Multivariate Analysis Essay Example | Topics and Well Written Essays - 3000 words

Multivariate Analysis - Essay Example The huge capacity of research in the field of modeling of the real world processes along with handling of several input and output variables is obvious. All these situations can be considered as multivariate due to the presence of multiple variables. Multivariate Analysis: Multivariate analysis techniques identify the relationship patterns among a number of variables at one time. Multivariate analysis techniques are generally used for, Development of classification systems. Enquiring ways to group and use data items. Generation and testing of hypothesis. Selected Papers The research papers selected for the study are listed as follows, 1. A Study of Diversification in banking sector with special reference to Finance, by Yaseen Ahmed Meenai, IBA, Karachi, Pakistan. 2. Performance measurement by Data Envelopment Analysis (DEA): A study of banking sector in Pakistan by Sultan Jahanzaib, Bilal Muhammad, Zaheer Abbas. International Islamic University, Islamabad, Pakistan. 3. The Comparison of Principal Component Analysis and Data Envelopment Analysis in Ranking of Decision, by Filiz KARDYEN and H.Hasan ORKCU, Turkey. The sources of these research papers are indicated in the references. The rationale of selection: Keeping in mind the major field of study as ‘finance’, these papers are selected to study the application of multiple multivariate analysis techniques in the field. Following paper wise description clarifies the selection criteria to a better extent. Research paper 1, discusses the growth of consumer financing in Pakistan during the early years of the first decade of this century. The purpose is served through the selection and study of the data generated by ten financial institutions in this era. To support the hypothetical claim of a boom in performance during this period, two multivariate analysis techniques namely Profile Analysis and Correspondence Analysis are used. The second research paper is also related to the banking sector in Pakista n. The relevance with the field of finance becomes the main reason for the selection of this paper as well. The added reasons are that the paper exhibits the application of a unique non statistical multivariate technique namely Data Envelopment Analysis. This technique is used to comment on the efficiency and effectiveness of the DMUs (banks). The hypothesis presented claims no correlation between efficiency and effectiveness. The result of analysis supports the hypothesis. Research paper 3 is selected mainly to enhance the knowledge of multivariate techniques studied and learnt in this research so far. This paper is taken as an extension to the previous one as it compares the Data Envelopment Analysis with a purely statistical multivariate analysis technique namely Principle Component Analysis. The case study (a bit financial) and data selected for the comparison is related to the ranking of multiple European Union Countries in terms of economy. The paper stands out as it proves th at PCA could be used instead of DEA for ranking the DMUs (counties in this case) as effectively as DEA. The paper highlights the procedural differences of both the techniques as well. The Techniques: Profile Analysis This technique takes the data in tabular manner to consider the row wise or column wise profiles. The visualization of data through profile analysis enhances the understanding of data. The factors like relative inclination or decline and percentage

Leadership Assignment Example | Topics and Well Written Essays - 250 words - 12

Leadership - Assignment Example Leadership style: Consultative. This is a problem that is long overdue. In other words, it needs a very effective and promising solution. Being unsure about a solution needs further consultation from highly capable followers who possess expertise to assist you in making decisions. Leadership style: Participative. Although it is important to synchronize the working hours, I need to realize that my followers are very capable and love making decisions. If I insist my decision to impose 8 working hours, they might feel different about it and it may affect their performance at work. Seen this way, it is better to ask them what would be the best solution to the problem and consider all their opinions. That way, they would feel that their inputs are valued and at the end of the day, whatever decisions we may come up to, everyone is willing to follow it without compromising productivity. Leadership style: Consultative. As a leader, I am more aware of the working attitudes of my followers. Since I have plenty of time to decide, I can spend some of that time in gathering inputs from my followers since they are the ones who will directly be affected by my decision. Leadership style: Autocratic. The success of the change relies on me. In other words, my decision is very critical. Considering that my followers are not interested in making routine decisions, I have to be the assertive decision-maker in the team. Leadership style: Autocratic. Looking at the situation, it is clear that it comes with time pressure. There is no sufficient time to discuss the situation with your followers since an immediate decision is needed. I think that autocratic leadership would salvage the job since my followers are both capable and cooperative anyway. Leadership style: Empowerment. This is a difficult case since you are dealing with work and emotions. Hence, it is best to provide a neutralizing factor that will not compromise the top management’s decision, at

The corporate management mechanisms used by Nestle

The corporate management mechanisms used by Nestle The writer believes it will be reasonable to first define cross business synergies and then relate it to the analysis of the Nestle case study provided. According to Martin et al (2003), cross business synergies is defined as understanding and recognizing the value which can be created and captured, over a period of time, by the sum of the business units together with regards to what it would have been individually. This assignment is based on the Nestle case study in 2008 from De Wit and Meyer (2010). The aim is to write a report that will critically evaluate the Nestle organization at the corporate level to identify the cross business synergies, corporate growth directions throughout its history. The assignment will also highlight the corporate management mechanisms used by Nestle to leverage its synergies and outline the future scenarios for the company corporate level strategy. Identifying the cross-business synergies within the organization throughout its history According to the case study, Nestle replicated its milk district model that was initially introduced in Switzerland to ensure sufficient milk supplies in 1870s and modified it by adding value to it and facilitating the availability of the product across the continents, example, Latin America, Asia, Caribbean, African and Inner Mongolia. This shows that the company recognized that choices varies across continents and by adding value to the original product (milk) to make it easy to use and available in other continents represents a synergy which was created and captured. Another important cross-business synergy in the history of the company is the Research and Development, RD. Nestle understood the limitations and challenges involved in starting a new company that will stand alone and compete favourable with competitors in a new market and therefore, utilized the combined strength of its businesses to invent new products, Nescafe, (a soluble instant coffee) by the help of its RD team. Nescafe remain one of the largest brands in the world and have changed the way we drink coffee across the world today by making coffee drinking fun, stylish, ready to use, high class and tastier. Also important is the production of another brand Nestea (an instant tea), and the chocolate powder Nesquik by the same drying process used in making Nescafe. Furthermore, from the case study, Nestle reinvigorated Nesquik originally sold in the form of a powder used in milk into syrup form and into ready to drink varieties, this is also a very important cross business synergy for Nestle, which provided an easy access to coffee drinking in restaurants, hotels, cafe, and made the products affordable, available, and to suit individual taste and choice. Another cross business synergy was in leveraging marketing approach which helped the company to build expertise in various business units and invention of new products through its Research laboratories to launch a platform for growth which eventually increased sales and generated increase market revenue. An important cross-business synergies within the organization is GLOBE (Global Business Excellence), this is a comprehensive information system which used by Nestle to secure and bring together the companys businesses together under a common and unique technology infrastructure. Globe was used by the company to capture data and to standardized data which is based on the same definitions and units. This enables Nestle to have a unified system and measurement across its business units anywhere in the world, manage information, and create knowledge that could be transferred and shared across its business units, and provided a better customer management system, thereby building customer confidence and promoting the quality of their products across the continents. Furthermore, GLOBE provided synchronization of data between manufacturers and retailers, which resulted in an improved order fulfillment. The system also enabled retailers to add new products to their store stocks simply by clicking the mouse of their computer. Another cross business synergy is the invention of new nutrition, health and wellness vision by basic scientific research and state of the art tools such as nutrigenormics. This allowed Nestle to improve consumer healthcare, fitness and weight management, by making their products healthier and reducing fatty acids. Corporate Growth Direction of the Company throughout its history Figure 1 Corporate Growth Direction From the case study, one of Nestle corporate growth came in the direction of Horizontal integration. This represents a horizontal integration because the company expanded forward within the food business by merging with a known food processing industry Anglo-Swiss Condensed Milk also a food business. The merger provided the company with more resources and capital to expand their products and later added Chocolate to their brand in 1905. (See figure 1.) The growth continued in the horizontal integration trend and expanded to other countries example, Britain, U.S., Spain, and Germany, where they operated their processing plant. The growth within the industry continued horizontally and allowed the company to expand into Brazil, Australia, and established their presence in Singapore and Hong Kong. The company merged with Maggi, Europe large producer of food enhancer and prepared food such as soup, which indicates that the company continued to expand and grow within its food industry. Nestle continued the chain of growth towards the horizontal integration direction and acquired several businesses example, canned and frozen food, bottled water and pet foods. Nestle diversified for the first time outside the food industry, and in 1974, the company became a major shareholder in LOreal, one of the worlds largest producers of cosmetics, with a 25 percent interest in the French company. Nestle undertook a second step outside food industry by acquiring Alcon Laboratories, a U.S. company which specialized in eye care products in 1977. This growth direction is called Horizontal Diversification, since it was the first time the company moved outside of its business industry. The company continued its growth in the direction of horizontal integration under new management (Maucher era) and In 1985, acquired the American food giant Carnation for $3 billion, which was regarded as one of the largest in the history of food industry during the time. From the case study, Nestle moved away from the Agricultural and processing roots and sold their Cocoa and processing plants ending their growth towards the Backward Vertical Integration direction and involvement with their supplier business. This pointed out that Nestle was moving in the Horizontal direction and has kept their competitive advantages gained over the years by continuing in the same horizontal growth direction i.e. Horizontal diversification. and Horizontal Integration. From the analysis, the writer believes that Nestle may no longer be interested in the Vertical growth direction, this may be evidence by the statement from its new CEO Brabeck who commented that the company want to reduce cost and devote more attention to other businesses that adds value There were also major acquisitions during Brabeck tenure which solidified the company position in key areas such as bottled water, coffee, ice cream, and infant formula, and also the company decision to dissociate from the Agricultural and processing business Thereafter, Ralston Purina was acquired in 2001; the pet food business has become a recognized name around the world. The company diversified horizontally again during Brabeck tenure beyond its technology and traditional line of products and processing food towards a wider vision of nutrition, health and wellness. To continue its platform for growth, the company made three important acquisitions: by acquiring Jenny Craig, a U.S chain of weight loss centre in 2006, providing Nestle a platform of moving into weight management. Novartis Medical Nutrition in 2007, which helped Nestle to strengthen their position in the area of healthcare nutrition, and the Novartiss Gerber baby foods business in 2007, thereby extending Nestlà ©s leadership in all the areas of infant nutrition. This showed that the company became interested in the healthcare and fitness business. The corporate Management Mechanisms used by Nestle to leverage its synergies The three management mechanisms used by managers to leverage synergies are: Centralization, Coordination and Standardization. These will be applied to the case study in order to discuss the corporate management mechanisms used by Nestle to leverage its synergies already identified in this assignment. One of the synergies identified earlier in this assignment was the replication of Nestle milk district model in Switzerland by modifying the product. This was possible from the writers point of view because the company retained the same standardization process and procedure which has already proved successful in Switzerland. The company simply repeated the process and then added value to the product which eventually resulted in an improved quality for consumer satisfaction and then introduced the product to other countries, example, Britain, Germany, Spain, Asia and Australia, Africa etc. Another corporate management mechanisms used by Nestle in leveraging its Research and Development are Coordination and Standardization. From the writers point of view, the establishment of the research laboratories requires the coordination of Nestlà ©s resources, activities, product offering and integration of its business units together to build world class research laboratories, and Standardization integration resulted because the company used the same process to replicate, modify and re-invent new products. Furthermore, other identified synergies were the reinvigoration of Nesquik originally sold in the powder form into syrup form. The management mechanism applied in this process is standardization mechanism. According to the passage, Nestle used the same drying process in making Nescafe and re-invented it to produce Nestea an instant tea and Nesquik a syrup form. Also of interest is the leverage of the GLOBE system using a standardized system, which synchronized data, improved information management and created knowledge that could be transferred across Nestlà ©s business unit and allowed customers to add new products to their inventories by a click of mouse. Again, the companys leverage of market approach which created a platform for growth and increase sales was based on the standardized integration mechanism system from the writers point of view. This is because Nestle continued in the same level of progress, growth direction and transferred the same management mechanism already tested and applied in some countries into other continents, which led to a rapid growth in sales and market revenue. The 60/40 benchmark standard used by the company to improve their nutrition, health and wellness and reduced fatty acids was also based on the standardized integration mechanism. According to the CFO, the process was based on taking out salts, fatty acids and sugar and putting in omega 3, whole grains and calcium to give it a healthier profile. The Future Scenario for Nestlà ©s corporate level strategy, based on the integrated organization and portfolio organization perspective One of the future scenarios for Nestle corporate level strategy is: how the company can remain relevant and dynamic and at the same time provide essential industry leadership in areas such as sustainable sourcing while keeping products affordable Firstly, based on the integration organization approach, the company should remain customer driven, always adding value to their products and improving the quality of their products by emphasizing their core competencies. Nestle should regard competencies as the core of coordination and to place their synergies at the heart of their company. They should continue to innovate and re-invent through their various RD centres, and integrate their multi business units. The company should promote synergies more than responsiveness; they should make acquisition infrequent and focus more on internal growth as stated by Bulcke the CEO. Building their business core competence should remain their strategic plan, while remaining tactical with their suppliers and sourcing of raw material. This is realizable by continuing their strategy of buying their agricultural products directing from farmers and encouraging continuity of their supplier business. These will ensure that prices are kept low and affordable while the premium quality is not affected. Besides, Integrated approach encourages looking after the brands to enable it remain relevant to customers in order to generate more sales. Consequently, the writer thinks that achieving the future ambition will be difficult using the portfolio approach. According to the portfolio approach, responsiveness should be strongly emphasized over synergies. This is risky because it may result in loss of synergies and brands. Nestle has several billionaire brands already established across the world. It will be unreasonable to risk losing any of them. Besides, portfolio approach does not encourage internal growth but is well suited to diversification through acquisition, which is contrary to the CEO vision for the future growth direction of the company from the case study. Portfolio perspective only leverage financial resources and does not recognize any synergies which are not financial related. The second scenario is to understand how Bulcke intend to balance local autonomy with global coordination. Based on the integrated organization approach, the company should balance local autonomy with global coordination by giving country managers reasonable degree of autonomy in matters dealing with the customers, they should integrate resources, activities and position along multi business synergies. Such coordination of work across multi business unit boundaries will result in the ability to operate in such a way that seems like the various part were actually in one units. The company should place the corporate centre at the forefront of competitive strategy. They should maintain the standardization activities, example GLOBE which synchronized data and information system management across the businesses. Based on the portfolio approach, the efficiency of the cash flow and balancing the business risk are regarded as more important. Portfolio approach supports, activities and produc ts offering to be split along business unit lines, hence global coordination may be difficult to realize. From the case study, Nestle future plan shows that the company will move towards an integrated organization approach. According to Bulcke, Nestle future growth will come from internal growth. The company is re-focusing its corporate strategy from the past. Nestle intend to build on their core competences and strength which according to their CEO is their products, RD, global presence, people, brand portfolio and Nestle culture. From the writers point of view, integrated approach will reinforce the companys product profile in the market and keep them very competitive by being focused, and put in more emphasis on developing and building their synergies rather than defending business unit responsiveness. The company has gained enormous synergies by sharing advances in their basic and applied sciences and research, which also helped to rapidly increase developments. Following the integration approach will ensure that Nestle does not lose their synergies or its billionaire brands through lack of invention and innovation. Nestle RD was identified as a fantastic platform for future growth, therefore, the management need to continue to leverage it better by building on the core competencies developed by the team of scientists and researchers, and integrating the multi-business units, activities, resources, and looking after their brands by supporting RD and invention programs. Nonetheless, the writer believes that the company may not be able to realize their internal growth ambition by adopting the portfolio organization approach. This is because Nestle culture over the years has been anticipation and being proactive rather than reactive according to the CEO, which showed that the company favours synergies rather than responsiveness. The company intends to focus more on reinforcing their brand, and capitalizing on their core competence for growth which does not agree with the portfolio approach. From the grow direction trend shown in figure 1. It appears that the company are not seeking to enter into any buyers or supplier business or pursuing new business opportunities towards the vertical direction but rather focusing on reinforcing their existing brand and building on their area of expertise. Conclusion This assignment has answered various questions based on the case study provided. The writer has identified the synergies which has enabled Nestle to expand its businesses globally. The growth direction of the company was also outlined and discussed with various analyses given. Furthermore, the writer highlighted the management mechanisms which relate to corporate level strategy and related it to the case study. Finally, the future scenarios of the company was outlined and discussed. Based on the discussions on integration and portfolio organization approach, the writer believes that the company will be better suited to realize its future vision and programs by adopting the integrated organization approach. This assignment presented an interesting discussions and an insight into the history and activities of a giant food industry Nestle. References Martin, and Eisenhardt, 2001,: 3. Cross-business synergy: Recombination, modularity and the multibusiness team. Bob De Wit and Ron M eyer. Strategy Process, Content, Context, an international perspectives fourth editiomn.

The Reality of Divorce in American Society Essay -- Divorce Marriage R

The Reality of Divorce in American Society As with most life transitions, divorce can be liberating, depressing, frustrating, or traumatic to any person who experiences it. Perhaps the most painful part on the process of divorce is when the children get involved and when they all get trapped in the situation. These children may suffer significant losses in their lives and unless the situation can be handled in a civil manner, they will become prone to the psychological torment that could affect them for the rest of their lives. The issue of divorce however is becoming more and more intense since for the past ten years the divorce rate in the United States has skyrocketed to a record high of almost fifty- percent. It is also believed that the divorce rate in the United States is the highest in the world and the reason for this are primarily the ever-changing role of the husbands and wives in their household, early marriage, infidelity, extra marital affairs, domestic violence, financial instability and psychological incapacity . The issue of divorce is not only the main problem in the American society of today. The custody issue on who is going to gain the right to take care of the children wholly is also a tough one. For the past decade, divorce and the custody battle have rapidly become a significant life event for perhaps millions of Americans each year. â€Å"There were more than two million divorces each year, affecting 3 million adults and more than two million children (Thompson, Parting 18).† Thus we can prognosticate that the American family of today is definitely ill and is in great need of a revival. The first and probably the most important step in order for couples to have a solid relationship is education. Education is the key to lowering divorce rate. Divorce is one of those issues where private and personal behavior exacts a huge public cost, â€Å"but because divorce and marriage are such intensely personal issues, most citizens are loath to support any program that injects government into the process (Uncoupling 223).† We share the view that new laws or public programs cannot solve this crisis. However, it seems equally clear we cannot sit idle as divorce ravages families and society. Couples who are planning to get married should somehow take a step in advance to learn about the process of marriage and the circumstances that surround it. The... ...use for this emotion. Another negative and most common feeling that arises is that of distrust. Trust is a two-way street. Both partners must not only trust, but also be trustworthy through sharing experiences with one another. Marriage is a very joyful event in a person’s life. However, unless much can be done in order to redefine the status of what marriage is all about, divorce and other marital problems will continue to arise tremendously. Divorce is tumultuous event in a married couple’s life. It does not only affect the financial status of the household, but rather it also affects the people that comprises the family especially the children. Families are experiencing many problems today, but the role of divorce in this picture has been frequently overlooked because its destructive effects have been subtle, yet insidious. When the divorce rate increased in the 1960s, few would have predicted its dire consequences three decades later. Yet divorce has changed both the structure and the impact of the family. Intimacy, time, effort trust and love is the key to have a peaceful and healthy relationship. Marriage for life is God's ideal, but divorce is a reality in our society.

Asia europe transport problems

Recent political and economic developments at the global and regional levels have resulted in a more conducive development environment in the Asian and Pacific region and the opening-up of opportunities for international trade and tourism development for the developing countries of the region, including those which are landlocked. Nevertheless, the lack of unhindered access to the sea adds transport costs and time to international trade transactions. In addition, landlocked countries face greater transport risks and hazards than countries which have direct access to nternational sea routes.The United Nations has addressed the specific concerns of landlocked countries in a number of documents. Among those which are directly related to transport are the following: General Assembly resolution 50/97 of 20 December 1995 on specific actions related to the particular needs and problems of landlocked developing countries; â€Å"Global framework for transit transport cooperation between land locked and transit developing countries and the donor community† (TD/B/LDC/AC. /6); â€Å"Problem of physical infrastructure development of the landlocked countries, ncluding economies in transition† (E/ESCAP/SREC(7)/3); and â€Å"Progress report on measures designed to improve the transit transport environment in Central Asia† (A/ 51/288). With Just-in-time delivery becoming almost a prerequisite for efficient international trade, particularly in an increasingly competitive market environment, adequate attention must be given to resolving problems in transport areas which are crucial for the efficient development of the international trade of landlocked countries.The inauguration in May 1996 of a new rail line linking the Islamic Republic of Iran nd Turkmenistan, thus completing a new â€Å"silk rail route† from China to Europe via the landlocked countries of Central Asia; the priority attention of the Islamic Republic of Iran to the development of the ne cessary physical infrastructure, as well as bilateral and multilateral agreements for international transport particularly to and from Central Asia; the establishment in May 1996 of a forum for the comprehensive development of regions along the second Europe-Asia continental bridge which is of importance to Mongolia and the landlocked countries of Central Asia; the initiative of he Association of South East Asian Nations (ASEAN) on the development of a rail link from Singapore through Malaysia, Thailand, Viet Nam or the Lao People's Democratic Republic and on to Kunming, China; and the recently completed study of the South Asian Association for Regional Cooperation (SAARC) on transport and transit needs, including those of Nepal and Bhutan, are vivid illustrations of the commitment of the member countries of ESCAP to the development of a land transport network in Asia in The present note highlights some of the issues and problems of physical and soft nfrastructure in the main modes of transport (with emphasis on land transport, inland waterways and connections to seaports) which serve the landlocked countries in the region, namely Afghanistan, Armenia, Azerbaijan, Bhutan, Kazakstan, Kyrgyzstan, the Lao People's Democratic Republic, Mongolia, Nepal, Tajikistan, Turkmenistan and Uzbekistan. l.MAJOR ISSUES AND PROBLEMS IN THE TRANSPORT SECTOR To improve the efficiency and competitiveness of international trade and tourism in the landlocked countries of the region, the following issues relating to major modes of transport need to be addressed: (a) choice of alternative transit routes; b) reduction of transit costs and time along the transport routes; and (c) cooperation among the organizations concerned. A. Choice of alternative transit routes Although many of the landlocked countries in the region have several potential routes to seaports, most of them are heavily dependent on one main transit route because of limited resources and, in some cases, the limited opt ions open to them in the past as a result of the political situation at that time.This render these countries vulnerable to disruption of transit services owing to national disasters, technical and operational breakdowns, labour disputes and conflicts. Moreover, in view of regionalization and globalization of economic development, different access routes to different seaports may be required for efficient transport of goods to trade partners located in different parts of the globe. Therefore, it is important for any landlocked country to have a choice of transit land transport routes (and inland waterways if applicable) to the main seaports in Asia, as well as a choice of air transport routes and connections to major subregional, regional and global destinations. In addition, in view of the development of trade within Asia, as well as betweenAsia and Europe, there is an increasing demand for reliable and efficient intra-Asia and Asia-Europe land bridges with connections to landlocke d countries in the region. The landlocked countries need to be part of an integrated approach to the development of an intra-Asia and Asia-Europe land transport network of international importance. 1. Formalization of the international land transport network in Asia The Commission at its forty-eighth session, held in Beijing in April 1992, endorsed comprising the Asian Highway; the Trans-Asian Railway; and facilitation of land ransport, as a priority for phase II (1992-1996) of the Transport and Communications Decade for Asia and the Pacific.The objective of the project is to assist in creating a land transport network in Asia to facilitate international trade and tourism. The route selection criteria include capital-to-capital links and connections to main industrial and agricultural centres, and connections to major seaports and river ports, as well as to major container terminals and depots. The network should also provide interregional land transport linkages, particularly with the region of the Economic Commission for Europe. The project enjoys support from 25 ESCAP members, including all the landlocked countries except Armenia, Azerbaijan and Bhutan which have yet to Join the project. Armenia and Azerbaijan, however, are participating in activities that are related to ALTID.With the successful implementation of phase I (1994-1995) of the ALTID project, considerable progress has been achieved in the formulation of the international land transport network in Asia linking landlocked countries. The Asian Highway network (see figure l) has been revised in the southern corridor connecting the Islamic Republic of Iran – South Asia – South-East Asia (which includes he landlocked countries of Afghanistan, Nepal and the Lao People's Democratic Republic), and a new network formulated in the corridor South-East Asia – China – Mongolia. A study on the development of highway networks in the landlocked Asian republics (Armenia, Azerbaijan, K azakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) to identify the potential Asian Highway routes in those countries was completed in 1996.The Trans-Asian Railway network includes the following land bridges between Asia and Europe: Europe-Russian Federation and/or China-Korean peninsula; Europe-Islamic Republic of Iran-Central Asia-China (New Silk Railway); Europe-Islamic Republic of Iran-South Asia-South-East Asia. With the completion during phase I ofa feasibility study on connecting the rail networks of China, Kazakstan, Mongolia, the Russian Federation and the Korean peninsula, and a project on the Trans-Asian Railway in the Indo-China and ASEAN subregions, the network has been formulated in the northern corridor of the Asia-Europe routes (see fgure II) which includes the landlocked countries of Kazakstan and Mongolia, and in the Indo-China and ASEAN subregions (see figure Ill), the Lao People's Democratic Republic.A potential Trans- Asian Railway network in the sout hern corridor of the Asia-Europe routes (of importance to Afghanistan and Nepal) was also identified (see fgure ‘V) through a related preliminary study. The Commission at its fifty-second session reiterated its strong support for the ALTID project and emphasized the importance of its completion and of improving the operational efficiency of both the Asian Highway and Trans-Asian Railway networks, including the Asia-Europe links, at the earliest possible date. The Commission adopted resolution 52/9 of 24 April 1996 on Intra-Asia and Asia-Europe land bridges. rogramme of the New Delhi Action Plan on Infrastructure Development in Asia and the Pacific.It also approved the plan of action for the implementation of phase II (1996-1997) of the ALTID project, which includes a detailed study on the southern corridor of the Trans-Asian Railway, and it decided that a study on the development of the Railway in the corridor connecting South-East and North-East Asia (including the Lao People 's Democratic Republic and Mongolia) should be undertaken and that similar studies on the development of the Asian Highway and the Trans-Asian Railway in the corridor connecting northern Europe with the Russian Federation to the landlocked countries of Central Asia and the Islamic Republic of Iran should be included in the projected phase Ill (1998-1999) of the project. 13. When completed and fully operational for the whole of Asia, the land transport network could provide landlocked countries in the region with a choice of alternative land transport routes to major seaports in Asia, and land transport and land-cum-sea links to any other country in Asia and Europe.However, to realize such a potential, the landlocked countries must have unhindered access to the network. . Unhindered access to the international land transport network in Asia The construction of the regional land transport network and all related infrastructure is a necessary but not a sufficient condition for reliable and efficient international transport. A legal framework is also required to provide the basis for unhindered access to the routes for efficient international trade and tourism. A coordinated plan for the development of international land transport routes and services based on agreed performance parameters and standards is also essential.This has been vividly demonstrated by the experience of Europe, where the ollowing four major all-European transport agreements have been adopted: (a) The European Agreement on Main International Traffic Arteries (AGR Agreement) of 1975, which defines the major European roads and establishes uniform technical characteristics; (b) The European Agreement on Main International Railway Lines (AGC Agreement) of 1985, which determines the major lines and infrastructure parameters of the European railway network; (c) The European Agreement on Important International Combined Transport Lines and Related Installations (AGTC Agreement) of 1991, which is the first European ultilateral treaty governing international combined road/rail container and piggyback transport; (d)International infrastructure agreement covering European inland waterways Oanuary 1996). recommended that a legal framework should be developed for Asia in the form of ESCAP agreements on the Asian Highway and Trans-Asian Railway, taking into consideration the related experience of the European Union. With such ESCAP agreements in place, all the countries in Asia, including the landlocked countries, would enjoy free access to road and rail transport routes of international importance. 3. Inland waterways of international importance to some of the landlocked countries in Asia Inland water transport can play an important role for the regional or international trade of some landlocked countries.A number of rivers in these countries can potentially provide the cheapest means of communication with neighbouring countries, or even through them to other countries in the world. For instance, a number of tributaries of the Brahmaputra River flow out of Bhutan through India to Bangladesh; the Lao People's Democratic Republic is bordered or bisected by the Mekong River which flows through China, Myanmar, the Lao People's Democratic Republic, Thailand, Cambodia and Viet Nam; Mongolia gives rise to the Yenisey, the Angara and the Amur-Heilongjiang rivers which link the country to China and the Russian Federation; and Nepal has three of the four largest tributaries of the Ganges River flowing from India to Bangladesh.The improvement and development of inland water transport infrastructure and services would benefit all of these countries in various ways, including cost savings, environmental protection and energy savings. In addition, transit by water is more easily accepted by operators of seaports located at river mouths and it is less prone o losses, pilferage and breakage than transit by road and rail. At the present time, however, the rivers are not fully u tilized for navigation in most landlocked countries. Most of the rivers are still in a natural state without appropriate improvement and marking. Water levels in the rivers are not always regular or sufficient and the gradient is often very steep. In some river sections, the waterways are full of rapids and shoals which endanger vessel navigation or even interrupt it entirely.Some rivers are blocked with siltation, cables, pipelines, bridges, dams and other structures along or crossing them. Few aids to navigation are nstalled to mark the navigable channels in the rivers. All these factors limit the free use of the rivers for transport. However, the potential of inland water transport for international trade should be evaluated. In order to promote the use of rivers for transport which would serve the needs of landlocked countries, ESCAP is implementing several projects under the regional action programme of the New Delhi Action Plan on Infrastructure Development, which was launched by the Ministerial Conference on Infrastructure in October 1996.One of the projects is on the harmonization of requirements relating to international mportance of common or well harmonized rules, and provide guidance with regard to navigation rules, aids to navigation, the carriage of dangerous goods, facilitation measures and waterway classifications for internationally navigable rivers. Another important project is on the development of inland water transport infrastructure and services. This project includes a regional strategic study for the development of inland water transport in the ESCAP region. An intensive investigation will be carried out to identify the problems faced by the inland water transport sector. The situation ill be compared with successful experiences in other parts of the world.This study should provide a clear picture of the advantages and disadvantages of inland water transport in specific situations, identify opportunities for development and suggest regi onal actions and national policy options to expand the use of rivers for navigation in the ESCAP region. Expert group and policy-level meetings will be held to discuss the findings and suggestions of the study. Necessary follow-up actions will be taken at both the regional and national levels. With regard to some landlocked Asian republics, the same opportunity may exist or transit transport through inland waterways. Specific studies need to be carried out to identify the potential for the expanded use of inland waterways. 4. Air transport It goes without saying that reliable and efficient air transport is crucial for the economic and social progress of landlocked countries.While the emphasis in this paper is on related aspects of land transport, inland waterways and maritime linkages and transport, the following activities of the International Civil Aviation Organization (ICAO) have been included in the regional action programme 1997-2001) of the New Delhi Action Plan on Infrastruc ture Development in Asia and the Pacific and endorsed by the Ministerial Conference on Infrastructure: programme of transition to the new civil aviation communications, navigation and surveillance and air traffic management system; programme for economic reform in civil aviation in Asia and the Pacific; programme for the protection of the environment in the vicinity of airports; improvement and harmonization of flight safety standards; expansion of the UNDP-promoted ICAO TRAINAIR programme; and poverty alleviation through rural airfield development in least developed countries. These projects address major problem areas in air transport in the Asian and Pacific region, including in the landlocked countries. B.Reduction of transit time and costs along the transport routes of While the formulation of an international land transport network in Asia is in progress through the implementation of the ALTID project, there are already a provide the landlocked countries with access to seaport s. These are reflected in table 1. 1. Reduction of transit time and costs at border crossings and ports Even when all necessary infrastructure is in place, the delay of vehicles at border rossings can entail tremendous losses of resources and time. A similar problem occurs when the waiting time is long for ships to be loaded and unloaded in seaports which serve landlocked countries. When international inland waterways are available for use, delays of cargo at cross-border points have similar economic effects. a) Facilitation of land transport at border-crossings (i)Commission resolution 48/11 on road and rail transport modes in relation to facilitation measures Recognizing that harmonized transport facilitation measures are a prerequisite for efficient international trade and transport along road and rail routes of nternational importance, the Page 1 1 Commission at its forty-eighth session adopted resolution 48/11 of 23 April 1992 on road and rail transport modes in relation to fac ilitation measures. By that resolution, it recommended that the countries in the region, if they had not already done so, consider the possibility of acceding to seven international conventions. The status of the accession of the landlocked and neighbouring countries in Asia to the international conventions is shown in table 2.It is clear that in order to facilitate international and bilateral trade and tourism the constructive cooperation of the ountries is required to create a minimum legal basis for land transport cross-border traffic. In this respect ESCAP adopted a subregional approach to providing assistance to countries. A special seminar for the Economic Cooperation Organization (ECO) subregion (with the participation of Afghanistan, Azerbaijan, Kazakstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan) on the implications and benefits of accession to the conventions was held in Tehran in November 1994. A similar seminar for the North-East Asian countries (including the Lao People's Democratic Republic and Mongolia) was conducted in May 1996 in Bangkok.Another seminar for countries of the Greater Mekong subregion (including the Lao People's Democratic Republic) was organized Jointly by ESCAP and the Asian Development Bank at It is very encouraging to note that Uzbekistan has acceded to six conventions, and Kazakstan, Tajikistan and Turkmenistan have each acceded to four. However, Afghanistan, Armenia and Kyrgyzstan are each party to only two; Azerbaijan, to one; and Bhutan, the Lao People's Democratic Republic, Mongolia and Nepal to none at all. A similar situation of accession to few or no convention occurs in the neighbouring ountries of Bangladesh, Cambodia, China, India, Myanmar, Pakistan, Thailand and Viet Nam. Such a situation calls for the urgent implementation of Commission resolution 48/11 by all landlocked countries and their neighbouring countries. Transit facilitation Transit transport plays a particularly important role in the develop ment of landlocked countries.Two international conventions, namely the Convention and Statute on Freedom of Transit, Barcelona, 20 April 1921 (popularly referred to as the â€Å"Barcelona Transit Convention†), and the Convention on Transit Trade of Landlocked States, New York, 8 July 1965 (â€Å"New York Transit Convention†) assist in facilitating the transit transport of landlocked countries. However, only a few of the Asian landlocked countries and their neighbouring countries are contracting parties of these conventions, as indicated in table 3. There is clearly great potential to improve transit transport in the region. It is recommended that the landlocked countries and the neighbouring countries should accede, if they have not already done so, to the Barcelona and New York transit conventions as soon as possible.The development of a subregional multilateral transit treaty/agreement also ppears to be a promising approach to transit facilitation. Preparation of suc h a draft transit treaty for the ECO region, for example, could be carried out as part of the project on international transport development in the ECO region, which is being proposed Jointly by ESCAP, the United Nations Conference on Trade and Development and ECO for possible funding by the Islamic Development Bank. (iii) Multilateral and bilateral agreements on land transport facilitation Multilateral and bilateral agreements which govern land transport at border crossings are of great importance to the landlocked countries in Asia.Given the role f the agreements in promoting international traffic, a database covering mainland Asia is being established at ESCAP as part of the ALTID project. As indicated above, there are several main rivers in Asia which may be used by landlocked countries for international transport. To facilitate navigation and river basin development activities, a draft agreement on commercial navigation on the Lancang Jiang – Mekong River (upper reaches of the Mekong River) between the Governments of China, the Lao People's Democratic Republic, Myanmar and Thailand has been drawn up and it is expected that this agreement will be signed in the near uture.The Agreement on Cooperation for the Sustainable Development of the Mekong River Basin was signed on 5 April 1995 between the countries of the Lower Mekong River basin (Cambodia, the Lao People's Democratic Republic, Thailand and Viet Nam). The Mekong River Commission is the institutional framework through which the Agreement will be implemented. The bilateral agreement between Bangladesh and India, which is signed on a biennial basis, could also be of practical interest to landlocked countries. Similar arrangements which take into account the related experience in other regions could e of great practical value in facilitating international inland water transport in Asia, including in landlocked countries. c) Facilitation of maritime traffic In addition to facilitation for land tran sport and transport on inland waterways, facilitation of maritime traffic plays an important role in improving the efficiency of the international land-cum-sea transport systems which serve the landlocked In an era of large ships with efficient cargo operations resulting in very short stays in port, the delays caused by documentary â€Å"red tape† result in extra costs and time. To improve the situation, countries in the region having seaports (including those serving landlocked countries) are adopting the Convention on Facilitation of International Maritime Traffic, 1965 (FAL Convention) as amended. The objective of the FAL Convention is to simplify the procedures for the inward clearance of ships, cargoes, passengers and crew on arrival in a port.This can be achieved by the utilization of six standard declaration forms and the adoption of common standards for processing documentation. However, among the ESCAP members and associate members, only Australia, China, the Democra tic People's Republic of Korea, Hong Kong, Fiji, India, the Islamic Republic of Iran, the Marshall Islands, New Zealand, the Russian Federation, United States of America and Vanuatu are party (as of January 1997) to the FAL Convention. It is clear that there is potential to improve the efficiency of the land- cum-sea routes serving landlocked countries if all the coastal countries concerned accede to the FAL Convention.To assist the countries in the process of acceding to the Convention, ESCAP, in cooperation with the International Maritime Organization, ommenced in 1993 a four-year programme of country-level workshops and subregional seminars to promote the adoption of the FAL Convention and the implementation of its provisions. (d) Corridor studies To assist member countries in Asia, including landlocked countries, in the facilitation of cross-border traffic, ESCAP undertakes corridor studies to identify non- physical impediments to the flow of goods which cause delays and add unn ecessary costs to the transport process. One such study, for example, was completed in 1994 in the corridor Singapore – Malaysia – Thailand – the Lao People's Democratic Republic – Viet Nam. The study was extended in 1995 to cover Cambodia and in 1996 to include Myanmar.The study revealed the following impediments: restrictions on the movement of vehicles and drivers across borders; restrictions on the movement of cargo between the port and inland origin/destination without customs inspection in the port; restrictions on the movement of third country or transit cargo; limitations on the effective use of multimodal transport; and failure to make use of available technology and information to plan port and cargo-handling operations. The reports lso provided recommendations for dealing with these impediments. A study carried out by ADB on regional technical assistance to the Greater Mekong subregion for mitigation of non-physical barriers to cross-border mov ement of goods and people (completed in October 1996) should also be mentioned in this context.Similar studies are to be carried out as recommended by the Ministerial Conference on Infrastructure along the major intra-Asia and Asia-Europe land bridges, with the next ESCAP study planned for the corridor Port of Bandar Abbas (Islamic Republic of Iran) – landlocked countries of Central Asia – China. One other impediment frequently found in the landlocked countries in Asia is a lack of a proper coordinating mechanism at the national level among the ministries and agencies involved in cross-border procedures and formalities. 2. Improvement of transport logistics Multimodal transport, freight forwarding and electronic data interchange (ED') play an increasingly important role in the development of international trade. Just- in-time delivery, which is becoming a prerequisite for competitive international trade, increases the need for a highly efficient integrated system of de spatch, transport and

Citizenship; Civil Society And Civilization Essay

Citizenship as depicted by Weber has its root from Medieval European city, due to the political demands of the rising class, merchants, professionals and skilled workers to control the environment. (Ibid, 294) As earlier mentioned the spate of globalization and interconnectedness has generated a similarity in the construction and design of buildings, structures in the city. This was really not totally possible before with the variables of religion, culture playing a key perspective before. Religion to a greater extent determined the way things were done, for example, buildings in china where not built high , because in the belief that gods work on the earth, no hierarchical order like the Christians, temples built in the country which symbolises the belief system of the Chinese. The lack of citizenship or identity points to the fact that the system of governance does not allow for this, they had no citizens but subjects were present. (ibid 297). The Changan dynasty is a typical example of how the modern city developed ,with the regulation of the behaviour of the populace, already we can observe the existence of institutions which shows a little bit of modernity as we have today. Kaifeng is another city which is known for its trade and commerce potentials, the development of cities here is influenced by interaction with other players in the globe, just like the example of Kaifeng been unwalled,later on we can see that they also built a wall as the population was increasing, therefore we can conclude that population, external influence has a large part in moulding a city towards modernization or civilization. The educational sector also addresses the point of civilization, more educational empowerment; the more success can be achieved by a political system. The Hanghzou and Kaifeng,further stresses the point earlier submitted ,that the economy is a substructure on which the political interest of actors rest, the urbanization of the duo cities led to a change in the way of lie of different people, the migration of population further widened the chance of development. The aforementioned is further buttressed as a cogent point as Hangzhou by the end of the Song dynasty was the largest city in the globe. (Ibid, 302) The centrality of the progress of the City of Hangzhou ,therefore remains the economy, but the political system unlike the Ancient Athens state never gave in for a democratic rule, what was in operation was religious beliefs cum ancestral beliefs. The Islamic cities were not as progressive as compared to the Chinese; the political system was theocratic, with the sultan controlling the affairs of the cities. The distance between the ruled and ruler was a negating influence on the development of city or states in the Arab world, the level of freedom here also was restricted as you have the populace been more or less subjects ,unlike the only case in this paper i. e. the Athenians that demonstrated a major enshrinement of the democratic ethos. The lack of municipal authority in Islamic cities undermined the pace of evolution to civilization. The revival of cities in the West was prompted by a shift in history of class relations, this promoted freedom of association and other democratic ethos. The modern city however grew from the village level, down to the urban from which civilization got to the peak. (Ibid,310-316). The rights of citizens and not subjects were therefore in full force here, the Italian city of Pavias shows how the act of political representation was more in the polity, like the first ever in Athens, more representation meant more active participation by the civil society. The emergence of artist, professionals further paved way for civilization as evidenced by Artist and professionals from Florence and Siena. The emergence of institutions and democracy, however concluded the stage or phases of civilization with liberalism, Neo- liberalism playing a crucial part in the move towards civilization and Liberalism in the globe. CONCLUSION The paper has been able to find out the reasons for the civilization of cities or the evolution of cities in the current or contemporary globe, this was necessitated by religion ,systems of governance, interrelationships among empires ,trade and commerce to mention but a few. The Interesting part however remains the development of some continents at the expense of the other, this was briefly depicted as a result of religion and system of governance, the Islamic countries case is crucial here. However further scholarly submissions to the thesis is prevalent in the academia. REFERENCE Reilly, K, 1989, The West and the World A history of civilization. Second Edition volume 1