was going through some of the things in his office when something of interest caught my attention. There, stashed between collections of replicas of fossil fragments, valuable artifacts and dusty pile of scratch papers and moldy books he gathered from years of field work, was a small, odd looking, leather book. Written on its very first page were the exact same words he held before he died. I knew instantly that the book was of something special. However, browsing through its worn out dusty pages, I was only left with disappointment for the book did not contain anything aside from descriptions and a few drawings of our supposed human ancestors. My grandfather was an anthropologist, and a brilliant one I should boast. He spent his years doing field work in different parts of the world until it was time for him to stop because of his old age. Bothered by my grandfather’s last words, I again went through his book, this time going through and reading every chapter, entry by entry, repeating his last words over and over in my head while reading every word in the book, hoping to make sense of the phrase. Suddenly, I felt a weird sensation crawling up my spine, and then everything started spinning right before my eyes until it all went black. â€Å"Chirp! Chirp! Chirp! Chirp!† I heard little chirping sounds as I awoke from a strange and an unexpected deep sleep. â€Å"Chirp! Chirp! Chirp! Chirp!† I heard them once more. Not noticing that I woke up in a different place, I set off to find where the noise was coming from until I came upon a nest of hungry little eaglets. Marveling at the sight of the poor little creatures, it finally occurred to me where I really was, on top of a tree in a strange and unfamiliar place somewhere and not in my grandfather’s office where I remembered reading before blacking out. Thinking it was only a dream, I started stretching hoping to finally wake up in the comfort of my grandfather’s office. But to my disbelief, instead of slender human arms, big, strong wings came out and stretched in all its might. Still astonished and clueless of how I transformed into this magnificent creature in a single snap, I was left with no choice but to live in this new form and accep t the responsibility of looking after my young eaglets. While flying above the surface, I observed the surrounding area. It was not the typical lush green forest one may find in a typical forest or a mountain somewhere. The area is a dry savanna grassland with trees scattered widely apart (Forey Blaxland, 2013). Then at a distance, not very far from where I was hovering, I noticed a group of species with very distinct features. They have a relatively hairless, tall, slender long legged body complemented by an upright stature and a flatter face with human-like projecting nose (Forey Blaxland, 2013). Then it hit me, could it be that this species were the same as or the ones being described in my grandfather’s book? Is it possible that I have time traveled 1.9 to 1.5 million years in the past (Smithsonian National Museum of Natural History, n.d.) through his book to witness firsthand the existence of the Homo ergaster, which was the earliest known human ancestor to have possessed more human-like features (Forey Blaxland, 2013.), in East and South Africa (Smithsonian National Museum of Natural History, n.d.)? If this was the case, then I can still travel back to the present time and be a human again. The thought of being able to travel back to the present time and be a person again filled me with so much joy and excitement that I quickly perched on the nearest tree that enabled me a view where I could observe and watch them more closely. Remembering my grandfather’s notes and having personally observed the species, which I will now refer to as the Homo ergaster, it can be verified that their relative hairlessness and erect stature can account for the improvement of body cooling techniques (Forey Blaxland, 2013) and for their life on the ground as their climbing adaptations got lost with the development of their ability to walk, run and travel long distances (Smithsonian National Museum of Natural History, n.d.). Notable, among the Homo ergaster was their development, discovery and utilization of tools and fire which I have found drawings in grandfather’s book. According to the description in his notes, tools which included cleavers, hand axes and picks were excavat ed together with the ergaster’s fossils (Forey Blaxland, 2013). The tools were used mainly in hunting and butchering big animals and heavy wood working (Forey Blaxland, 2013). â€Å"Is that fire I can see flickering at a distance?† I excitedly thought to myself. I better fly there and check what is happening. â€Å"Oh, I can see it now! They’re making fire!† (Smithsonian National Museum of Natural History, n.d.) I exclaimed happily. But for what reason are they making it? Eager to know, I continued to hover near the area. A few moments later, when the fire is burning big enough, the species then placed chunks of meat, maybe from some beast, and plant tubers found all over the savannah (O’Neil, 2013) over the burning pile of wood as if they were in a barbecue party. â€Å"How amazing!† I exclaimed, â€Å"These creatures already have knowledge making and cooking with fire!† (Forey Blaxland, 2013). Amazed, I decided to stay a little longer hoping to learn more about them. I built a new nest on a near tree so that I could still look after my young while studying this fascinating group of species. Based from my close o bservations of them, I can infer that there is a clear parallelism between the Homo ergaster and our more modern human species, like tending and caring for the sick or injured, although there were no evidences of them deliberately burying their dead, staying or living within family based social bonds, an extended period of childhood (Forey Blaxland, 2013), and communicating through a limited range of sounds and gestures (O’Neil, 2013). Also, there existed a pattern of cooperation in Homo ergaster males and females which can be attributed to a decreased sexual dimorphism between them (Forey Blaxland, 2013). Until one day, as I was searching for food to feed my young, that sudden strange feeling I felt before coming into this strange new place came to me again. My wings suddenly grew numb and I started falling, I lost consciousness. Few moments later, I woke up, sitting in my grandfather’s office, the book in my lap. Terrified by the experience, I decided to keep the book away but found myself seconds later more drawn to it, browsing and turning it’s every page. Then before I had the strength to put it away, the strange feeling crept through me again, then, I found myself in another strange place. This time, in a grassland area with a more temperate and cooler climate (O’Neil, 2013) far from the dry savannas of East and South Africa. Abounding in mixed steppes, the environment proved to be an ideal habitat for large grazing animals (O’Neil, 2013). Wondering why the book brought me to such an environment, I started wandering through the area. As I go about surv eying the new surroundings, I realized that something very strange was happening. Other animals ran away at the instant they saw me coming. Puzzled, I continued until I came across a small pond. Hot from hours of walking, I decided to wash my face and drink from the crystal clear waters of the pond. But as I bent near the water’s surface, this massive tiger’s face appeared and stared right at me from the water. Terrified, I quickly pulled myself away from the water’s surface and got on my feet to survey the area of the lurking beast. Realizing I was actually alone, I again went near the water only to realize that the tiger’s reflection which scared me earlier was actually mine. Dumbfounded at the idea that I am now a ferocious predator, it made me realize that not only did my grandfather’s notebook allowed me to travel through time but also, it enabled me to shape shift to a different creature in each time period. The sound of passing footsteps pulled me from my thoughts. At a distance, there was a group of short and stocky men, with large faces characterized by a flat nose, a low sloping forehead and massive brow ridge (Forey, 2013) dragging the carcass of a boar, slit open, indicating that it was attacked and eaten by bigger predator and was not killed by the men. Unaware of the present time period and geographic location where I am in, and seeing a resemblance between these men and the species of Homo ergaster which I have observed in the African continent, led me to assume and establish a connection between these two species. While secretly observing the group from behind the bushes as to keep my presence unknown, memories from reading grandfather’s notes in his office suddenly rushed through me. Then I remembered reading on the part when some groups of Homo ergaster started to move out of Africa and dispersed in parts of Asia and Europe 1.8 to 1.7 million years ago (O’Neil, 2013) and might have evolved into more complex beings or side branched into a different species. With this in mind, the idea finally struck me. The book brought me to Asia to meet the Homo erectus, possibly an ancestor or a distant cousin (O’Neil, 2013) of the modern human species, who lived 1.6 million – 100,000 years ago (Forey, 2013). But where exactly am I in Asia? China or Indonesia? As I have knowledge that the Homo erectus were geographically distributed in regions of these countries (Forey, 2013). Judging from the immediate surroundings and the cool climate, I can say that I was in China. Eager to learn more about them, I decided to follow them until they led me to what seems a small settlement. There, I observed that these species, like the ergaster, live in small band-societies, somewhat similar to the hunter-gatherer band societies (Smithsonian National Museum of Natural History, n.d.) Tools can also be found in the settlement. However, comparing them to tho se of the ergaster’s, one may notice that the tools of the erectus were more primitive as they were only simple choppers and fake tools (Forey, 2013). Also, I have seen no evidence of their use of fire which their cousins in Africa utilized (Forey, 2013). When it comes to their diet, I have observed that it mainly consist of meat supplemented by vegetables, nuts, fruits and berries (Forey, 2013). Dried twigs and branches on the ground loudly cracked as I accidentally stepped on them informing the erectus of a presence nearby. Fearing that they become aware of my presence, I remained silently still, hidden behind the bushes. Then, I sensed movement behind me. And when I turned around, it was too late for he had already lifted and thrown a big boulder in my direction. Frightened, I just closed my eyes and helplessly waited for the rock to hit me until I blacked out. A few moments later, I was very thankful to have wakened again in my grandfather’s library. Thrilled with what was happening, I continued reading the book until I again found myself in another place, in another time period, in another creature’s form. Just as I regained my consciousness, spears and arrows made of flint started striking in my direction. Groups of men started chasing after me as I transformed into a deer when I came here. I ran and ran until I lost them. Now, having knowledge that I have time traveled 400, 000 – 200, 000 years in the past, in Europe, or maybe in Central or East Asia, in search of the Homo sapiens neanderthalensis (Smithsonian National Museum of Natural History, n.d.) which I think were the ones chasing me earlier, I immediately set off to find their settlements but anxious that once they saw me, will end up killing me for food as their diet mainly consist of meat and other vegetables (Forey, 2013). After hours of roaming in the new environment, I finally reached their settlement, but only observing them on a nearby hill, hidden from their sight. Living under cold climate to temperate climates in woodland and steppe environments (Natural History Museum, n.d), the Neanderthals developed a short and stocky physique that allows them better conservation and regulation of body heat which enabled them to survive glacial periods (Smithsonian National Museum of Natural History, n.d.). They also have a large middle face characterized by a double arche d brow ridge, angled cheekbones and large nose utilized in warming and humidifying cold air (Smithsonian National Museum of Natural History, n.d.). The Neanderthals live in complex groups and have advanced tools made of stone and flint such as blades, arrows, spears, hand axes and other flake tools which they used in hunting my kind and other big animals (Natural History Museum, n.d). Then something caught my attention. â€Å"What are they doing?† I thought, as I saw a few of them carry one man’s body to another hill adjacent my location. Curious, I went closer but still hiding from them. â€Å"Are they doing what I think it is?† I exclaimed as I saw them place the body in what seems like a grave and cover it with dirt. â€Å"Are they burying their dead?† To confirm my observation, I went to the other site where I saw them bury the man the moment they left. To my disbelief, I saw many other what seems as graves, the hill was a graveyard. This practice of actually burying their dead by the Neanderthals (Smithsonian National Museum of Natural History, n.d.) really amazed me. Aside from this, they also h ave other activities and behaviors very similar to that of modern humans, which other human ancestors doesn’t have or practice, like covering their bodies with clothes made from animal skin, plants or barks coming from trees, making and controlled use of fire, making symbolic or decorative ornaments, and sometimes marking the graves with flowers and other ornaments (Smithsonian National Museum of Natural History, n.d.). I suddenly felt a stinging sensation. An arrow has pierced through my back. One of the Neanderthals went back to the grave to offer flowers, saw me and fired a shot. Suffering from the pain, I mustered all my strength and tried to run away. Growing weak because of blood loss, I collapsed, The last thing I remember was laying on the ground, the man, an axe in his hand, then, everything went black. Expecting to be waking up in my grandfather’s office, I was in utter confusion to have found myself inside a tent when I regained consciousness. Still confused where I was and why I ended up in such a place, I heard a familiar voice from behind, â€Å"What took you so long?† it said â€Å"I’ve been expecting you†. And when I turned around, there, standing behind me was my grandfather. I couldn’t believe what my eyes just saw, â€Å"What is grandfather doing here† â€Å"Is he alive?† â€Å"Am I dead?† â€Å"Is he the devil disguising as my grandfather?† these thoughts filled my mind. â€Å"Do not fear my boy. You are not dead nor I was† the man said. â€Å"Come, I will tell you the whole story,† he revealed the secrets of the book, how he was able to travel through time through it, until we reached a settlement crowded with tents made from tanned hides of big animals like the wooly mammoth, sewn together, wra pped around logs and were pulled to the ground with big rocks or dirt (Smithsonian National Museum of Natural History, n.d.). Then he introduced me the other people in the settlement and I found out that they were the Cro-Magnons who lived 35,000 – 10,000 years ago in Europe (Foley, 2002), my grandfather and I, now one of them. These people, unlike their contemporaneous Neanderthals, were tall and muscular in stature closely resembling modern humans although more robustly built (Foley, 2002). According to grandfather, these people, during the winter months and those living in colder areas wore clothes made from skins of animals whereas during the summer months and warmer seasons, the Cro-Magnons clothe themselves in woven barks or grass (Smithsonian National Museum of Natural History, n.d.). They were a semi-nomadic, hunter-gatherer society who used to hunt big game like the bison, mammoth, deer (Smithsonian National Museum of Natural History, n.d.) with finely crafted tools like spears, javelin, arrows made from made from bones, flint and antler points (Foley, 2002), as their diet mainly consist of meat and vegetables (Smithsonian National Museum of Natural History, n.d.). The Cro-Magnons also made use of fire, made necklaces and other ornaments from pieces of shell and animal teeth, cared for the sick and believed to bury the deceased in a single grave in cave shelters (Foley, 2002). These people also utilized manganese and iron oxide to paint pictures depicting their culture and activities on cave walls (Foley, 2002), most famous of which were the ones found in France. Having coexisted with the Neanderthals in Europe; there is a possibility of interbreeding between these two human species. However, with the extinction of the Neanderthals some 28,000 years ago, one possible reason was competition and hunting between the two (Foley, 2002). Having experienced all these, made me appreciate and understand more the complexity of human beings. How they have evolved from simple, unassuming beings to more intelligent and complex ones is one of our species greatest mysteries. But the question lingers? Have we, as the most complex and evolved human species occupying the top spot in this great chain of human evolution, reached our perfect and final form? Or are we, like the great ancestors before us, still undergo and are capable of evolving as we discover and learn new things with the passing of time? Strolling inside one of the caves, marveling at the artistic paintings on the cave walls, a leopard suddenly jumps in front of us. Then, I heard my grandfather â€Å"Vado Tergum In Vicis† and before I knew it, we were back in my father’s room, on his deathbed, him in my arms, the book in my hands. Noelle Patricia Alonte References: Dorey, F. B. Blaxland. (2013). Homo ergaster. Australian Museum. Retrieved from: http://australianmuseum.net.au/homo-ergaster Dorey, F. (2013). Homo erectus. Australian Museum. Retrieved from: http://australianmuseum.net.au/homo-erectus Dorey, F. (2013). Homo neanderthalensis. Australian Museum. Retrieved from: http://australianmuseum.net.au/homo-neanderthalensis Dorey, F. (2014). Homo sapiens. Australian Museum. Retrieved from: http://australianmuseum.net.au/homo-sapiens-modern-humans Foley, J. (2002). Fossil hominids: Cro-magnon man. Retrieved from: http://www.talkorigins.org/faqs/homs/cromagnon.html Natural History Museum. (n.d.). Neanderthalensis (Homo neanderthalensis). Retrieved from: http://www.nhm.ac.uk/nature-online/life/human-origins/early-human-family/neanderthals/index.html O’Neil, D. (2013). Homo Erectus. Retrieved from: http://anthro.palomar.edu/homo/homo_2.htm Smithsonian. (n.d.). Human evolution evidence. Retrieved from: http://humanorigins.si.edu/evidence/human-fossils/fossils/cro-magnon-1

The Important Discovery of Kenyanthropus Platyops - The Flat Faced Man

The Important Discovery of Kenyanthropus Platyops - The Flat Faced Man of Kenya A recent finding on the western shore of Lake Turkana in northern Kenya, a semi-desert area, could hold bold new implication for the origin of man. The finding was the skull of a very early hominid which displays facial features of both modern man and early, more primitive ancestors. The findings have been dated to approximately 3.5 million years, a time period once thought to be dominated by human ancestors that did not posses any noticeable and unique characteristics held by modern man. The find was discovered by Meave Leakey of the National Museums of Kenya and her colleagues, Fred Spoor, Frank H. Brown, Patrik N. Gathogo, Christopher Kiarie, Louise N. Leakey and Ian McDougall. The find originated from an area in Northern Kenya which has been a hot bed for early hominid fossils, and has earned the nickname the â€Å"Leakey Stable†. The specific area in Northern Kenya is located in the Lomekwi and Topernawi river drainages in the Turkana district. The type locality is LO-6N at 03’ 54.03’ north latitude, 035’ 44.40’ east longitude. The bed where the skull was found contains sedimentary and volcanic rocks in addition to the skulls placement between the Lokochot Tuff, and Tulu Bor Tuff, layers of earth that have an approximate age, allowed the scientist to conclude that the skull was approximately 3.5 million years old. Although the skull was dated 3.5 million years old it held distinctly human facial features, earning it its name Kenyanthropus platyops – The Flat-Faced Man of Kenya. It has a flat face, protruding somewhat like an ape with small teeth. The skulls cranium falls within the range of A. afarensis and A. africa... ...g this modern people can see their past and present in the natural world and come to a better understanding of what it truly means to be human. Bibliography 1. Leakey, M. G., Spoor, F., Brown, F. H., Gathogo, P. N., Kiarie, C., Leakey, L. N. and McDougall, I. New hominin genus from eastern Africa shows diverse middle Pliocene lineages Nature 410, 433 - 440 (2001). 2. http://www.nature.com/nsu/010322/010322-8.html Notes: [1] Leakey, M. G., Spoor, F., Brown, F. H., Gathogo, P. N., Kiarie, C., Leakey, L. N. and McDougall, I. New hominin genus from eastern Africa shows diverse middle Pliocene lineages Nature 410, 433 - 440 (2001). Pg. 436 [2] Leakey, M. G., Spoor, F., Brown, F. H., Gathogo, P. N., Kiarie, C., Leakey, L. N. and McDougall, I. New hominin genus from eastern Africa shows diverse middle Pliocene lineages Nature 410, 433 - 440 (2001). Pg. 433

Henry Cavendish: The Shy Scientist Essay -- Science, Biography

Henry Cavendish: The Shy Scientist Henry Cavendish was born October 10, 1731 in Nice, France. His mother, Lady Anne Grey was the daughter of the first Duke of Kent while his father Lord Charles Cavendish, was second Duke of Devonshire. His ancestry links back to many of the aristocratic families in Great Britain. The chemist/physicist is most accredited for the discovery of hydrogen, the â€Å"inflammable air† and measuring the Earth’s density, but he also researched and discovered many other important scientific revolutions. Henry was described as being a very silent and solitary individual. Many called him eccentric and some believe Asperger Syndrome was the root of his behavior. He was shy of strangers and especially shy of women, so much that he only conversed with his female servants by notes. At one point he had a back staircase added onto his house to avoid his housekeeper. This shyness did not allow him to have close or personal relationships to those outside of his family. He dressed from the previous century wearing an old faded velvet coat and a three-cornered hat. When he did talk he spoke in a squeaky voice and with difficulty. His single social outlet was his membership in the Royal Society Club, in which members dined together before their weekly meetings. Cavendish rarely missed these meetings and was highly respected by his colleagues. Although admired, those who sought his intelligence were often given a response of a mumble or a vacant reply as Cavendish dashed off to find a more peacef ul area. Henry Cavendish began attendance to the University of Cambridge in St. Pete’s College on November 24, 1749 at the age of 18. On February 23, 1753, four years later, he left the university without graduating. After ex... ... the church now named Derby Cathedral and was honored by having the road he lived on named after him. William Cavendish the 7th Duke of Devonshire, Henry Cavendish later relative, donated the Cavendish Laboratory at the University of Cambridge. Works Cited Wikipedia The Free Encyclopedia. Henry Cavendish. http://en.wikipedia.org/wiki/Henry_Cavendish; Dec. 1, 2011 Bruce Mattson. â€Å"Henry Cavendish 1731-1810†. History of Gas Chemistry. Updated September 25, 2001. Retrieved December 1, 2011 â€Å"Henry Cavendish†. Famous Scientists. http://www.famousscientists.org/henry-cavendish/. Retrieved Dec. 1, 2011 chemistry.mtu.edu/~pcharles/SCIHISTORY/HenryCavendish.html. Updated Oct. 30,1997. Retrieved Dec. 1, 2011 Eric Weisstein. â€Å"Cavendish, Henry (1731-1810†. Wolfram Research.1996-2007 Eric W. Weisstein. http://scienceworld.wolfram.com/biography/Cavendish.html

personal :: essays research papers

Depression is a chronic mood disorder characterized by persistent feelings of sadness, hopelessness, and irritability. Many people do not realized that depression is a disease, it’s a real medical disorder where changes occur in the brain, and they have medicine that helps correct these imbalances. Depression has been described as a â€Å"whole-body illness† because it doesn’t only affect the person’s mood but can affect every aspect of a person’s life. Depression is an illness, not a state of mind or a weakness. Depression is caused by a chemical imbalance in the brain, but there are also other factors that may play a role as well, such as: environment - a significant loss, a difficult relationship or financial problems all produce stress. The body, by secreting extra amounts of certain hormones persisting for a long time, can produce changes in the brain actually killing some of the nerve cells. psychological - peoples whose personalities involve pessimistic thinking, low self-esteem and excessive worrying are more likely to develop depression. Genetics could also play a part - parents, siblings and children of depressed people are four times more likely to get depressed than a non-relative. Depression can affect anyone, any age. Even infants can become depressed, and may even die when they receive only a limited amount of human contact. Out of the estimated 17.6 million Americans suffering from depression each year, 1.5 million are children under eighteen. In teens depression is sometimes masked, shown in different ways like drugs, alcohol use, trouble in school, at home or with the law, withdrawal from social activities and sulkiness, grouchiness, and over-sensitivity. Sadness may be shown by wearing black clothes, writing poetry with morbid themes or music with nihilistic themes. Sleep disturbances may be shown by watching television all night, difficulty in getting up for school, or sleeping during the day. Lack of motivation and lowered energy level is reflected by missed classes. Getting lower grades than usual can show loss of concentration and slowed thinking. Boredom could also be a sign of depression in teens, loss of appetite may become anorexia or bulimia. Depression can appear to come out of nowhere, or it can be triggered by a life event such as the death of ones mother or the divorce of ones parents. According to the American Psychiatric Association, someone is depressed when loss of interest or pleasure in almost all activities, or feelings of sadness last without relief for at least two weeks.

Ban the Use of Phones While Driving

At present, mobile phones have become an integral and necessary part of American life, which is almost entirely different more than a decade ago, when mobile phones were still considered a luxury by many Americans. Perhaps one of the best evidence of its necessity for every American has been the experience of September the 11th, when hundreds of mobile phone calls were made, sending messages of love, hope, despair, grief and sadness.On the other hand, the mobile phone industry has already overwhelmingly penetrated the mass market, notwithstanding the seemingly endless production of high-end, high-tech models for the upscale markets. Even in developing countries such as the Philippines, mobiles phones have become an utter necessity, as even landless peasants and urban slum dwellers brandish mid-end mobile phones from Nokia, Sony Ericsson and Motorola, to the extent that sometimes, food on the table is sacrificed to simply ensure that their mobile phones are fully operational.On the ot her hand, mobile phones are now being used as the catch-all mobile equipment for the cosmopolitan individual, with endless features being introduced in a single phone, such as GPS systems, roadmaps, hi-speed internet access, mp3 players, high-pixel cameras, among many other things which have transformed the mobile phone from a mere communications equipment to the ultimate gadget of the contemporary times.The sleek and chic phones are used everywhere, for as long as the batteries work and a network signal is present, even while driving cars in heavy traffic and on the freeway. As a result, this almost non-stop of the mobile phones has posed new physical and cultural problems which must be re-examined and prevented. This paper will examine these problems in the context of mobile phone use while driving a vehicle and it shall argue for the prohibition of its use in the context given above.There is no better argument for the prohibition of the use of mobile phones while driving a vehicl e than the limitless possibility of vehicular accidents while operating a mobile phone, especially on freeways. This possibility of accidents does not involve only the conventional use of mobile phones during driving, such as voice calling and text messaging, but includes all the other added functions of the contemporary mobile phone, including playing its built-in games, taking pictures, choosing mp3 playlists, among others.In the Republic of the Philippines, the world-renowned text messaging capital of the world, an ordinance is enforced banning the use of mobile phones while driving a vehicle, with heavy fines imposed if found guilty by law enforcement agents, notwithstanding the possibility of full revocation of driving privileges for indefinite periods.According to the Manila Times, a widely respected broadsheet of national circulation, the Metro Manila-wide ordinance was enacted by the different cities and municipalities encompassing the Philippine’s National Capital Re gion mainly for the public good and order, as thousands of vehicular accidents in the Philippines have identified cell phone usage while driving vehicles as the proximate cause of these accidents (Reyes, 2006).These accidents do not include car-to-car collisions alone, but includes pedestrian deaths and damages to property, particularly government property, that the economic costs of these accidents are to the utter disadvantage of the Filipino public. More so, it is a fundamental idea in driving school that even little distractions to the full concentration of driving a vehicle can lead to unwanted results, as the hand-eye coordination between the wheel and the road is greatly diminished, even if the driver simply pushes a few buttons to access his mp3 playlists.Driving involves split-second decisions which, if interfered with, may lead to violent car crashes and even deaths. These alarming situations have even stirred into action major mobile phone companies such as Nokia, the mob ile phone of choice by many Filipinos, to launch information and advocacy campaigns discouraging the use of mobile phones while driving, which was creatively called Phonethics.According to the SME Community Philippines magazine (2006), Nokia Philippines advocated an educational platform to remind the public about the responsible use of cellphones in which the campaign was broadcast in mainstream tri-media and supplemented by road signs along major thoroughfares of key cities nationwide, especially in the light of increasing road accidents, petty crimes and social faux pas attributed to the relentless use of these mobile devices.Another decisive argument against the use of cellphones while driving is the spawning of culture of over-reliance to mobile gadgets for a wide array of human activity, to the extent that it breeds delinquency and irresponsibility in the guise of greater efficiency of work and communications. While it is true that the advent of mobile phone communications has revolutionized the way people connect with each other, sometimes it is being used as an excuse of failure to perform duties and responsibilities well. A sad yet relevant example is the shocking Virginia Tech massacre that has moved the world into sorrow.While the killings were occurring, the students had absolute access to electronic gadgets such as laptops and mobile phones to communicate to state security forces and media the grim events that were presently happening in their school. It is true that their calls were very important for the quick response of policemen, but such an over-reliance to the speed at which messages can be sent and processed to government agencies, tacitly overlooked the more important necessity of the school having a comprehensive emergency security plan to prevent atrocities of this magnitude from ever occurring.On a lighter note, it also breeds delinquency and irresponsibility because mobile phone calls while driving are usually done to reassure colleagu es, friends, and family members as to their exact location as of the moment, especially when there are scheduled meetings and appointments. If people were more professional and cordial in keeping commitments and promises, such reassurance might not even be needed anymore, thus, saving the person from the economic costs of a voice call, and the physical risks of accidents.Most importantly, mobile phone use while driving, in whatever form, prospectively endangers the right to life and property, not only of the driver using the mobile phone but also those who may be inconvenienced as a result of vehicular accident that ensues. As such, the state, in the exercise of its police power, has every right to intervene and prohibit its use and enjoyment to promote the public good and welfare of the majority of its citizens and curtail the social evil of vehicular accidents from frequently occurring in the streets of its jurisdiction.The evils as a result of mobile phone use while driving does not only prejudice human life but the general enjoyment of property as well. In all of these, there is a recognition that the use of mobile phones per se is greatly beneficial to the majority of the population, save for its use while driving a vehicle as the social evil that results from it is too grave to warrant a lenient position from the state and concerned citizens. The technology of mobile phones continues upgrading as every new model is released to the markets of the world, which must be fully supported and encouraged even by the government.However, for as long as no acceptable security features are presently equipped in current mobile phones to stem the loss of concentration while driving, there is no reason whatsoever to continue allowing its use while driving vehicles. Works Cited: 1. Reyes, C. (2006, August 20). MMDA: Unwelcome do-gooder. The Sunday Times. Retrieved from http://www. manilatimes. net/national/ 2006/aug/20/yehey/top_stories/20060820top4. html on 23 April 20 07. 2. Adding Social Value to Your Brand. (2006). SME Community Philippines magazine, Vol. 1 No. 3.